Training Manual

GASKETS
ENGINE SEALING SPECIALIST
INDEX:
CHAPTER 1 - GASKET DEFINITION, FUNCTION AND PURPOSE
1. Basic Operating Conditions

I
II
III
IV
V
VI

Bolt Load
Flange Loading and Bending
Temperature
Thermal Distortion and Vibrations
Internal Pressure
Sealed Medium (Fluid and Gases)

2. Sealed Mediums

I
II

Combustion Forces
Fluids

3. Surface Characterisitics and Clamping Loads

I
II
III

Surface Finish
Minimum Seating Stress
Critical Sealing Stress

4. Gasket Materials Requirements and Properties

I
II
III
IV
V
VI
VII
VIII
VIIII

Compressibility and Recovery

Tensile Strength
Temperature Resistance and Effects
Dimensional Stability
Crush Resistance
Creep Relaxation
Impermeability and Sealability
Thermal Conductivity
Handling Characteristics and Shelf Life

(1)

5. Purpose and Function of Gasket Types

I
II
III
IV
V
VI
VII
VIIII
IX

Cylinder Head Gaskets

Cylinder Head Gasket Designs
Intake Manifold Gaskets
Exhaust Manifold Gaskets
Rocker Cover Gaskets
Oil Pan Gaskets
Miscellaneous Fibrous Gaskets
Valve Stem Seals
Rear Main Bearing Seals

6. Coatings, Embossments, and Sealing Beads

I
Il
III
IV

Coatings
Embossments
Sealing Beads
Chemical Sealants

CHAPTER 2 - ROL: DESIGN & MATERIALS TECHNOLOGY

I
II
III
IV
V
VI
VII

Cylinder Head Gaskets

Premium Valve Cover and Oil Pan Gaskets
Seals - Oil Seal & Valve Stem
Intake Manifold Gaskets
Intake Manifold Valley Pan Gaskets
Exhaust Manifold Gaskets
Miscellaneous Gaskets

CHAPTER 3 - SET CONTENTS

I
II
III
IV
V
VI
VII
VIIII
IX

HG - Head Gaskets
HS - Head Sets
FS - Full Set
LS - Lower Set
VS - Valve Cover
MS - Manifold Sets/Plenum Gaskets
OS - Oil Pan Set
TS - Timing Cover Set
Miscellaneous Gaskets (GB - DS - CM - EG - GR - FP)

(2)

CHAPTER 4 - SEALING THE VALVE COVER

I. Valve Cover Gaskets

I
II
III
IV

Cork Composition
Cork Elastomer
ROL HI-PER BLUE
Molded Rubber

2. Choices When You Need Them

3. Installation Tips

CHAPTER 5 - PREVENTING HEAD GASKET FAILURE CAUSED BY

DETONATION
1. Whats Detonation
2. Cylinder Heat and Pressure
3. What Causes Detonation

I
II
III
IV
V
VI
VII
VIII
IX

Excessive Compression Ratio

Over Advanced Engine Timing
Glow Spots
Low Octane Fuel
Lean Air/Fuel Mixture
Incorrect Spark Plugs
Inefficient Cooling System/Engine Overheating
Malfunctioning EGR
Engine Lugging

4. Eliminating Detonation
5. The Role of the Head Gasket
6. ROL High Temperature Head Gaskets

CHAPTER 6 - CYLINDER HEAD GASKET INSTALLATION

(3)

CHAPTER 1
GASKET DEFINITION, FUNCTION AND PURPOSE
A gasket is a material or combination of materials that is secured between two separate members
of a mechanical joint. Its function is to effect a seal
between the members (also called flanges) and
maintain the seal for a prolonged period of time.
The gasket must be capable of sealing the mating surfaces, resistant to the medium being sealed,
and have the ability to withstand the application

temperature and pressure. The basic factor in the

creation of the seal is sufficient stress on the gasket
to insure its conformation to the flange surface. This
blocks the passage of the medium between the
gasket and the flange. In addition, this stress must
be high enough to close any voids in the basic
material if it is to block passage of the seal medium.

Gaskets are used at almost every joint of an engine. The following exploded engine views illustrate
typical gasket types and locations.

(4)

TYPICAL V6 ENGINE GASKET AND SEAL LOCATIONS

1. Air cleaner mounting gasket
2. Carburetor mounting gasket
3. EGR valve gasket
4. Water outlet/Thermostat housing gasket
5. Intake manifold gasket
6. Timing cover gasket
7. Camshaft front seal
8. Timing cover seal
9. Repair sleeve
10. Water pump mounting gasket
11. Oil pump mounting gasket
12. Valve cover gasket
13. Valve stem seals
14. Cylinder head gasket
15. Exhaust manifold gaskets
16. Exhaust flange gasket
17. Distributor mounting gasket
18. Fuel pump mounting gasket
19. Rear main seals
20. Oil pan gaskets
21 Oil drain plug gasket

1
3
4

2
12
14

17

5
5
13
6

16
15
18

7
9

11

19

19

20
8
21

20
10

TYPICAL L4 ENGINE GASKET AND SEAL LOCATIONS

1. Air cleaner mounting gasket
2. Carburetor mounting gasket
3. EGR valve gasket
4. Water outlet/Thermostat housing gasket
5. Intake manifold gasket
6. Timing cover gasket
7. Camshaft front seal
8. Timing cover seal
9. Repair sleeve
10. Water pump mounting gasket
11. Oil pump mounting gasket
12. Valve cover gasket
13. Valve stem seals
14. Cylinder head gasket
15. Exhaust manifold gaskets
16. Exhaust flange gasket
17. Distributor mounting gasket
18. Fuel pump mounting gasket
19. Rear main seals
20. Oil pan gaskets
21. Oil drain plug gasket
22. Auxiliary shaft seal

4
1
12
15
13

3
2

14
16

10
17
22

18

19

6
19
19
20
20
11

(5)

21

TYPICAL L6 ENGINE GASKET AND SEAL LOCATIONS

1. Air cleaner mounting gasket
2. EGR valve gasket
3. Carburetor mounting gasket
4. Valve cover gasket
5. Exhaust flange gasket
6. Intake/Exhaust manifold gaskets
7. Water outlet/Thermostat housing gasket
8. Valve stem seals
9. Push rod cover gasket
10. Cylinder head gasket
11. Distributor mounting gasket
12. Oil pump mounting gasket
13. Rear main seals
14. Water pump mounting gasket
15. Timing cover gasket
16. Timing cover seal
17. Repair sleeve
18. Oil pan gaskets
19. Oil drain plug gasket

1
2

4
3

8
6
7

9
10
11
12

14

13

15

16

13

17

18

18

19

TYPICAL V8 ENGINE GASKET AND SEAL LOCATIONS

1. Air cleaner mounting gasket
2. Carburetor mounting gasket
3. Water outlet/Thermostat housing gasket
4. Water bypass gasket
5. Intake manifold gasket
6. Push rod cover gasket
7. EGR valve gasket
8. Valve cover gasket
9. Valve stem seals repair sleeve
10. Exhaust flange gasket
11. Exhaust manifold gaskets
12. Cylinder head gasket
13. Distributor mounting gasket
14. Timing cover gasket
15. Water pump mounting gasket
16. Rear main seals
17. Fuel pump mounting gasket
18. Repair sleeve
19. Oil pump mounting gasket
20. Oil pan gaskets
21 Oil drain plug gasket
22. Timing cover seal

2
4

5
6
8

10

11

13

12
14

15

16

17

16
18

22
19

20

20
21

(6)

Basic Operating Conditions

Bolt Load

Cylinder head bolts have to absorb a portion of

the combustion force developed by pressure loading and maintain sufficient clamping force to
exceed the minimum stress on the gasket for a
good seal. The dynamic stress felt by the head
bolts must be within the endurance fatigue strength
of the bolt or else fatigue failures may occur.
When a bolt is tightened, 80 to 90% of the tightening torque overcomes the friction in the thread
and under the head. Only 10 to 20% is actual bolt
tension. Even if bolt torque is measured very accurately, variations in friction or error in the estimate
of friction can cause large differences between calculated bolt load and actual bolt load.
The variables in friction are caused by type and
amount of lubricant, thread cleanliness and surface
condition, fastener grade and hardness, and nonparallel flange surface under the bolt head.
Additionally, some of these variables change when
the components are reused.

flange loading occurs, the flange will bend or bow

between the bolts.

Flange Loading and Bending

For a gasket to seal it must have the proper

amount of load applied to the flange. In most
flange assemblies, the distribution of force around
the gasket is not the same at all points. In order to
equalize the distribution of load on the gasket, a
greater number of properly spaced bolts should be
used. In todays light weight engines, it is not
always possible to have rigid flanges and when

ROL HI-PER BLUE and premium cork/rubber valve cover gaskets

seal well under light load and are available in optional thickness of
up to 5/16 to accommodate valve cover bowing and distortion.

