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keeping the head gasket alive with W/M

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keeping the head gasket alive with W/M

Postby skilletky » Mon Jun 15, 2009 4:52 pm

i am gonna get a W/M kit here soon. i am running on a stock head gasket and head bolts, pushing 40 to 45 psi of boost, and timing is to the head, should i back off the boost or retard the timing to keep cylinder pressure down and keep the head gasket alive? is there any W/M kit that is better than the other? i am also gonna order some 6x18's to go with the meth.
92 d350, arp's, orings, 150lb springs, 4200 gsk ,ground pin ,64/71/14 ,ddp inj's, ats manifold, tim's tubez, ats trans, FASS, locker, timing + a tooth, bcdd intake

2001 2wd rclb dually 5sp, smarty, Bluechip FMS, TS MVP, 57/75 twins, stainless diesel pipe kit, valair clutch, airdog 150, DFI SAC 7x.014's, cheap a$$ intake, ARP studs, oringed head, CPP 115# springs
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Postby Richie O » Mon Jun 15, 2009 4:55 pm

Recipe for blowing gasket.

Lots O boost
Lots O timming
Lots O water

I think you have all of the above. :lol:
1989 W250 727, 3.07 L/S, S300, P/S Intercooler, Stans exaust, Pump adjustments, 127k miles,297 hp
1993 W250 extended cab, rag, 4.10 l/s, 6x16's, HTT 62/71/14 piston l/p, Isspro EV series tach, fuel pressure, boost, oil pres, water temp, volt, pryo, 132k/ 301 hp
1992 W250 with NV4500, 3.54's, 16cm 60mm GDS H1C, ground stock cone, Isspro tach, pryo, boost, fuel pressure, slow, rusty, dented,180k
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Postby RSWORDS » Mon Jun 15, 2009 5:20 pm

Richie O wrote:Recipe for blowing gasket.

Lots O boost
Lots O timming
Lots O water

I think you have all of the above. :lol:


Head gaskets are not that hard to replace, and you will learn alot about your engine and what you can and cant do... I did... :lol:

At least do a re-torque on the head bolts, 125ft lbs should do. But yeah like Richie said... You will be REALLY pushing it. Maybe pull teh timing out. teh water/Meth will add alot of timing so try running it back some.
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Postby Begle1 » Mon Jun 15, 2009 5:25 pm

All of the kits out there seem to come with the same 150 or 220 PSI Shurflo pump with a sticker on it. Cooling Mist has a 250 PSI pump now, I'd try that.

I haven't really been impressed with any of the little kits.

I've heard that better atomization will be easier on headgaskets... I don't know if that would be true, though. In any case, less water is always easier on headgaskets than more water.
1990 D-250 Regular Cab: Tweaked injection pump, built transmission, a cataclysmic charlie foxtrot of electronics, the most intense street-ran water injection system in the country, and some more unique stuff.
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Postby skilletky » Mon Jun 15, 2009 6:17 pm

i am gonna get a new head and have it ported and o-ringed and all the good stuff, but i don't know if that will be this year or next year sometime, but i am gonna get a W/M kit within the next couple months and didn't know if i would be pushing it injecting some W/M on a stock gasket. but thanks for the in info.
92 d350, arp's, orings, 150lb springs, 4200 gsk ,ground pin ,64/71/14 ,ddp inj's, ats manifold, tim's tubez, ats trans, FASS, locker, timing + a tooth, bcdd intake

2001 2wd rclb dually 5sp, smarty, Bluechip FMS, TS MVP, 57/75 twins, stainless diesel pipe kit, valair clutch, airdog 150, DFI SAC 7x.014's, cheap a$$ intake, ARP studs, oringed head, CPP 115# springs
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Postby RSWORDS » Mon Jun 15, 2009 7:42 pm

If you rely on the truck to get you around day to day and you cant fix it in a couple days I would say wait. Otherwise I'm all about pushing the limits.
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Postby fergavs » Mon Jun 15, 2009 11:27 pm

When my H/G went it was stock head and bolts, 45psi boost, timed to the head, and W/M. I was spraying a hot batch of 50/50 and I heard it go pop. The motor kinda back fired the I lost some power. Changing the head gasket is a fairly easy job a guy can do in a weekend. Nice to have a engine crane though. These heads are HEAVY!!
1990 Dodge D350 Duallie 2wd, Piers ported, ringed,HD springed,ARP studed head,S300,PS IC,Custom EDM's,Max Spool 2 Cam,BD built 47RH auto,Meth,5" Exaust, AD 150, Punched VE Mod,2 Stage Nos,etc.
92 4x4 47RH,06 Turbo,6" with 40's on 20's,6" Stack
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Postby JQmile » Mon Jun 15, 2009 11:49 pm

W/M is really nasty about advancing timing...I'd put the timing back towards stock and play it safe, and see where your power is at then. Also, only trigger it when the boost is way up. W/M + no boost =boom :D
1989 D250 2wd. Scheid 14mm VE pump and 5x25's, J&H Performance 47RH trans with Suncoast manual valvebody, dual wastegates, 62/65/14 S300, NX Dual Stage nitrous, 487 on fuel, 972 on the jug.
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Postby skilletky » Tue Jun 16, 2009 4:33 am

i am gonna wait. changing a head gasket is no big deal, done plenty of them, just don't want to fool with it right now. i wanna have it set up to come on at 20+ psi and 1300 F. mainly gonna use it at the track, but it will come in handy when i gotta tow/pull something. those of you that run W/M, how do you have yers set?
92 d350, arp's, orings, 150lb springs, 4200 gsk ,ground pin ,64/71/14 ,ddp inj's, ats manifold, tim's tubez, ats trans, FASS, locker, timing + a tooth, bcdd intake

2001 2wd rclb dually 5sp, smarty, Bluechip FMS, TS MVP, 57/75 twins, stainless diesel pipe kit, valair clutch, airdog 150, DFI SAC 7x.014's, cheap a$$ intake, ARP studs, oringed head, CPP 115# springs
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Postby Begle1 » Tue Jun 16, 2009 3:00 pm

JQmile wrote:W/M + no boost =boom :D


What's the logic there? Too rich of an air/ methanol ratio causes a "boom"?
1990 D-250 Regular Cab: Tweaked injection pump, built transmission, a cataclysmic charlie foxtrot of electronics, the most intense street-ran water injection system in the country, and some more unique stuff.
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