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Quote:
Originally Posted by Marshall V. Daut
For what it's worth, from October, 1908 until May, 1927, fifteen million Model T Fords used 7/16" hex head bolts to secure the cylinder head to the block. The threads in the block and on the bolts were coarse. The compression ratio of Model T is only slightly lower than the Model A's, negligible actually. Bolts seemed to have done the job for those many years, at least good enough for Henry to stick with them for 19 years or so without changing to studs and nuts. I wonder what made him ultimately decide to use studs and nuts in the Model A??? Cost? Engineering discoveries? Also for what's it's worth, being in the antique Ford hobby since 1966, during those years I have heard of (and experienced!) more Model A head gasket failures than Model T. 'Not taking sides which is better - studs or bolts - but draw your own conclusions from the Model T's "fairly" successful history.
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Can't say why it worked in the T. Maybe because the engine operates at lower RPMs?
Even on modern engines that use bolts, it's common to switch to studs if you are tuning the engine for higher performance. On my '18 Accord with the 1.5L turbo, there's a design flaw that's known to cause a lot of head gasket failures, and one of the suggested steps when you replace the gasket is to switch to ARP studs, which can be tightened to a higher clamp load than the OEM bolts.
Quote:
Originally Posted by Marshall V. Daut
Besides helping to seal the head gasket from leaking, copper head gasket spray also keeps the gasket from minute shifting, which can lead to blowouts in the narrow sections between cylinders. The late great expert engine builder Ron Kelley advised me to use copper spray for that purpose when I had him build a banger for me.
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I've heard this as well and yet I have a hard time believing that the spray would exert enough adhesive power to prevent the siamesed portions of the gasket from blowing out, relative to the compressive force exerted by the head. Who knows, might be true.