Temperature

Operating temperature of an engine is a critical

factor to consider in the operation of a gasket, particularly the head gasket. The head gasket must
seal hot combustion pressure and fluids. The cylinder wall and combustion chamber temperature
changes rapidly, and the engine hardware, that
are made of different materials, expand and contract. This causes the loading on the bolts and consequently the gasket, to vary. The gasket must be
sufficiently resilient to accommodate fluctuation in
temperature as low as 240 degrees F for coolant

The gasket must be able to hold a seal between the bolts even
though the flange is bowed. The thicker and softer a gasket is, the
more bending and distortion it can tolerate.

(7)

and as high as 2200 degrees F in the combustion

chamber. The materials used in ROLs High
Temperature head gaskets offer the highest level of
heat resistance in the industry.

Internal Pressure

Internal pressure can create enough load on the

bolts and flanges to cause a blowout. If the pressure is great enough the bolts and flanges will
exhibit distortion such as elongation. This elongation could be in addition to that caused by the initial tightening process. The flange might deflect or
bow because of internal pressure in addition to the
distortion caused by the initial bolt loads.
Combustion pressures in the cylinder can cause the
head to move. If the cylinder head is not held tight,
hot combustion gases will leak by the gasket and burn it.

Thermal Distortion and Vibrations

Distortion and uneveness occurs because of the

high temperature of many engines, the weakness in
castings and covers, uneven bolting patterns and
bolt tightening sequence. Heating and cooling
cycles will cause thermal expansion in flanges, particularly cylinder head and exhaust manifolds. For
engines that are subjected to high vibrations ROL
offers gaskets that are steel reinforced or have low
friction facings or coatings to prevent extreme wear
on gasket surfaces.

Sealed Medium (Fluid and Gases)

The science of sealing becomes extremely complicated when a variety of medium are to be sealed
at the same time. For example, a cylinder head
gasket must seal high pressure combustion gases,
crankcase oil and engine coolant. The gasket
design and materials must be impervious to the
gases, fluids, and temperature. The gasket must seal
very high unit loading around the combustion openings and lower loading around oil and water passages.

A good example is the ROL Tork-Cork steel reinforced valve cover

gasket pictured above for the Ford 2.3L HSC engine.

Right: On this ROL gasket for big block Chevrolet engines, the
combustion chamber rings are made out of stainless steel for maximum heat resistance while the soft silicone beading around
coolant and oil passages require less torque load to seal.

(8)

Sealed Mediums
Combustion Forces

Combustion forces and compression must be

contained in the cylinder during the power and
compression strokes of the engine. Any leaks
between the cylinder head and block will cause
poor engine performance. The combustion gas
pressure acts on a large area of the cylinder head
face. Movement of the face can occur if the casting design of the head does not give sufficient support to the combustion face area.

Wicking and wetting must be controlled to a reasonable degree. A poorly constructed gasket may
leak in one of two ways; the fluid may seep its way
along the flange and gasket interface, or it may
permeate through the gasket material. There is a
minimum initial compression stress that is necessary
to insure that the gasket conforms to the face of the
flange, and to close the structure of the gasket
material to the sealed fluid at the required pressure.
Major factors effecting minimum sealing stress are:

Fluids

gasket material
internal fluid pressure
viscosity of the fluid
width and thickness of the gasket
surface finish of material and flange faces
flange design and outline

Fluids such as oil and antifreeze must be sealed

and metered in an engine. In many head gasket
applications the size of the oil and coolant holes
differ greatly from the size of the corresponding
passage in the head or block. This size difference
exists in order to meter, or control, the speed and
volume of the medium being sealed.

Consideration must also be given to the type of

fuel, oil, or coolant that the gaskets will seal, and
whether the gasket edge will be permanently
immersed in such liquids or only occasionally
splashed by them. Some materials that have ideal
torque retention properties will deteriorate rapidly
if exposed to certain fluids.

Surface Characteristics and

Clamping Loads
Surface Finish

Surface finish of a gasket joint is an important

consideration. Normally the smoother the flange
surface is, the better the seal. Flange surface finishes range from a rough casting to smooth finishes
produced by machine lapping. Each type of surface influences the degree of sealability. Smoother
surface finishes require a minimum stress to the gasket material in order to obtain the seal. Rougher
finishes with the same gasket material produce less
sealability. A seal is effected by compressing and

On this small block Ford gasket ROL reduces the size of the water
passage to slow the coolant flow helping to keep the engine
operating cooler.
(9

flowing the gasket material along the surface contour.

Gasket Materials Requirements and Properties

Compressibility and Recovery

CYLINDER HEAD FLATNESS AND

SURFACE FINISH RECOMMENDATIONS
OUT OF FLAT

LENGTH

WIDTH

.003

.002

V-8 ENGINES

.004

.002

6 CYL. ENGINES

.006

.002

The gasket material is compressed under constant load. The loss in thickness under load is
called compressibility, expressed as a percentage
of original thickness. The percentage of lost thickness that is gained upon removal of a load is
referred to as percent recovery. These values are a
measure of the conformability of the material and
its ability to push back and maintain a seal.
Recovery is the ability of the gasket to overcome
either load loss in the bolt or dynamic deflection
caused by heat distortion.

RECOMMENDED
MAXIMUM
V-6 ENGINES

SURFACE FINISH

RECOMMENDED MAXIMUM 125 MICRO-INCHES

RECOMMENDED MINIMUM 60 MICRO-INCHES
PREFERRED RANGE90 TO 110 MICRO-INCHES

Tensile Strength

Minimum Seating Stress

This characteristic relates to the pressure within the

assembly that the gasket can seal. Blowout resistance
is primarily a function of tensile strength. Wall width
and sealing stress (or unit load) are considerations.

The compression stress required to adequately

conform the gasket to the flange face and secure
an initially perfect seal is known as the minimum
seating stress. The stress, measured in PSI over a
wide area, is different with various materials.
Factors effecting minimum seating stress include:
load required to reach critical sealing
stress of the material
internal pressure to be sealed
creep relaxation of the gaskets
load change due to thermal expansion
and contraction
number and spacing of bolts
flange flexibility
crush strength of the gasket material
Critical Sealing Stress

The critical sealing stress is a function of the gasket material. It is the minimum load required to close
the pores (or air cavities) of the gasket material to
contain the fluid or gases within an acceptable
level.

Many gaskets, like this ROL oil pan gasket for the Chrysler 3.8L
engine, are steel reinforced to avoid blowouts due to internal pressure or vacuum of the medium being sealed

(10)

is usually better along the fibers than across them.

Temperature Resistance and Effects

In maintaining an effective seal, temperatures

can never be considered a completely independent factor. The interaction of temperature with
torque loss goes together. As temperature rises
from the initial ambient conditions under which the
joint was tightened, the seal usually improves by a
perceptible degree. This is caused by a softening
effect to the gasket. The gasket flows into flange
surface imperfections, thereby improving the initial
conformation between the gasket and flange.
Conformation can also be enhanced by the
difference in thermal expansion between nonmetallic gaskets and flanges. With this high coefficient of expansion, gaskets expand against the
restraints of the flange, therefore, increasing flange
pressure. Too high heat can deteriorate a chosen
material. Prolonged exposure to temperature can
cause many nonmetallic materials to harden.

Crush Resistance

When a gasket is placed in a joint and compressed, the gasket may extrude, creep, and relax.
If the fasteners are tightened further, either the fasteners, the flange or gasket will ultimately fail. If
any gasket is subjected to extremely high loading it
will crush. The crush resistance of a gasket material is its ability to resist compression and is determined by the formulation of the material. The
binder material, usually a rubber or other polymer
blend will affect crush resistance.

Over-tightening destroyed this gasket.

This gasket was exposed to prolonged heat as a result of low

coolant fill and engine overheating resulting in deterioration of the
facing material.

Dimensional Stability

This characteristic is very important because

gaskets can change in shape or dimension from a
dry to a moist state. Any change after cutting and
assembly will cause a gasket to not fit the flanges
properly and alignment will not be correct.
Dimensional stability can be measured in a given
direction usually quoted in a percentage of change.
The dimensional stability of materials that have a grain

On very soft gaskets like this silicone oil pan gasket for late model
Chevrolet small blocks ROL installs torque limiters to prevent overtightening.

