John F. Russo
03-31-2005, 02:21 PM
The o-ring that sits at the bottom of the cap does not always seal to the top of the brass threaded stem of the tire valve (into which compressed air is added to the tire.)
I have used these Godshead caps for about one year and have worked okay. Recently I got a new tire and new brass valve stem. I screwed the cap on and I felt that something was not right. So I removed the Godshead cap noticed that the o-ring was stuck between the circular threaded part of the
of the top of the stem and the center thin pin that is depressed when the air enters the tire. It wasn't easy to remove the small o-ring without damaging the sealing surface of the o-ring.
Solution: The gasket (o-ring) should not be a rounded surface trying to seal against the top of the rounded brass valve stem. It should be a flat gasket against a rounded surface. The margin of safety for this design is too small.
It is very possible that if I had a leaky valve, my second line of defense, that is, the valve stem cap would not be any defense!
Moments ago I called WCHAIN at 18772502939 about this problem and he said that he will look into it. He is in the process of making another run of units and my idea should be evaluated.
I, and many others, I'm sure, would be glad to pay the extra money to refit all of our existing caps to get that extra margin of safety.
What do others think?
______________________________ _____________________
2003 Dark Blue Pearl 300B (Canadian) w/Light Flint (reversed
traction control, mini spare, trunked 6 disc CD changer,
clock-in-the-radio, heated front seats/mirrors, hood light)
-Born 12/10/02; converted new then used 2/28/03
Kenny Brown: 6th “Signature Series” conversion (450 hp)
-Vortech supercharger (5 to 7 psig boost)
-377 RWTQ
-Metco control arms, black powdered coated
-4.10 gears; MMX Driveshaft
-14 in. BaerClaw front brakes, two piston, slotted rotors
-Precision, triple disc, P/N469018-3 Precision, triple disc; later
upgraded to 3500 rpm stall speed
-Pirelli P-Zero Asimmetrico (front 255/45ZR18 99Y; rear
255/50ZR18 102Y)
-Dead pedal; FordChip
-3/4 of a coil from each front stock spring removed to produce
the “same” effect as an Eibach spring
-Ground clearance: 5 in.
-36,000 miles
-18.5 mpg at a steady speed of 80 mph, one tank of gas
-Stock transmission upgraded with Performance Automatic
"Super Streeter" transmission version, stub shaft (defective
metal) failed at 30k mikles; upgraded internals (except for
torque converter) to Dennis Reinhart's design
-Ford Racing Stud and Girdle;transmission aluminum pan
-Dennis Reinhart Cobra engine cooling kit
-Wheel locks (Ford); godshead valve stem caps
-Badgeless front grille by “Zack”
-Zaino waxing; RainX; Autobhanded
______________________________ ___________________________
1961 Ford Galaxie, 2 dr. Club Victoria, 390CID, 375hp, 4 barrel (gone)
I have used these Godshead caps for about one year and have worked okay. Recently I got a new tire and new brass valve stem. I screwed the cap on and I felt that something was not right. So I removed the Godshead cap noticed that the o-ring was stuck between the circular threaded part of the
of the top of the stem and the center thin pin that is depressed when the air enters the tire. It wasn't easy to remove the small o-ring without damaging the sealing surface of the o-ring.
Solution: The gasket (o-ring) should not be a rounded surface trying to seal against the top of the rounded brass valve stem. It should be a flat gasket against a rounded surface. The margin of safety for this design is too small.
It is very possible that if I had a leaky valve, my second line of defense, that is, the valve stem cap would not be any defense!
Moments ago I called WCHAIN at 18772502939 about this problem and he said that he will look into it. He is in the process of making another run of units and my idea should be evaluated.
I, and many others, I'm sure, would be glad to pay the extra money to refit all of our existing caps to get that extra margin of safety.
What do others think?
______________________________ _____________________
2003 Dark Blue Pearl 300B (Canadian) w/Light Flint (reversed
traction control, mini spare, trunked 6 disc CD changer,
clock-in-the-radio, heated front seats/mirrors, hood light)
-Born 12/10/02; converted new then used 2/28/03
Kenny Brown: 6th “Signature Series” conversion (450 hp)
-Vortech supercharger (5 to 7 psig boost)
-377 RWTQ
-Metco control arms, black powdered coated
-4.10 gears; MMX Driveshaft
-14 in. BaerClaw front brakes, two piston, slotted rotors
-Precision, triple disc, P/N469018-3 Precision, triple disc; later
upgraded to 3500 rpm stall speed
-Pirelli P-Zero Asimmetrico (front 255/45ZR18 99Y; rear
255/50ZR18 102Y)
-Dead pedal; FordChip
-3/4 of a coil from each front stock spring removed to produce
the “same” effect as an Eibach spring
-Ground clearance: 5 in.
-36,000 miles
-18.5 mpg at a steady speed of 80 mph, one tank of gas
-Stock transmission upgraded with Performance Automatic
"Super Streeter" transmission version, stub shaft (defective
metal) failed at 30k mikles; upgraded internals (except for
torque converter) to Dennis Reinhart's design
-Ford Racing Stud and Girdle;transmission aluminum pan
-Dennis Reinhart Cobra engine cooling kit
-Wheel locks (Ford); godshead valve stem caps
-Badgeless front grille by “Zack”
-Zaino waxing; RainX; Autobhanded
______________________________ ___________________________
1961 Ford Galaxie, 2 dr. Club Victoria, 390CID, 375hp, 4 barrel (gone)