Chrysler: Why I Cannot Work For Chrysler Corp.

Because they would assign me to build in a plasma t.v. for the kiddie to
watch SpongeBob SquarePants, instead of attacking the real design
deficiencies inherent to each and every model D-C peddles.

The first and foremost engineering effort must be to solve the head gasket
leakage problem. As some of you who already know, a minute pinhole leakage
into the water jacket, will cause persistent overheating and coolant loss.
It does not take much at all: 100 cc gas volume per minute will necessitate
a very, very expensive teardown and repair which will not be permanent.
Virtually all the gaskets will eventually fail given enough time. At some
places on the block-to-head junction, there is as little as 5/16 inch
gasket bearing surface for sealing. Between the cylinders themselves, only
the gasket metal flame shield prevents cross-cylinder gas leakage.
Fortunately, such leakage does not usually cause problems unless the gasket
completely "blows".

You customers who lay down $30,000 for a car should not have to lose sleep
over whether or not you will lose the gasket integrity on your next
cross-country trip and have to limp at minimal speeeds from gas station to
gas station replenishing the coolant, then face a $1000 plus repair bill.
There is a design solution that would forever eliminate the problem. I
could design the solution in 30 days and proof test it in another 30 days.
Within two months, a failsafe engine could be in production. The fix would
add about $20 to the cost of an engine, a small price to pay on a new car
-- recoverable many times over at resale, for such a failsafe design would
make a used car that much more valuable than the competition that does not
feature this improvement.

The solution is really quite simple. The upper surface of the cylinder
block and the lower surface of the cylinder head(s) should be perfectly
smooth, with the only openings being the cylinder bores. Presently, there
are many openings, mostly for water passage and at least two for oil. The
head gasket must accomodate these fluids passing across the junction and
seal the high temperature-high pressure combustion gasses with integrity.
This is a difficult assignment at best and a cause for engine failure at
worst. The new design simply isolates the gases from the liquids, totally.
The ONLY way it can fail is if an actual crack in the block or head casting
occurs, which today is a rarity.

The reason for the through passages is for water circulation for cooling
and the transfer of oil to and from the cam and valve mechanism. There is
a work-around, however. An EXTERNAL cast aluminum manifold can transfer
the coolant and oil from block to head. Distribution tubes can provide the
even circulation previously supplied by the strategically placed through
holes. It is doable. Water circulation would be from pump to block to
manifold to head. No engine derating would be necessary. No external
hoses would be needed; only a lighweight manifold. A few inches would be
added to the length of the engine to accommodate the manifold.

To prove this design, I would assemble an engine WITHOUT ANY HEADGASKET and
run a car in this configuration from Detroit to New Orleans at highway
speeds and full load! No overheating would occur. Some small gas leakage
would occur between cylinders and to the external world, but nothing major
and the engine would run essentially normally. Naturally, with a
headgasket in place the engine would be complete and would give no trouble
for the life of the car. The headgasket would likely be a solid copper
gasket, far more durable than the composite "graphite" gasket which was
specially developed in recent years to combat the inherent defect which my
proposal will fix.

Please feel free to repost and x-post this message at will to diseminate it
wide and far.

In article
<google.com>,
com (Richard Benner Jr) wrote:
 

I can't?

Me?

Uh-Oh!