(11)

Creep Relaxation

When a gasket is clamped between two flanges

to make a seal, the gasket acts like a compressed
spring and presses against the flanges and bolts.
The bolts and flanges in turn, act like springs and
press against the gasket. It is this balance between
forces supplied by bolts, flanges, and gaskets that
keeps the bolt tight and the joint sealed. This balance must be substantially pressured to maintain
the sealed joint. In reality, this balance changes
somewhat do in part to creep relaxation of the gasket material. Creep is cold flow creeping or thinning down of material spring stiffness resiliency.
Creep relaxation occurs due to fatigue, heat, pressure, or mechanical vibrations. The magnitude of
the effect depends on the exact gasket formulation
and how the material responds to elevated operating temperature.

CREEP
RELAXATION
LOSS
(EXAGGERATED)

Gaskets such as this ROL valve cover gasket for small block Fords
are made of silicone and are impermeable by engine oil.

Impermeability and Sealability

Thermal Conductivity

This property relates to leakage through the

gasket. Materials such as metal and rubbers are
impermeable. Other gasket materials are made
from fibers, polymers, and a variety of other ingredients that when combined result in a composition
with pores. Fluids will migrate and pass through
these materials. ROL engineers specify high quality materials according to engine needs.

In some smaller compact engines there is need

for gaskets to have little thermal conductivity or to
be an insulator. Some gaskets must thermally insulate the carburetor or fuel tank from a heat source.
The gasket needs to be of a material that will not
transfer the heat to an adjacent flange. Most
resilient gasket materials are good insulators relative to the metal parts of an assembly.
In other instances, particularly cylinder head
gaskets, a higher level of thermal conductivity is
beneficial. Materials such as expanded graphite
(12)

ROL premium valve cover gaskets are a specially blended combination of cork and rubber. ROL
premium valve cover and oil pan gaskets will not
shrink.

are known as anisotropic materials, which means

they transfer heat laterally. In the case of a head
gasket this results in quicker and more effective
transfer of combustion chamber temperature to the
coolant, resulting in reduced hot spots and lower
operating temperatures. All ROL High Temperature
head gaskets are made with expanded graphite
facings.

Purpose and Function

of Gasket Types
Cylinder Head Gaskets

The most critical sealing application in an

engine is the cylinder head gasket. It must simultaneously seal:
high combustion temperatures and pressures
water and antifreeze with their high wicking
and wetting characteristics
lubricating oil with its associated detergents
and variable viscosities
A head gasket must perform in temperature
ranges of well below zero at start up, to over 400
degrees Fahrenheit during operation. In addition,
the head gasket must seal peak combustion temperatures that exceed 2000 degrees F and withstand peak pressures of 1000 psi in spark ignition
engines and 2300 psi in turbocharged diesel
engines.
Head gaskets must resist the forces that scuff
gasket sufaces and compromise sealing. Engine
vibration and head shifting and flexing all result
from combustion pressures.

This ROL carb mounting gasket is made of compressed cellulous

fiber material to reduce heat transfer from the engine to the fuel
delivery system.

Another factor affecting sealing is the different

expansion rates of bi-metal (aluminum head and
cast iron block) engines. Aluminum expands at
about twice the rate of cast iron. The uneven
expansion rates create a shearing action that the
head gasket must accommodate. Head gaskets
must also resist crushing from cylinder clamping
forces that may be unevenly distributed across the
head.

Handling Characteristics and Shelf Life

All gaskets must be made so that the material

does not change significantly while the gasket is
being handled and stored. It has to withstand handling as would be encountered during installation.
It is important, during a prescribed amount of time,
that the gasket material maintain its original prescribed characteristics. Many cheaper no-name
valve cover gaskets will shrink sitting on the shelf.

(13)

In todays engines sufficient bolt loading is a

problem because of lighter weight castings and
smaller cylinder blocks. Bolt spacing is inadequate
due to the use of more Siamese cylinder configurations.

Each engine design has its own factors to be

considered when designing a cylinder head gasket. These include:
bolts, number and distribution length, use of
washers, specification and quality
clamping load (applied load and load
distribution)
temperature (range, influence of engine
design, operating conditions)
engine distortion and movement, combustion
pressures, head movement, variation in bolt
loading and vibration
These differences in engine design are why
some ROL head gaskets may have a red silicone
Pozi Seal beading while others will not.

In-line engines present difficult head gasket sealing because of unbalanced bolt loading. Gasket
designers use many different methods to combat
this problem. Many designs use embossments,
coatings, and chemical beading for extra loading.
Each of these methods is an attempt to obtain more
bolt load in the pushrod area.

Cylinder Head Gasket

Designs
New engine designs and modern materials technology have resulted in considerable changes in
head gasket design. Many new gasket designs
can be applied to older engines, so the head gasket you install can look different from the gasket
being replaced. Additionally, there is no one best
design since no type or design is best for all applications. Gasket manufacturers engineer the correct
head gasket design for each individual engine.
No-retorque head gaskets

No-retorque head gaskets are now common

and desirable. However, many import applications
and older domestic engines require the cylinder
head to be retorqued. Retorque-type head gaskets
take a set after initial engine operation and relax
to a point where retorquing is needed to restore
proper clamping force. ROLs no-retorque head
gaskets are made of modern materials and design
technologies that have eliminated the set and
therefore the relaxation and loss of clamping force.

On this ROL head gasket for Chrysler 225 in-line six cylinder
engines, ROL adds a bead of silicone around the pushrod area for
additional loading in this area of weak clampload.
(14)

The most popular of the early head gasket

designs was the embossed steel shim gasket. This
design required supplementary sealers for oil and
coolant sealing, but retained torque well. The
problem with this design is that eventually the
coolant will corrode the steel, leading to gasket failure. Additionally, this type of gasket cannot accommodate the extreme motion inherent to modern
light weight castings and bi-metal engine designs.
With the exception of some performance applications, it is generally accepted that embossed steel
shim gaskets are not recommended for replacement use.

excellent torque retention and generally higher levels of conformability and temperature resistance.
Anti-Friction Coating
Steel Fire Ring
Facing
Perforated Steel Core
Facing
Perforated Core Composition Gasket

Solid core composition type gaskets start with a

solid steel core to which either Kevlar or rubber
fiber based facings are glued. This type of gasket
can also include silicone coating and beadings.
Solid core composition gaskets have a high level of
torque retention but generally lower levels of heat
resistance. This is due to the low temperature
range of facing material binder and laminate
(glue) used to bond the facings to the core, and the
fact that high temperature facings such as expanded graphite are not used because these materials
cannot be glued to a solid core. The facing layers
on solid core gaskets are generally quite thin and
extremely dense which contributes to lower levels
of conformability. While some gasket manufacturers continue to use solid core gasket designs, ROL
discontinued their use many years ago due to poor
performance.

Embossing

Steel Shim Embossed Gasket

Modern head gaskets designs fall into three

basic groups:
perforated core composition gaskets
solid core composition gaskets
multi-layered steel (MLS)
ROL perforated core composition gaskets start
with a perforated steel core to which facing layers
of either a Kevlar based fiber or high temperature
graphite material are mechanically clinched.
Combustion armor (firerings) are usually
stamped from cold roll or stainless steel. This
design may also include a silicone coating for
cold sealing during engine start up and warm up,
and an additional silicone bead around oil and
coolant passages for enhanced fluid sealing. ROL
brand perforated core composition gaskets offer

Steel Fire Ring

Dense Composite
Facing Material
Glue
Solid Steel Core

Solid Core Composition Gasket

(15)

Multi-layered steel (MLS) gaskets began in

Japan and are now gaining popularity in domestic
OEM use as well. MLS gaskets have been shown
to reduce bore distortion in the late model, light
weight, siamese bore type (shorter) engines. The
multi-layered steel design features three to seven
metal layers individually embossed but of different
thickness and with multiple coatings. If a multi-layered steel gasket is to be used, surface finish, waviness, and flatness must be greatly enhance. These
requirements have been met in engines at the OEM
level for mass production, however, improved surface finishes will be required for other engines not
designed for use with the MLS gasket.
Intake Manifold Gaskets

The intake manifold gasket insures that no air

leaks occur between the intake and the cylinder
head. If there were a leak, the delicate balance of
the fuel and air mixture would be upset. This gasket must perform under high temperatures. If it
leaks, it will cause a hot running engine, poor idle,
increased NOX pollution, and reduced engine
parts life due to detonation. Most intake manifold
gaskets are designed with a steel core. It provides
rigidity and prevents wall collapse due to vacuum
in intake ports and coolant pressure at water crossover ports. Rubber and other fibrous materials are
bonded (glued or mechanically clinched) to the
steel core to provide a surface seal in contact with
the casting flange faces.
Many V-type engine designs use a manifold gasket with an integral splash plate which stops oil
splash on the base of the intake manifold. This
design prevents oil sludge from caking on the hot
section of the manifold which is porting the exhaust
cross-over.

In many cases, there will be embossing around intake ports to

achieve a higher sealing pressure.

