You can get multi layer/modern type gaskets now, they come in 3 different thicknesses so you can choose which suits your desired CR. At the compression ratios you mentioned, I would not worry too much about octane ratings… it will be fine. You can get main caps 2 and 4 converted to steel if you like but it requires a line hone which may cause more issues that it’s worth… and depends on how you want to use the car… Yellow Terror in Australia sell a fantastic set of roller rockers for the MGB.. but you will need to have the rods sized accordingly… but they really are awesome. :)
The Cometic gasket I will be using is a MLS gasket, and they come in 14 different thicknesses… they’re just a bit pricey. These engines are known for being a bit finicky to tune on pump fuel (at least what we have here in the states) when you get into the compression range I’m looking for with limit of pretty much 10:1 on 93 octane (US rating) without having to back the timing down a lot to keep it from pinging.
Compression ratio is not the only thing to look at. Valve timing is in control of how much pressure is generated. When the inlet valve closes. Think about it.
Yes I know, valve events do you have an effect. In really simple terms, a bigger cam does effectively bleed off some compression and show lower cylinder pressures and a smaller cam would with the same effective compression ratio.
You can get multi layer/modern type gaskets now, they come in 3 different thicknesses so you can choose which suits your desired CR.
At the compression ratios you mentioned, I would not worry too much about octane ratings… it will be fine.
You can get main caps 2 and 4 converted to steel if you like but it requires a line hone which may cause more issues that it’s worth… and depends on how you want to use the car…
Yellow Terror in Australia sell a fantastic set of roller rockers for the MGB.. but you will need to have the rods sized accordingly… but they really are awesome.
:)
The Cometic gasket I will be using is a MLS gasket, and they come in 14 different thicknesses… they’re just a bit pricey.
These engines are known for being a bit finicky to tune on pump fuel (at least what we have here in the states) when you get into the compression range I’m looking for with limit of pretty much 10:1 on 93 octane (US rating) without having to back the timing down a lot to keep it from pinging.
Compression ratio is not the only thing to look at. Valve timing is in control of how much pressure is generated. When the inlet valve closes. Think about it.
Yes I know, valve events do you have an effect. In really simple terms, a bigger cam does effectively bleed off some compression and show lower cylinder pressures and a smaller cam would with the same effective compression ratio.