Does it use the same cylinder head as the normilly aspirated diesel?
Where can I get an uprated head gasket (increased boost)
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Referring to my Haynes manual for 1993-1995 306's, I can see that the compression ratio for the 1905cc diesel turbo is different to the compression ratio for the 1905cc diesel non-turbo. And the cylinder head bolts are different lengths. So it is unlikely they use the same cylinder head.
Peugeot sell a range of different thickness cylinder head gaskets for the 306td. But they are intended to cope with variations in the protrusion of the pistons due to wear (or normal construction variability). They are not intended as a means of increasing compression ratios.
I've never tried to increase the turbo boost, so can't help you there. But, whatever the technique is, I don't think it's got anything to do with the head gasket.
Ian
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Sorry, I think my original post was a bit badly worded. I am already running increased boost and fuel, the head gasket is merely to replace one that has blown. I thought I would use an uprated one if there are any available since the engine is being stripped down anyway.
I too noticed the variations in the haynes manual about things like bolt lengths and compression ratios. I was led to believe however the comprssion ratios are affected by the cylinder block, not the cylinder head, and the difference in bolt length is down to the block being deeper on the turbo model allowing for extra bolt length to be used due to extra pressure.
I have looked at both the blocks externally and they do look to be identical in depth, width, stud pattern etc.
I believe I have damage the head on my turbo engine when the gasket has blown and as I have a complete n/a derv engine there was hoping to utilise the head of that and save a couple of hundred on a new cylinder head.
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Don't bother looking for uprated head gaskets - I'm sure there aren't any.
Piston to valve clearance is determined by the cylinder head gasket - piston protrusion @ TDC from the blocks top face determines which thickness gasket is used. Usually this remains the same during the vehicles life, so a like-for-like gasket can be fitted in-service.
How many notches does your gasket have? There are two sets - both on the gearbox end of the gasket. A set in the centre and another set on the tail edge. What have you got there?
Cylinder heads between n/a and turbo engines differ - they have different part numbers for a start. I wouldn't interchange them. Why not send the original head away for pressure testing?
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groups.msn.com/honestjohn - Pictures say a thousand words.....
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It is looking highly likely that the original head is goosed, I am aware of the thickness etc on the gasket side of things. I have been doing some research and found the differences in the heads are the compression ratio is 1.2 : 1 higher on the n/a derv. Other than that the differences with the engine seem to all be in the bottom end.
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A friend of mine bought an up-rated head gasket for his 405TD recently.
It is all metal, apart from the sealing beads, and is made by a company called Payne.
He got it from a company here in N.Ireland called 'Engine and Truck'.
I presume that it would be an identical gasket to the 306TD, and is available in differing thickness to account for head skiming.
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I've seen on another Forum, that a guy with a Citroen 1.9td which is the same basic engine, has had his block modified and fitted Cosworth type wire rings to get better gasket sealing with higher than normal boost increases (22psi plus).
Perhaps that the route you should look at, if you want better gasket reliabilty.
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I would expect the CR to effected by slightly differing pistons fitted in the n/a and turbcharged engines.....
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groups.msn.com/honestjohn - Pictures say a thousand words.....
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Can you specify where you saw it as it dont make any sense at the moment.least I cant see it.thanks.
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found out, the differences in the heads are thus
compression ration 5% difference caused by the dish in the top of the head being slightly more acute than the other, also the valves are slightly narrower on the n/a for the exhaust gases.
Basically I wont be using it as could be too restrictive with higher compression.
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