Exhaust Manifold Gaskets

Exhaust manifold gaskets help control the

exhaust gases leaving the engine through the
exhaust manifold. They are subject to extremely
high temperatures. Many OEM engines do not
have exhaust gaskets, because the surfaces to be
sealed are very good and produce no leaks.
However, an engine that has been in service for
some time is subjected to thermal warpage and distortion and will require a gasket. The most common
type of exhaust gasket is a perforated steel and
fiber gasket with a steel side to the manifold to prevent slippage during expansion. ROL steel core
graphite exhaust gaskets are becoming popular
due to their superior heat resistance, natural lubricity (slipperiness), and torque retention characteristics.

(16)

These gaskets failed to remain in place. The installer used a silicone

sealant during installation which caused the gasket to slip out of position.

Oil Pan Gaskets

Oil pan gaskets seal the main oil pan which is

either stamped steel or cast metal. The formed
metal pan is the most widely used but has an inherent problem. The thin metal of the pan flange is easily drawn and distorted around the bolt holes by
over torquing. These flanges must be flat not only
around the bolt holes, but also along the length of
the pan. Metal distortion in this area creates the
need for gasket materials to be thicker and softer.
Plain cork and vegetable fiber materials have a tendency for oil wicking through the body if the gasket
is not fully and uniformly compressed. Cork elastomer (cork/rubber blend) materials have reduced
wicking substantially and the addition of load levelers (steel grommet inserts) at the bolt holes
reduces the potential for over tightening. Many
late model applications now use molded rubber oil
pan gaskets for improved sealing capability.

This ROL small block Ford High Temperature exhaust header gasket is popular with street performance and race enthusiasts.

Rocker Cover Gaskets

Almost all production rocker covers are a formed

metal design. Flat surfaces with controlled torque
are extremely important. Rocker covers have less fasteners per inch than any other formed cover. The
cylinder head is not always flat and smooth. The land
area for sealing is narrow and slippage can occur.
There are many materials used for rocker cover
gaskets. Each has many advantages and disadvantages. The gasket material must have considerable compressibility, excellent spring retention,
exhibit low creep, and be able to withstand prolonged exposure to heat. Rubber, cork/rubber,
and cork gaskets are widely used. Rubber requires
different installation procedures and cannot be
used in conjunction with chemical sealants or adhesives.

Miscellaneous Fibrous Gaskets

Water pump, timing cover, fuel pump, and other

metal assembly gaskets require that power be
transmitted through the flange joint either by rotating shaft or lever. Fiber is generally used in these
gaskets because of the high density construction.
The flange joint is subjected to the working load.
These gaskets keep torque loss to a minimum and
(17)

reduce the possibility of bolts vibrating loose and

causing a leak.

economical material for valve stem seals however

Viton is widely considered the best materials available due to its superior heat range.

Valve Stem Seals

The valve stem seal is a critical element in the

efficient operation of an engine. It controls lubrication of the valve stem as it slides in the valve
guide. Too much oil entering the valve guide results
in excessive oil consumption. Too little oil causes
premature wear on the valve stem and guide.

HEAT RESISTANCE
500F
400F

100F

VITON

250

POLYACRYLIC

200F

375

NITRILE

300F

There are dozens of valve stem seal designs, but

they all fall into two categories: deflector shield
(umbrella) and positive guide seals. Deflector seals
actually move up and down with the valve stem acting as an umbrella. Positive seals remain fixed on
the valve guide boss, acting as a squeegee on the
valve stem.

Rear Main Bearing Seals

Rear main bearing seals keep oil from leaking at

the crankshaft around the rear main bearing. There
are three basic types of seal construction: wick (or
rope ) type packing, split (or two piece), and full
radial. Wick, or rope type packings, are common
on many older engines, while split and radial seals,
which have a molded synthetic rubber lip, are used
on most newer engines.

VALVE STEM SEAL DESIGN

DEFECTOR SEAL

450

POSITIVE GUIDE SEAL

Four types of synthetic rubber are commonly

used for rear main bearing seals; nitrile, polyacrylate, silicone, and Viton. Nitrile is used on many
older applications where heat resistance is not a
factor. Polyacrylate is commonly used because it is
tough and abrasion resistant, with moderate temperature resistance to 375 degrees F. Silicone has
a greater temperature range, up to 480 degrees F,
but has less resistance to to abrasion and is more
fragile than polyacylate. Viton is good for temperatures up to 450 degrees F and has the abrasion
resistance of polyacylate with a temperature range
approaching that of silicone. Rear main bearing
seals made of the correct material for the application will always be found in seal sets sold by ROL.

Deflector seals grasp the valve stem, moving up and down with the
valve, shielding the valve guide like an umbrella. The positive
guide seals remain in a fixed position on the valve guide boss, acting as a squeegee on the valve stem to control lubrication.

Valve stem seals today are required to work at

very high operating temperatures. Temperature is
one of the most critical operating conditions for a
valve stem seal. Excessive temperatures will cause
the seal to harden and become brittle and affect its
elasticity and ability to seal and lubricate.
Today valve stem seals are made from three
high temperature elastomer materials. These are
Viton, polyacrylic, and nitrile. Nitrile is the most
(18)

Coatings, Embossments,
and Sealing Beads Coatings

Sealing Beads

The use of elastomeric sealing bead has

increased dramatically. The most popular elastomers in use are either nitrile or silicone. This bead
is normally applied by a screen printing process
and can be strategically placed to improve the
sealing stress at a localized area, such as coolant
and oil passages. Bead thickness and width can be
varied depending on clamping pressure and
flange conditions.

When using mechanical gaskets, one method to

improve the gasket to joint design is the use of coatings. These coatings give advantages in sealability,
release, flange adhesion, and abrasion resistance.
With the use of lighter weight engine designs and
dissimilar flange materials, there is greater motion.
This motion results in more difficult sealing and possible abrasion of the gasket. Recently, coatings
have been developed that aid in this regard. These
coatings contain Teflon, silicone, or graphite and
are used to improve the micro sealing of gaskets by
flowing into and filling the voids associated with the
surface finish of flanges. These coatings permit
flange-to-gasket sliding motion, thus minimizing
abrasion of either the gasket or the flange. The
coatings are also compounded to provide
improved anti-stick characteristics for clean removal
from the flanges after use. When using coated gaskets it is imperative that no additional sealers or
chemicals be applied as these may react adversely with the chemical composition of the coating and
affect loading of the gasket.
Embossments

Embossing is generally limited to solid metal or

metal reinforced gaskets such as intake and
exhaust manifold gaskets. Embossing involves
metal stamping which produces a raised surface
height intended to shift loading to a localized area,
such as around the intake manifold ports.

This ROL head gasket for the 350 small block Chevrolet engine utilizes a high tech silicone Pozi Seal beading around all oil and
coolant passages.

Since the beads are cured elastomers and

behave like rubber, they dont compress but rather
extrude under load. Most gasket applications are
sealed with a bead printed on one side only.

Steel Core Embossment

(19)

Chemical Sealants

RTV and anaerobics are sealants available principally in putty-like mastics, tapes, ribbons, and
beads. They have generally not been suitable for
use in the same applications as die-cut or pre-cured
gaskets. They are materials that cure in place and
they are capable of forming a permanent sealing
member or gasket between flanges. They are
applied wet to the flanges. The components are
assembled and bolted together while the chemical
gasket is wet. Users must be concerned not only
with cured properties of the material, but with the
uncured properties and the chemistry of the curing
process.

Anaerobics are considered suitable for continuous

use up to 275 degrees Farhrenheit. Both RTV and
anaerobics are impermeable to water, coolants,
and most oils.

RTV (room temperature vulcanizing) silicones

cure by reacting with moisture in the air, therefore
they must be kept tightly sealed just prior to use.
RTV silicones require humidity to cure. The moisture
in the air reacts with the polymer resulting in a cure
to a solid rubber. Cure time corresponds to relative
humidity and thickness required. Curing time is
very long if the relative humidity is below 20%.

thermal and/or mechanical motion is too

high for the chemicals

The selection of a mechanical or chemical

gasket depends on a number of factors. Chemical
gaskets are not recommended for the following
applications:
the temperature is too high or too low for
the chemical
the chemicals and medium being sealing
are not compatible

the gasketed joint may have to be pressurized before the chemical can cure
the gasket must act as a shim metering or
blocking device
the visual appearance of the joint precludes
use of chemicals

Anaerobics cure by the exclusion of air and the

acceleration of catalytic effect of an active metal
surface. Cure speed depends on the gap width,
type of metal surface being sealed, cleanliness and
prior treatment of the metal surface. Anaerobics
will cure on lightly oiled surfaces but cure time will
be affected.

The most common use of chemical sealants is

when they are used in conjunction with mechanical
gasket assemblies; sealing the mating line between
gasket sections in intake manifold, oil pan, and rear
main seal applications. The use of RTV silicone as
intake manifold end seals has gained in popularity
in recent years in both OEM and replacement
applications.

