Based on D Serious's video as well as JVtec8k's response to Slo above, I just confirmed the ARP SRT4 headstud kit order, part # 141-4204.
The only things left are o-ringing and head gasket selection.
According to SCE's website, the depth of the o-ring groove that determines protrusion of the stainless o-ring is determined by the chosen head gasket thickness.
Thinner copper head gaskets require less protrusion of the oring above the deck surface, therefore the depth of the groove and oring wire diameter needs to be sized before cutting the groove, but after choosing the head gasket thickness.
I need to clay the rotating assembly first before choosing HG thickness, so this will be my next stage in the build before bringing the block to the speed shop for o-ring service. Chances are I will run the thinnest HG SCE offers for the D16 engines, 0.021", to maintain some level of compression ratio.
It's interesting that Jvtec8k decided to oring groove the head instead of the cylinders, especially with his nice GE sleeve job, perfect spot for oring grooves! The head is more likely to warp in comparison to the block when removing the stud clamping force to take things apart, which means the head is the most likely to get shaved back flat for service, meaning the oring groove would need to be re-machined each time to maintain depth. I guess I'm curious why he chose the head for o-ringing? Maybe it was just easier since the block was already in the car when his HG popped, and sending out the head was the least pain in groove!
In any case, holy shit less than a month and I should be back on the road! So excited!
The only things left are o-ringing and head gasket selection.
According to SCE's website, the depth of the o-ring groove that determines protrusion of the stainless o-ring is determined by the chosen head gasket thickness.
Thinner copper head gaskets require less protrusion of the oring above the deck surface, therefore the depth of the groove and oring wire diameter needs to be sized before cutting the groove, but after choosing the head gasket thickness.
I need to clay the rotating assembly first before choosing HG thickness, so this will be my next stage in the build before bringing the block to the speed shop for o-ring service. Chances are I will run the thinnest HG SCE offers for the D16 engines, 0.021", to maintain some level of compression ratio.
It's interesting that Jvtec8k decided to oring groove the head instead of the cylinders, especially with his nice GE sleeve job, perfect spot for oring grooves! The head is more likely to warp in comparison to the block when removing the stud clamping force to take things apart, which means the head is the most likely to get shaved back flat for service, meaning the oring groove would need to be re-machined each time to maintain depth. I guess I'm curious why he chose the head for o-ringing? Maybe it was just easier since the block was already in the car when his HG popped, and sending out the head was the least pain in groove!
In any case, holy shit less than a month and I should be back on the road! So excited!