All right guys, I won't be installing this thing for a few months >along with a set of forged internals<, but I recieved it today. It has the MLS Head gasket outer layers on it, and in the center is a 1/8 in thick, (acutally just under 1/8 in), alum sheet that is cut just like the center secitons of the MLS gasket. It looks quite robust. It will no doubt lower the compression.
Looks like they just took out the center's of the mls and added this alum. peice. Pretty strait forward. Very clean and professional looking job. Hope it works as well as it looks.
I hate to tease you guys who inquired about this with no pictures, but my digital camera batteries are dead. :( I will post some pics of it in detail later tonight :)

KJ

sweeeeeeeeeeet

if i remember right it lowrs either .5 or a full point of compression

1 more thing when did u order the gasket how long did it take to get how was youre xpirence the neon guys are pretty mad at tti for taking so long with their pulleys

I called Tucker and talked with him about the process. He told me the gasket was going out friday(he had yet to make it when I called). And it did. I even got an email from him with the tracking # the day he sent it out.
So I guess that I did not have any problems with my order.
Took a total of 6 days to get the gasket. Ordered it on tuesday night, called him wed morning, and got it today> It actually came yesterday but I wasn't home> >

Why are you lowering your compression ratio via forged internals AND a thicker HG.

I know I'm stating the obvious here, but assuming you acquire 8.x:1 CR pistons and use this HG, you'll be at something closer to 7.x:1 in actual CR. Moreover, I assume you could get a higher ratio'ed dome type piston, but again, that seems to be defeating the whole purpose of having a lower CR through the use of a HG. Lastly, turbo pistons use a dish type design for a reason, just one of them being for lower CR. Another important reason being for the "cleaner" burns in the combustion chamber lessening the chance for detonation.

Anyways, I'm getting a little off the topic here, and I guess I'm just curious as to why you want to use both?

On another note, it's nice to hear that the TTI gasket looks well manufactured.

Come Come now Jason, that is like asking why did I put a turbo on my car....cause I can of course. :)
Really though, I have seen quite alot of guys that have done the low compression pistons, and still gotten like 200-210is in compression. I have yet to decide which pistons I want to use. I may not put this gasket on, but I have it just in case :)

the one reason for that low of comrpession is more boost run insane boost level at that low of compress or use high comp pistons and a tti head gasket to make it more suitable for turbo i suppose...

well dont' go too low I"ll tell you this you want higher compression bwahaha unless you like lag and no lowend. My friends corolla has better lowend that my eclipse now haha.

Well, Hades, your motor is lowering it's compression all by itself. Rebuild that ish soon, man... :D
-=B-=

Jason, so would you reccomend the factory MLS gasket to the TTi ones?

I like the idea of the thicker headgasket on a stock motor, but it makes no sense with forged internals when you can simply choose your compression ratio by the pistons you choose. I would think you are messing with your quench area and squish by doing both and hurting efficiency. Not a very smart idea.

Azizi is a friend of mine... we talk often online.

Last I spoke with him he was tellig me busy he was and how he needed to buy some new mills to make mre shit... so that could be why the pulleys take a while....

On another note, if you have the choice of dropping CR with pistons or with a head gasket... then you always want to go with the pistons.... a head gasket is a lot weaker than cylinder head.... think about it.....

kaiser, if you are getting 8.5:1 compression pistons with your rebuild there is no need for this headgasket. do you really want to lower your compression that much? that is what it is doing! and trust me you dont need to be that safe or slow. the stock mls headgasket is really nice. i saw it when we had to open up the head a long time ago.
well get back to me when your free..
cool

Michael 99gs
HRC Stage 2
Stage 3 process begins anyone got a 420a block thats not spun/head for sale?

http://www.dreamwater.net/purplebeast

>Jason, so would you reccomend the factory MLS gasket to the
>TTi ones?

My extra engine is at the rebuild shop right now with all the goods(JE's, Crower's...etc.). As you might guess, they have a MLS gasket. So, the MLS is what I recommend.

However, if I didn't have the dough for the forged internals at the time, and I happened to be changing a timing belt or something, I might just pull the head and throw one of these HG's on for a turbo-safe setup. I would think you might be able to sustain 12-14 psi with one of these, especially with some sort of timing retard.

It's a good, cheap alternative, but as my prior question alluded to, it doesn't make much sense to me if you have or are getting forged internals.

Coming form the crazy one who would turbo 10.5:1...

I would not go with both. Use the MLS and internals at the compression you want. If you want to lower on stock internals than sure use a thicker HG.

Also with such a thick HG, watch your timing. I hope you have adjustable cam gears. You will probably run into the same problem as guys milling their head, it's going to pull the cam timing off a touch.

Una salus victus.
He will triumph, who knows when to fight, and when not to fight. - Sun Tzu

Michael J. Kulaga
e-mail: Michael_97RS@2gntDSM.zzn.com aol IM: MJKulga
http://highlander.dsmpower.com/

All motor in the making.

Injen CAI, P&P Intake Manifold, Crower Stage 2 Cams, Hooker Header, GS-T Muffler, AFX UDP, S-AFC, 8.5mm Magnecor Wires, Crane Fireball HI-6DI2, FU/RU/RL STBs, TSW Blade 17x7.5, Bridgestone Potenza RE730, Front KVR Cross-Drilled Rotors & Carbon Fiber Pads

To Be Installed: P&P Milled Head, Rear Disc Brakes, Rear KVR Cross Drilled Rotors & Carbon Fiber Kevlar Pads, SS Brake Lines, AFX 55mm TB (re-installed once exhaust is done, intake was outflowing exhaust)