RTV silicones have a high compressibility and

extensibility. Anaerobics have little compressibility
and extensibility. RTV silicones are weak materials
in comparison to anaerobics and die-cut gaskets,
and should not be considered for high pressure
applications. RTV silicones, while not having outstanding chemical resistance, are resistant enough
for use against most oils and coolants. Anearobics
have outstanding resistance to oils, coolants, and
many solvents. RTV silicones are considered suitable for use up to 375 degrees Fahrenheit.

(20)

CHAPTER 2
ROL: GASKET DESIGN AND MATERIALS TECHNOLOGY
accommodate valve clearance problems after machining or to lower
compression. ROL High Temperature
Head Gaskets are manufactured
to .051 compressed thickness.

ROL offers replacement gaskets that meet or

exceed OE specifications for all popular domestic
and import passenger car and light truck applications dating back more than forty years.
The following outlines the materials and design
technology incorporated into the manufacture of
ROL Gaskets.

Coatings - Silicone coatings are added to

many head gaskets to help in cold
sealing prior to engine start up and
during engine warm up cycles.

Cylinder Head Gaskets

Core - Most ROL cylinder head gaskets utilize a pierced steel core design
which allows for the use of a wider
range of (and higher temperature)
facing materials. On a limited number
of turbocharged diesel applications
ROL uses a solid steel core design.

Beadings - Silicone beadings are added to

provide additional loading at areas
of low clampforce around oil and
coolant passages.
Future - Increased use of graphite materials
and OE equivalent multi-layered steel
designs on late model applications
as required.

Combustion Armor - Cylinder head gasket

firerings are constructed of premium
grade cold roll steel. ROL High
Temperature Head Gaskets (designed
for detonation prone and high compression performance engines) have
firerings made from stainless steel.

Premium Valve Cover and Oil Pan Gaskets

ROL uses premium grade cork/rubber compounds in valve cover and oil pan applications.
ROL cork/rubber compounds have a uniform mix
of binder and cork granules resulting in a gasket
that insures a good seal but resists shrinkage common to cork gaskets. Most ROL cork/rubber gaskets are made with a nitrile binder offering a operating temperature range of -20 degrees F to 250
degrees F. High temperature applications requiring
additional heat resistance are made with a Viton binder which has a temperature range of 450 degrees F.

Facing Materials On cast iron applications, ROL uses

a Dupont Kevlar based fiber material. In order to accommodate the
extreme motion inherent to bi-metal
engines (cast iron block w/ aluminum
heads), ROL extensively uses graphite
facings. Most ROL replacement head
gaskets are manufactured to a compressed thickness of .038 - .041
and will accommodate a .030 -.060
overbore. In specific applications ROL
manufactures thicker (than OE) gaskets for replacement use in order to

ROL cork rubber/gaskets are cut to OE specifications for all applications. In performance applications, ROL offers a range of optional thickness
including 3/16 and 5/16.
ROL HI-PER BLUE valve cover and oil pan gaskets are made from a unique cork/rubber blend
(21)

Seals - Oil and Valve Stem

that swells 30% upon contact with engine oil at

operating temperature, resulting in a gasket that
increases sealing pressure as opposed to relaxing
over time. This unique blend uses a much higher
percentage of a blue nitrile rubber binder with
much smaller cork granules resulting in the elimination of wicking of oil past the cork granules, and
superior torque retention.

ROL oil seals and valve stem seals are made

from a variety of materials including nitrile, polyacralate, silicone, and Viton depending on the application heat demands and OE specifications. Many
oil seals found in ROL sets are in fact the OE seal.

Intake Manifold Gaskets

ROL intake manifold gaskets are designed with a
perforated steel core and asbestos free soft facings
(similar to the head gasket material). Additional
loading at intake ports and coolant passages is provided by stamped embossments in the gasket body.
This design provides superior strength and maximum confomability over non-cored materials and
rubber beadings.

Intake Manifold Valley Pan Gaskets

Stamped from high grade steel to OE specifications. In applications where motion is a problem,
ROL has improved on the OE design with the use of
no-friction teflon coatings and non-asbestos facings
laminated to the intake runner sealing area on both
the head and manifold side.

Exhaust Manifold Gaskets

Depending on the application, exhaust manifold
gaskets are made in a variety of designs
including:

ROL is the only supplier of this unique cork/nitrile blend. The

best valve cover and oil pan gaskets available today.

Solid stamped steel

Perforated steel on one side with soft
(non-asbestos) facing on the opposite side

ROL molded rubber valve cover and oil pan gaskets are made to OE specifications from either silicone or nitrile rubber as required for the temperature
range of the application. All locking tabs, beads, and
bolt hole grommets are included as per the OE
design specification.

Perforated steel core with graphite facings

(replacement and header gaskets)
Compressed cellulous fiber
(header gaskets)

(22)

No other engine gasket company makes a gasket stronger

or more heat resistant than ROL High Temperature header
gaskets.

Miscellaneous Gaskets
All paper gaskets are completely asbestos free
and made from compressed vegetable fiber or
treated paper meeting OE specifications.

(23)

CHAPTER 3
SET CONTENTS
FS - Full set. All gaskets and seals required for a
complete engine assembly. In some applications
ROL does not offer a FS full set. Full engine coverage is obtained by ordering a HS (head set) and a
LS (lower set) which together provide complete
engine coverage. The intake manifold gasket is not
included in the FS kit for applications using a valley
pan style intake manifold gasket. This gasket must
be purchased separately.

Whether you are rebuilding an entire engine or

servicing a specific area of the engine only, ROL
gasket kits contain all gaskets and seals required to
complete the assembly. Outlined below are the
typical contents and range of kits offered for a specific application.
HG - Cylinder head gasket only. Packed one per
package. In applications involving torque-to-yield
head bolts the bolts are offered separately under
an MM prefix and cataloged directly under the
head gasket listing.

LS - Lower set. All gaskets and seals required for

servicing the lower engine (block).
Typical contents include:

HS - Head set. All gaskets and seals required to

service the removal and replacement of the cylinder
head(s). (Sometimes referred to as a valve grind kit.)
Typical contents include:

Front cover (timing cover) gasket

Water pump gasket
Fuel pump gasket

Head gaskets

Oil pump gasket and seals (if required)

Valve cover gaskets

Timing cover oil seal

Intake manifold gaskets and end seals.

RTV silicone if required.

Rear main bearing seal

Oil pan drain plug

Intake plenum gasket

Oil pump mounting gasket

Exhaust manifold gaskets

Auxiliary shaft seal (if required)

Cam plugs (on OHC engines)

Oil pan gasket and seals.

Water outlet gaskets

VS - Valve cover gasket. All gaskets, seals, and

plugs required to service the valve or rocker cover.
On V-type engines, two valve cover gaskets are
included. On OHC (overhead cam) and DOHC
(dual overhead cam) engines, grommets and semicircular plugs are included in the VS set. The plugs
and grommets are also sold separately under MM
(grommets) and VP (semi-circular plugs) prefixes
and are cataloged with the valve cover listing.

Carburetor or fuel injection mounting

gasket
EGR gasket
Distributor mounting gasket
Valve stem seals
Exhaust flange gasket
Air cleaner mounting gasket

(24)

Spark plug tube seal sets (where required) are

listed with the valve cover application under a SP
prefix.

Harmonic balancer wear sleeves are available

for many engine applications and are cataloged
with the timing cover set with a TC prefix.

MS - Intake and exhaust manifold gaskets. Intake

and exhaust manifold kits are cataloged separately, but both have a MS prefix. Typical intake manifold kits include intake manifold runner gaskets and
end seals (where required), or RTV silicone for use
in lieu of rubber or cork end seals. Manifold
plenum gaskets are included in the intake set for
fuel injected applications. The manifold plenum
gasket is also sold separately and is cataloged with
the intake gasket application as an upper manifold
set.

RS - Rear main crankshaft bearing oil seal.

WO - Water outlet (thermostat) gasket.
WP - Water pump gasket.
SS - Valve stem seals. Packed 4 per box. Where
different seals are required for intake and exhaust
valves, a notation is made in the appropriate block
in the catalog.
Miscellaneous gaskets: Located after applications
section.
GB - Automatic transmission pan gaskets.

In-line engines often use a combined

intake/exhaust mounting gasket and is cataloged
as a single set, intake & exhaust.

DS - Axle, differential, and flange gaskets.

CM - Carburetor/fuel injector mounting gaskets.

Exhaust manifold gasket sets include all exhaust

manifold mounting gaskets for the entire engine
assembly.

EG - Exhaust gaskets.
GR - Exhaust recirculation gaskets.
FP - Fuel pump gaskets.

