I have asked this so many times, and 100's of people will read it, now I understand that some people might not know what I'm talking bout but I know alot of people know. What it is and what it does for performance and why you need one but I don't and my question gets looked over and laughed at and I have yet to get a answer so if anyone could help and not send me "are you stupid" "you don't deserve to have a diesel" messages I would appreciate it a lot.

 

Keep it civil...

I don't exactly know, but I'll sniff around. I too do not fully understand 'ringing the head'... It has to do something with machining the head around the top of the cylinder and adding a ring...

Something I would like to know in depth, too.

 

Some google answers...


A cylinder head gasket for an internal combustion engine having double metal wrapped hoops providing a reinforced fire ring around the combustion chamber. The inner hoop is the larger hoop to carry the clamping load and form a positive seal while the outer hoop reinforces the inner hoop.
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Head studs
When upgrading your turbo, air pressure in the intake system typically increases and once this increase reaches 45-50 psi the factory head bolts start to stretch causing the head to "lift". When the head lifts too much the head gasket will fail and this failure will cost you.

Head studs are the ideal fix for those daily drivers trying to get more out of their truck O-rings. The next step up from head studs is O-ringing the engines cylinder head.

Head surfacing to ensure the surface is flat
An O-Ring groove is machined around each combustion chamber

With the heads installed the O-ring squeezes against a stock head gasket to hold the pressure in. An engine equipped with O-rings can contain boost pressures up to 70psi.Fire-rings For those who want the mother of all pressure containment then our fire-rings are for you. The machining process for the fire-rings is similar to that of the o-rings. The difference is how they seal. The fire-rings utilize a head gasket that is laser-cut to fit around them. The rings seal against the deck of the block instead of the gasket. These fire-rings and handle everything from your average tow rigs to a vicious sled puller.
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Not at all the same things. O-rings are where you cut the head for a stainless steel ring, the gasket is the same as a stocker. Fire rings are where the head AND the block are cut on a mill, and a stainless wire is installed between them. The gasket is cut so the fire ring on the gasket is removed. The wire takes its place, and is clamped extremely tightly between the head and the block. However, fire rings have a tendency to crack because the block and the head cool (expand and contract) at different rates. Once they crack, the head has to be pulled and new wire installed.

If its your daily driven truck, stick with O-Rings, and stud the head, you'll be good to over 60lbs of boost no problem.



So, basically, I get this:

O-Ringing the head is cutting a grove in the head and inserting a ring around the piston to help contain cylinder pressure, but it uses a stock head gasket.

Fire ringing does the same thing, but with a custom head gasket to mate with the rings, and contain even more pressure.

That's just my guess based off the above info...

HTH...
mad

 

Fire Rings or "" O-rings"" is a process by which a groove is machined around the head of each cylinder on your head. it is placed over the metal seal material of the gasket. then a piece of stainless or other metal wire is pressed into the groove. when the head is torque it sqwishes the gasket tighter than the studs normally allow. This is done to increase the pressure ability's of the gasket usually only done in conjunction with much higher boost (ie tiwns) or nitrous etc... and dont forget boring out for larger head studs as well its all about increases the pressure capacity of the cylinders before the gasket burns out and the studs stretch and the head lifts.

 

Fire rings and O rings are entirely different. With O rings you cut a groove in either the head, block or sometimes both and place a small wire that can vary from .035" to .052" that protrudes out of the surface. The ring itself presses against the factory "firering" in the standard headgasket. It applies extra force and helps keep it from blowing out under higher cylinder pressures.

On a firering, you waterjet out the standard firering that is in the gasket. In it's place you cut a receiver groove in the head and usually in the block also. In this groove you place a heavy gauge steel wire that when compressed, seals the cylinder up. The headgasket then only seals the oil and water passages up.

You will get a wide variety of answers about which is better and why. Personally on a daily driver I will not do firerings. I only do orings.

 

You're up early, Lloyd...

Why no fire rings on a DD?

 

Early?? Yes, in fact I was hoping my post made since that early in the morning LOL. I tend to type as tough I am drunk when I have only been up for 10-15 minutes. I meet my father for breakfast every Saturday morning and with the wife working this weekend I had to meet him extra early. That meant rolling out of the house at 5:45. Yes, I like to eat. LOL

Anyway, on the subject of orings vs firerings. There are a couple reasons "I" prefer orings over firerings. Firerings use a special gasket that usually has to be either made or bought specially. The orings use off the shelf gaskets that can be picked up at any truck/cummins shop without a problem.

Secondly, the receiver grooves must be exact and precise for the firering to work. If the depth is too shallow the ring will not compress properly and the gasket will fail since the head will not be able to compress the gasket. If the receiver groove is cut too deep, the firering will not compress so the cylinder will not seal properly.

Another problem that to my understanding has been fixed by some was the grade of steel that used to be used in the rings themselves. The rings would tend to crack from the heat cycles leading to gasket failures. I understand some manufacturers may have changed to a different grade of steel to try to eliminate the problem.

 

Ok, I see what you're saying.

However, if the fire ring is done properly, is there any difference besides handling more pressure?

 

The firerings tend to handle more pressure since they are a beefier design, but for longevity I feel the oring is the way to go.

 

Roger......

 

I had firerings done in early 04, when they were the supposedly the latest and greatest.
Shortly after, Haisley learned they were not recommended for daily drivers. The problem was, I believe) to much copper content; supposedly not holding together well through many heat cycles.
.
Imterestingly, My firerings held at almost 600 hp (and daily driving) until this yr! A small piece broke off #3 and #4 cylingers and bounced around inside the head. They held for almost 5 yrs and 150,000 miles, and over 200 passes at the track.
But time has proven that a properly O-ringed head holds very well, and is less expensive.
So I see no reason for going with FireRings...unless maybe an all out racer!

I too believe the newer Firerings are more (or all) steel!

RJ

 

Lloyd, How do you feel about running the MLS HG with o-rings. I have heard they are holding up great. MADHAT Hey Bro, I'll shoot your SA an E mail on Sunday..

 

Im glad someone looked at this post, your answers helped alot everyone asked pretty much the same questions I had too.

 

I'm fairly certain that you can't run o-rings with a MLS gasket.Have to use a 24V or 12V gasket.

 

Hmmmm.... I thought you could but im not sure....
I have a 12v that im pulling the head off that has fire rings in it, ill get some pics of em and post it up when we get it pulled.