If it is a press fit, it might be hard to get out. If it is pressed in, it will probably not leak from a tiny rusting in of the sleeve in the bore. If rotatable, it relies on the "O"ring to do the sealing, and is designed that way. If you didn't deepen the ring groove, it will for sure fill the groove with squished "O"ring, and not leak. But it will be necessary to use good practices on insertion, including polished edges on the hole, and sleeve entry bevel to avoid scraping or knicking the ring. as well as using straight dish detergent on the rings and sleeve to allow slipping into the hole W/O excess force. It may take some force as the "O"ring will be compressed a bunch. On the above block height of the ring, I would go for the .004" mark. This prevents excess pinching at the combustion chamber, which can make the gasket edges around the waterjacket and external block seal less tight than good practice. If you are putting in high dome (high altitude) pistons, and the big bore, calculate the compression ratio. Use the new engine displacement divided by 4. converted to CCs (Swept volume). CC the combustion chambers (select the smallest of that lot) then subtract the volume of the dome on the piston sticking up into it, and add the compressed thickness of the gasket (as a volume of the hole where the combustion chamber is located) to ad to the combustion chamber CC (old gasket for thickness) Take the total swept volume of one cyl and divide the total combustion chamber real volume into it. For example if swept volume of one cyl was 480cc, and volume in combustion chamber plus head gasket, minus dome volume was 64cc, the compression ratio would be 7.5:1 Shaving .125 might be excessive. There is water in the head that might find new holes to get into oil (I do not know how far one can go, but others may). A cylinder pressure of more than 165 PSI is obtainable. As is the nead for premium. Fast engines can use more compression and more davance. but these slow crankers will die from detonation, they just can't handle the flame front travel rate of regular and high compression. keep us in the loop. JimN
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Today's Featured Article - Tuning-Up Your Tractor: Plugs & Compression Testing - by Curtis Von Fange. The engine seems to run rough. In the exhaust you can hear an occasion 'poofing' sound like somethings not firing on all cylinders. Under loaded conditions the tractor seems to lack power and it belches black smoke out of the exhaust. For some reason it just doesn't want to start up without cranking and cranking the starter. All these conditions can be signals that your unit is in need of a tune up. Ok, so what is involved in a tune up? You say, swap plugs and file the points....now tha
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