OS - Oil pan set. All gaskets and seals required for

oil pan replacement. Timing cover shims and oil
pan drain plugs are included as required.
TS - Timing cover set. All gaskets required for timing
cover replacement.
Typical contents include:
Camshaft front oil seal
Timing cover gasket
Fuel pump mounting gasket
Oil pump mounting gasket
Water pump mounting gasket (if required)
Oil pan shim gasket (if required)
Oil pan front seal (if required)

(25)

CHAPTER 4
ELIMINATING VALVE COVER LEAKAGE
Most production valve covers are of a formed
metal design. In that valve covers have less fasteners per inch than any other formed cover, flat surfaces with controlled torque are extremely important. The sealing surface of the cylinder head is not
always flat and smooth, and the land area for sealing is very narrow. Additionally, engine vibration can
contribute to a reduction in clamping force over time.

Valve Cover Gaskets

Cork Composition
Originally, valve cover gaskets were made from
cork composition sheets made by grinding cork
bark into fine granules bound together with either
protein or synthetic resin. Cork sheet gaskets
offered high compressibilty, good crush resistance,
negligible side flow, and a high degree of impermeability, under relatively low clamping loads.
Cork sheet gaskets however suffered serious deficiencies in relaxation characteristics which contributed to a shortened service life. Shelf life and
handling were a problem as well in that the material dried (and shrank) over time, and was extremely fragile.

Some late model engines now use valve covers

made of plastic. Over time, these valve covers develop serious problems with distortion and warpage,
making sealing even more difficult. In many
instances the ROL replacement gasket has to be better than the original (production) gasket because
the sealing demands have changed substantially.

Cork Elastomer (Cork/Rubber)

ROL bonds cork granules with various types of
synthetic rubber to provide a combination type
material that combines the desirable characteristics
of compressibility and impermeability of cork with
the advantages of synthetic rubber. Advantages of
ROL cork/rubber over cork composition materials
are improved handling and shelf life and higher
temperature range, together with good resistance
to fluids and less fatigue and relaxation. ROL cork
rubber compositions seal internal pressure above
50 PSI with a continuous service temperature
range of -20 degrees F to 250 degrees F.
There are many grades or blends of cork/rubber composition and there advantages to using a
ROL premium or high grade material. Ideally, the
cork-rubber blend should be uniform in regard to
the amount of binder compared to the amount and
granule size of cork.
Many late model valve covers are now designed with a special
groove in the valve cover to hold a molded rubber gasket.

(26)

Premium ROL Cork/Rubber

The design characteristics of most cork/rubber

gaskets limit their use to temperatures in the range
of 250 degrees. Additionally, cork/rubber gaskets, over time, suffer from fatigue and lose spring
retention, resulting in a relaxation of clamping load
and leakage between the gasket and sealing
surface. This and the capacity for wicking, or
migration, of oil through the material are the major
factors in some cork/rubber gasket failures.
Always specify ROL cork rubber gaskets to insure
the highest quality available.

Bargain Brand Cork/Rubber

ROL HI-PER BLUE

Several years ago the engineers at ROL Gaskets

developed a new and unique cork/rubber material known as HI-PER BLUE. This blend of material
addresses the deficiencies inherent in other
cork/rubber compounds by eliminating wicking,
reducing heat stress, and increasing sealing pressure.

Irregularities in the size and amount of the cork

granules within the cork/rubber blend can lead to
leak paths. ROL uses premium cork/rubber blends
and is one of only three manufacturers in North
America who build, cut, and manufacturer their
own cork/rubber gaskets from start to finish. Most
gasket suppliers buy their gaskets precut, and cannot control the consistency of the blend.
Additionally, bargain brands use re-ground
cork/rubber extensively, which has a much lower
temperature range and higher susceptibility to
wicking and fatigue failure, and an overall shorter
service life. When your competitor offers a valve
cover gasket at a very low price, check to see if it
is a national brand, like ROL, or if it is some noname gasket.

Specifically, ROL has greatly reduced the size of

the cork granules in the compound which in turn
eliminated the entrapped air and subsequent wicking problems. By the use of a higher temperature
blue nitrile binder ROL has increased the temperature range of cork/rubber gaskets to cover most
valve cover application heat ranges. The unique
characteristic of ROL
HI-PER BLUE is that
the material swells

High temperature can shorten the life of many

cork/rubber compounds used for valve cover gaskets. Because of their physical configuration, some
engines place valve cover gaskets unusually close
to sources of high heat. On certain Chrysler big
blocks, for example, exhaust manifolds are only a
fraction of an inch from the bottom edge of the
valve cover gasket. In high temperature applications such as this, ROL makes cork/rubber gaskets
with a Viton binder, which has a sustained heat
range of 450 degrees, giving a margin of safety
against heat related failure.

Cork Rubber

(27)

Hi-Per Blue

to predictable dimensions upon contact with

engine oil at operating temperature, which results in a
gasket that increases sealing pressure throughout
its life, as opposed to succumbing to heat related
fatigue and relaxation. ROL HI-PER BLUE valve
cover gaskets are backed by a limited (to the original purchaser) lifetime warranty.
Molded Rubber

In response to the sealing demands placed on

todays smaller - hotter running engines, many production valve cover gaskets are made of synthetic
rubber, usually either nitrile or silicone. The advantage of rubber is total impermeability (no fluid penetration into the gasket material) and a higher operating temperature range (250 degrees - nitrile/
375 degrees - silicone). As opposed to cork and
cork/rubber, ROL molded rubber gaskets do not
compressed, they extrude under load. Because of
its memory the gasket tries to return to its original
shape and size, pushing against the metal surfaces
resulting in a long term seal. Because they extrude
(as opposed to compressing), molded rubber gaskets will shift or move, which required the redesigning of valve covers. Generally, valve covers intended for use with molded rubber gaskets are
designed with a receiver groove or channel that
the gasket fits tightly into, locking the gasket in
place. In this case, the gasket will be slightly shorter or smaller than the valve cover and is stretched
slightly into place for a secure fit. The bolt holes in
molded rubber gaskets may include a steel grommet designed to prevent over-tightening and crushing or splitting of the gasket. It is not recommended that a cork/rubber gasket be used to replace a
molded rubber gasket. Cork/rubber gaskets will
not stretch into place resulting in poor positioning,
and they compress rather than deform, resulting in
poor conformability with the sealing surfaces.

ROL is a primary supplier of molded rubber parts to the entire

gasket industry and offers molded rubber valve cover and oil pan
gaskets which meet or exceed original equipment specifications for
all applications requiring molded rubber.

Choices When You Need Them

Street performance and race applications place

unique demands on engine sealing and often require
re-engineering of gaskets. ROL recognizes these
needs and offers a wide range of choices to the performance engine builder. For example, ROL offers a
wide range of valve cover gaskets for popular small
block and big block performance engines including:

Premium grade cork/rubber 3/16 thick

Premium grade cork/rubber 5/16 thick
HI-PER BLUE cork/rubber 3/16 thick
HI-PER BLUE cork/rubber 5/16 thick
Molded nitrile rubber (black) - medium
heat range applications
Molded silicone rubber (orange) - high
temperature applications

(28)

Installation Tips

The best way to avoid sealing problems with

valve cover gaskets is to do the job right the first
time. The following are some of the common concerns to address when installing valve cover gaskets.
1. Clean the mating surfaces of all foreign
material, however, do not use a degreaser
or chemical gasket remover on a plastic
valve cover.
2. Inspect the cover for cracks, flaws, and
distortion. Distorted bolts holes must be
straightened. Distorted cast aluminum and
plastics covers are difficult to straighten and
should be replaced.
3. Contact cement can be used to hold the
gasket in place during installation with cork
and cork/rubber gaskets only. Do not use
an adhesive with a molded rubber gasket.
4. Do not use any RTV sealers on any valve
cover gaskets. Sealers act as a lubricant
and affect the loading on the gasket and
may allow the gasket to slip or squeeze
out of the flange.
5. Use a properly calibrated torque wrench
and follow manufacturers torque specification. Torque down the cover starting from
the center and moving outward in an X pattern. Do not over torque as the gasket can
split or the valve cover can distort to the
point where leakage occurs.

(29)

CHAPTER 5
PREVENTING HEAD GASKET FAILURE
CAUSED BY DETONATION
Whats Detonation?

Detonation (also called spark knock) is best

described as abnormal combustion occurring after
spark ignition.
In the normal combustion process, as the piston
approaches TDC (top dead center) during the com-

pression stroke, the spark plug fires creating a three

phase process of formation, hatching, and propagation of a flame front resulting in a controlled burn
of the compressed air/fuel mixture through the
entire combustion chamber.

