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cometic starts @ .027 thickness head gaskets for mopars

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I looked on their site and all the ones listed are .040.

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Not that I've seen. cut .030 off the heads to decrease CC about 5 to 6CC

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Not that I've seen. cut .030 off the heads to decrease CC about 5 to 6CC

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cometic starts @ .027 thickness head gaskets for mopars

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I looked on their site and all the ones listed are .040.

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cometic starts @ .027 thickness head gaskets for mopars

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I looked on their site and all the ones listed are .040.

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CGT-C5461-027 is the Summit listing for the .027 compressed thickness gasket, it shows as multi layer steel.

Link to Summit page

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Thanks! I'll check it out.

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SCR (squeeze) is power, Yes mill the heads & I'd consider more than 9.5. Steel shim ones will work w sealer if both decks are machined flat

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Is there a formula for cutting the heads a certain amount and knowing how much it reduces volume?

Also, would cutting them .030 effect the valve train geometry and intake manifold fit? I understand that if you cut the heads, you need to also cut the intake to match.

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cometic starts @ .027 thickness head gaskets for mopars

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I looked on their site and all the ones listed are .040.

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CGT-C5461-027 is the Summit listing for the .027 compressed thickness gasket, it shows as multi layer steel.

Link to Summit page

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Is there a formula for cutting the heads a certain amount and knowing how much it reduces volume?

Also, would cutting them .030 effect the valve train geometry and intake manifold fit? I understand that if you cut the heads, you need to also cut the intake to match.

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Is there a formula for cutting the heads a certain amount and knowing how much it reduces volume?

Also, would cutting them .030 effect the valve train geometry and intake manifold fit? I understand that if you cut the heads, you need to also cut the intake to match.

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(1) there MAY be some formulas in the archives & try googling that exact how to Q about a particular head. (2) You'd need to machine to get the SCR squared away then set the heads on new gaskets with several bolts per side to JUST snug the heads then mockup the intake to check intake/head port & bolt hole alignment plus lifter preload then you can mill to suit & pushrod length to get preload acceptable. Get each subsystem spot on or near spot on or close enough (depending on what system).

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You do need to get out more , cutting the heads to achieve lifter preload ...

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milling specs.

Mister P Body said in another thread:

"for every .010
taken of the combustion chamber you need to take .0095
off the intake surface of the head"

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& pushrod length to get preload acceptable.

You do need to get out more , cutting the heads to achieve lifter preload ...

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Ok, thanks guys.

Spending $180 on head gaskets to gain 6-7hp/lbft or going through the trouble and expense of having the heads and intake milled (and all the complicated logistics) for a street car, may not be worth the trouble. Even if I bump it to 9.7:1 it shows I stand to gain only about 15hp/15lbft. I doubt I will feel it while driving on the street. I'll have to bounce it around my brain for a bit.

I appreciate the input.

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Ok, thanks guys.

Spending $180 on head gaskets to gain 6-7hp/lbft or going through the trouble and expense of having the heads and intake milled (and all the complicated logistics) for a street car, may not be worth the trouble. Even if I bump it to 9.7:1 it shows I stand to gain only about 15hp/15lbft. I doubt I will feel it while driving on the street. I'll have to bounce it around my brain for a bit.

I appreciate the input.

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With a Source head the quoation for surfacing should be checked to make sure it's calculates correct.
Everything is getting confused here. To reduce chamber cc volume cut approx .0062 to reduce 1cc. For every .010 thousands cut off the cylinder head deck you would cut .0123 or 12.3 thousands off the intake runner side of the head, your not correcting the intake manifold!!!your correcting the cylinder head face height to lower the intake manifold for better fitment. Also something to check while fitting the manifold, to make sure the manifold is going to seat down good sand or grind off, chamfer at the very bottom edge to knock down the corner of the manifold at the bottom of the intake runner so the manifold will seat properly to the cylinder head intake runner face of the head. I have a Winfield Fixture in my head mill so it's easy for me to do the correction on the intake runner side of the head.

logan426

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This is how you do it, quick and easy.

It's going to run how it runs , you are putting too much faith in that computer program for what to me is a mismatched build .