Normal Combustion Process

Detonation occurs when excessive heat and pressure in the combustion chamber cause the air/fuel
mixture to auto-ignite. This produces multiple flame
fronts within the combustion chamber instead of a
controlled single flame front. When these multiple
flame fronts collide, they do so with explosive force

that produces a sudden rise in cylinder pressure

and temperature accompanied by a metallic pinging or knocking noise. The violent shock waves created by detonation subject the head gasket, piston, rings, spark plug, connecting rod, and rod
bearings to severe overloading.

Detonation

(30)

Cylinder Heat and Pressure

In the normal combustion process with the piston

at BDC (bottom dead enter) internal cylinder temperature is around 140 degrees with approximately 14.7 psi pressure in the cylinder. At TDC the combustion chamber temperature has raised to 840
degrees with pressure now in the range of 1000 psi.
When detonation occurs the explosive force of the
colliding flame fronts spike cylinder temperatures
beyond 4500 degrees generating cylinder pressures that cannot be accurately measured.
Detonation occurring before TDC places tremendous stress on the assembly because the piston is
still on its upward stroke and not yet in a position
to utilize the energy being created. Detonation
occurring after TDC results in similar stress because
the piston is limited in motion by crankshaft travel.
What Causes Detonation?

This ROL head gasket for the 2.2 / 2.5L Chrysler is made thicker
than OE (stock) to compensate for cylinder head resurfacing.

All fuels have a point where they will self ignite

(auto-ignition). Additionally, increasing combustion
pressure (compression ratio) causes the combustion
chamber temperature to rise, so any factor that raises combustion chamber pressure or temperature to
a point of self ignition can contribute to detonation.

Over advanced engine timing

Too much spark advance can cause cylinder

pressure to rise too rapidly resulting in autoignition of the air/fuel mixture.
Glow spots

The major factors known to contribute to

detonation include:

The edges of dished pistons, sharp points or

burrs at the cylinder deck or within the combustion chamber, and edges of exhaust valves
(particularly if machined) can retain sufficient
heat to induce ignition of the air/fuel mixture.

Excessive compression ratio

A static compression ratio of 9:1 is usually
the recommended limit for naturally aspirated engines. Modifications to the original
size or configuration of the combustion
chamber which reduce the actual volume
of the chamber increases the static compression ratio. Excessive cylinder head
machining, the use of domed pistons, thinner head gaskets, and carbon deposits all
contribute to detonation by reducing the
volume of the combustion chamber.

Low octane fuel

The octane rating of a fuel is a means of measuring a fuels ability to withstand ignition. The
higher the octane rating, the more resistant the
fuel is to burning. The lower the octane rating,
the easier the fuel will ignite.
Lean air/fuel mixture

There is a point of balance between the

amount of fuel and the amount of air in the
(31)

combustion fuel mixture where optimum propagation of the combustion flame occurs. With a
lean air/fuel mixture the oxygen content is too
high and the mixtures ability to resist ignition is
severely decreased. Air leaks in vacuum lines,
incorrect carburetor or fuel injection settings,
leaking manifold runners, and forced induction
systems all admit extra air into the engine and
lean out the air/fuel mixture.

Engine lugging

Engine lugging is placing your engine under

severe load. When pressing down on the
accelerator produces no increase in engine
speed the effect is that of forcing more oxygen
into the fuel mixture resulting in a lean
condition.
Eliminating Detonation

Eliminating detonation requires that you properly identify the factor(s) contributing to the abnormal
combustion process. In most instances a process of
elimination approach can easily pin point the
cause and therefore the cure to detonation. The
single most important thing you can do to avoid
and eliminate detonation is to maintain the engine
in the proper tune with particular attention to spark
plug timing and advance curves. Other factors to
employ would include the following.

Incorrect spark plugs

The term heat range refers to the relative temperature of the core nose of the spark plug.
The words hot or cold spark plugs are
often a source of confusion in that normally a
hot spark plug is used in a cold (low rpm)
engine, and a cold spark plug is used in a
hot (high rpm) engine. Use of the proper spark
plug is essential to proper timing and propagation of the ignition flame front.

Use spark plugs of the correct heat range

for the engine
Select fuel of the proper octane rating
Maintain the cooling system
Retard the timing
Chemically remove oil and carbon deposits
from the piston dome and combustion
chamber
Avoid a lean air/fuel mixture
Intercool forced induction engines
Use a thicker head gasket (such as the ROL
HT series) which provides additional sealing
strength while lowering the compression
ratio slightly

Inefficient cooling system/

engine overheating

An engine suffering from elevated operating

temperatures is more likely to detonate due
to the higher combustion chamber temperatures. Overheating can be caused by a low
coolant fill, slipping fan clutch, too small a
fan, too hot a thermostat, a bad water
pump, or an inefficient cooling system. Rust
and scale deposits in the cooling system can
reduce an engines ability to dissipate heat
by as much as 60%.

Malfunctioning EGR

The EGR reduces oxides of nitrogen pollution

in the exhaust by recirculating small amounts of
exhaust into the intake manifold. Though the
gases are hot, they actually have a cooling
effect on combustion temperatures by diluting
the air/fuel mixture slightly. If the EGR valve is
not functioning, the cooling effect is lost result ing in higher combustion temperatures under
load.

The Role of the Head Gasket

The role of the head gasket is to seal the combustion flame, the hot pressurized engine oil, and
the hot pressurized coolant mixture. Most OE and
replacement gaskets are manufactured to a compressed thickness in the range of .038 - .041.

(32)

Traditionally, the head gasket has been the

weaker link in the line of components exposed to
the destructive forces of detonation. Recent innovations in ROL head gasket materials and design
technology have vastly improved the overall
strength of the head gasket, and there are now ROL
head gaskets available that will withstand the extreme heat and pressures associated with detonation.

* Superior conformability to seal minor surface

imperfections and machining marks
* Excellent torque retention, even under low
torque conditions
* Easy to clean up, doesnt stick to the head or
block so you dont risk gouging the surface
scraping off gasket material
* Natural lubricity (slipperiness) to accommodate
the the motion inherent to bi-metal engines
(aluminum heads)

The ROL High Temperature Head Gasket

The ROL High Temperature (HT) head gasket is

manufactured to .051 thickness (compressed) and
was designed to fight heat and detonation through
the use of premium materials and design technology.

Silicone Coating

* Superior cold sealing ability during engine

start up and warm up
* No additional sealers or coating required
Pozi-Seal Beading

Pozi-Seal Beading
Silicone Coating

* Additional loading around critical oil and

coolant passages

Stainless Steel
Fire Ring

Stainless Steel Fire Ring

Graphite Facing

* Additional 200 degrees heat resistance at the

combustion seal

Perforated
Steel Core

.051 Thickness

* Lowers compression ratio slightly

* Restores original compression ratio after surface
machining

Graphite Facing

Features & Benefits:

ROL High Temperature Head Gaskets

are available for the following detonation
prone engine families:

Rugged steel core

* Dimensional strength and torque retention

AMC, Jeep, and Jeep Eagle 151 (2.5L) 4 cyl. & 173 (2.8L) V-6

Graphite facing

Chrysler 135 (2.2L) 4 cyl., 153 (2.5L) 4 cyl., 156 (2.6L)

4 cyl., & 181 (3.0L) SOHC

* Superior heat resistance of 2100 degrees F

* Anisotropic, conducts heat laterally to transfer
heat from the engine to the coolant faster and
eliminate hot spots
* No binder material to break down at high
temperatures

Ford 116 (1.9L) 4 cyl., 351W (5.8L) V-8, 370 (6.2L)

V-8, 429 (7.0L) V-8 & 460 (7.5L) V-8

(33)

GM 151 (2.5L) Vin R, all 151 (2.5L) w/crossflow, 151

(2.5L) Vin U, 173 (2.8L) V-6, small block 265, 283,
302, 307, 327, 350 (5.7L) and big block366, 396,
40, 427, 454 Exc. H.D.
Mazda 2.6L (2600cc) Truck
Mitsubishi 2.6L (2555cc) G54B
ROL High Temperature Head Gaskets are
also available for the following race and
street performance applications:

AMC 340, 360, 390, & 401

Chrysler small block 273, 318, 340 & 360 big block - 361,
383, 400, 413, 426 (exc. Hemi) & 440
Ford small block 260, 289, 302 (5.0L), 351C, 351M,
400 big block 352, 390, 406, 427, 428, 429
(Exc. Boss) & 460
Chevrolet small block 262, 267, 283, 302, 305, 307, 327,
350 & 400 big block 396, 402, 427 & 454
Oldsmobile 330, 350, 400, 425, & 455
Pontiac 326, 350, 389, 400 (exc. RAM AIR), 421, 428, &
455 (Exc. H.O.)

(34)

CHAPTER 6
CYLINDER HEAD GASKET INSTALLATION
Installing Cylinder Head Gaskets

3. Clean mating surfaces of foreign material

The cylinder head gasket forms the most critical

seal on the engine - between the cylinder head and
engine block deck. Understanding and employing
general installation guidelines can offer added
insurance that the assembly will be sealed completely and effectively for the service life of the
engine. The following are some general guidelines
to the typical head gasket installation.

All foreign material should be removed from the

sealing surfaces. Debris not removed can prevent a
good seal. Debris can even damage the block,
gasket, and head. On iron components use a
scraper and wire brush. Use a non-metallic scraper
on aluminum surfaces since they are easily damaged. Final cleanup can be accomplished with a
general degreaser or mineral spirits.

1. Allow the engine to cool before

disassembly

4. Inspect the old head gasket

Inspect the old head gasket for wear and damage.
A failed head gasket is often a symptom of the failure,
not the cause of the failure, and the old gasket can provide clues to previous as well as potential engine problems. For example, a cracked armor may indicate
abnormal combustion (detonation), or a loss or lack of
clampload. Replacing the gasket without correcting the
problem can cause even high quality gaskets to fail again.

Cylinder heads tend to warp if they are removed

while they are still hot. This is particularly critical
when working with aluminum cylinder heads. Heat
expands metal, making assembly bolts more difficult to remove, and more prone to breakage.
Additionally, working on a cool engine eliminates
the risk of burns to the arms, hands, or fingers.
2. Loosen and remove bolts in reverse
torque sequence

Follow the manufacturers recommended torque

sequence in reverse order to loosen each bolt.
Then repeat the process again to remove the bolts.
This will minimize the chance that the components
will warp.

13
17
16 12

1
8

10
6

14
11 15

Small Block Chevrolet Torque Sequence

Leakage on this gasket was caused by a badly warped
cylinder head.
(35)

5. Check for warpage and distortion

Place a straight edge lengthwise on the head

(and block) surface and slide a feeler gauge
between the head and the straight edge. Accepted
flatness tolerances for three cylinder applications
should not exceed .003 out-of-flat, four cylinder
applications .004 out-of-flat, and six cylinder
applications .006 out-of-flat. Widthwise, all applications should not exceed .002 out-of-flat. These
are combined specifications for both the head and
block combined and should not exceed the maximum in total.

The ends of the manifold or block must also be

machined to maintain the original gap size, or
crushing of the end strip seals will occur.
A better solution to a misalignment problem is to
use a shim type spacer, or even better, a thicker
head gasket, such as the ROL HT series, to restore
cylinder head or block material that has been
machined away.
7. Inspect all engine parts

Inspect for any irregularities that may cause

leaks such as gouges, scratches, or cracks.
Replace cracked, scored, or badly warped parts.

6. Resurfacing the head

Resurface the head and/or block if out-of-flatness exceeds the specifications listed above. The
machine shop should remove just enough metal to
return the surface to flatness. Excessive resurfacing
can result in possible valve/piston interference,
excessive compression ratios, and misalignment of
manifold bolt holes and ports.

8. Never reuse head gaskets

Reusing a head gasket is an open invitation to a

failure which can result in engine damage due to
loss of coolant and lubricant.
sealing surface

Each time the surface of the head or block is

machined on a V-type engine, the heads are
lowered and brought toward the center of the
engine. This can result in a misalignment of the
manifold bolt holes and ports. One way to correct
this problem is to machine the intake surfaces of the
cylinder heads or manifold. This allows the manifold to reach a lower position. However, machining of the intake surface also reduces the manifold
end gaps.

new gasket conforms to

surface irregularities

When a new head gasket is installed, it conforms to

irregularities on the sealing surface when compressed.
sealing surface

possible leakage paths

misalignment

before machining

new gasket

used gasket

correct
alignment

When a gasket is reused, it is impossible to reinstall it in the same exact position. The compressed
material cannot readjust to the irregularities in the
sealing surface and failure occurs.

after machining

(36)

9. Check head gasket for proper fit

Before installing the new gasket, read all instructions provided with the gasket. Many gaskets are
stamped for specific positioning to the front of the
engine or for one side of the gasket to be facing the
cylinder head. Check the gasket for fit on the head
and block, and against the old head gasket.
Combustion openings should be slightly larger than
the engine bore and may have irregular shapes to
accommodate valve pockets in the cylinder head.
The gasket coolant holes may be smaller or shaped
different from the coolant passages in the head or
block. This is because head gaskets are designed
to control or meter coolant flow. There also may be
openings in
the cylinder
head
or
e n g i n e
block that
are not in
the gasket.
These are
casting
holes used
in manufacturing which
do not affect operation. The gasket bore size,
depending on the engine, usually accommodates
between a .040 and .060 overbore. The gasket
bore should also accommodate a chamfer of up to
.030 cut at 45 degrees.

A micro finish of 90 to 110 RMS (80 to 100 RA)

is preferred for composition type gaskets. Late
model applications using rubber embossed steel or
multi layered steel (MLS) gaskets require a much
smoother surface finish - 30 RMS (25 RA).

10. Head and block surface finishes

Wire brush the threads on all assembly bolts.

Check the bolt threads for damage. Lightly lubricate the threads and underside of each bolt head
with engine oil before assembly. Dry, dirty threads
in poor condition can decrease a bolts clamping
force by as much as 50%. This can lead to false
torque readings and gasket failure as a result of
insufficient clampload.

This gasket shows grooving caused by a surface finish that was too
rough. The grooving resulted in coolant leakage into the combustion chamber and combustion leakage between cylinders.

11. Clean and prepare bolts

Check the surface finish with a profilameter. If a

profilameter is not available, use a relatively inexpensive surface comparator, which is available at
most parts stores. If the casting surface is too
smooth, the gasket cannot grip the surface for a
durable combustion seal. If the casting surface is
too rough, the gasket will not completely conform
to the surface, causing combustion and fluid leaks.

(37)

12. Check for correct bolt length

If the bolts have stretched or excessive machining has been done, the bolts can hit the bottom of
blind holes. To check for this problem, put a wooden dowel in the block hole. Mark the hole depth
on the dowel and compare this to the length of the
bolt threads that go into that hole. If the bolt is
longer, it will bottom when in the bolt hole. In the
case where it is determined that the bolt will hit the
bottom of the hole, place a hardened steel washer
under the head of the bolt before assembly.

The torque-to-yield procedure involves tightening

to a specified torque reading and then adding a
specified partial turn measured in degrees. This
permanently stretches the bolt and assures a more
uniform clamping force across the cylinder head.
Some OE manufacturer specifications allow the
reuse of these bolts a specified number of times or
as long as they are within certain tolerances.
However, technicians usually have no way of
knowing the number of times a bolt has been used
or whether they are stretched beyond safe tolerances. And, while most OE engine manufacturers
do not say that TTY bolts must be replaced rather
than reused, they generally recommend it as a way
of preventing problems. ROL offers replacement
bolts for all TTY applications.

13. Head bolts that penetrate into

coolant passages

Coat bolt threads with a non-hardening sealer if

they enter the coolant passages. This will eliminate
the potential for coolant seepage around the bolts
threads. Seeping coolant can get into the oil or
cause corrosion that can damage engine parts,
resulting in failure.

15. Run the engine after complete

reassembly

Check for fluid and combustion leaks.

14. Follow the proper torque sequence
and torque to specification

16. Retorquing the cylinder head gasket

Carefully follow the manufacturers recommended torque procedure and torque the head bolts to
the specified torque in foot pounds.

If you used a no-retorque type gasket like those

manufactured by ROL, your installation job is probably complete. However, gasket manufacturers
cannot take into account all engine manufacturer
design considerations regarding bolt length, thickness, and spacing, and therefore there are certain
engines that require retorquing. Again, follow the
manufacturers torque specification regarding
retorquing. Additionally, some head gaskets, especially those manufactured oversees for imports,
need to be retorqued. If the gasket design requires
retorquing, run the engine to a normal operating
temperature (usually 10 to 15 minutes) and shut off
the engine. Carefully retorque the cylinder head
bolts for a second time. Retorquing can be done
while the engine is still warm if the engine is cast
iron. If the head or block is aluminum, allow the
engine to cool to room temperature.

Note: Always make sure that the torque wrench

used is properly calibrated. A mis-calibrated torque
wrench will give false torque readings, contributing
to failure due to inadequate or inconsistent clampload.
If the engine has torque-to-yield bolts, turn the
head bolts the additional amount stated in the manufacturers torque specification, still using the proper torque sequence.
Note: Do not reuse torque-to-yield (TTY)
cylinder head bolts

The torque-to-yield procedure for tightening

head bolts has led more and more technicians to
replace these bolts rather than reuse them.
(38)