I'm sorry
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RBHarter
West Central AR
Well I didn't get to drive with the stars or the cool tracks but I did work for a Chrysler/Subaru dealer . Subaru had the SVX then the top model had had all the spin/skid drive train goodies in them with a 230 CID , 230 ftlb , 230 HP flat 6 in a 2900# coup with a 4 speed lockup automatic . Those were fun to drive .
I had one of the demos out for gas in the ice and slush and a big open mostly frozen parking lot ..... You know a guy has to try to beat the electronics . It is possible to get one unhooked but it takes a fairly Herculean effort involving a hard cut , over braking , and full throttle all at the same time . Remove any of them and it hooks up .
I made my kids learn to drive a 74' Beetle on a wet clay flat . 4 cyl , 4 speed , 4 wheel drum brakes , manual steering . Turns about a cone going too fast on purpose . They wiped out the other cones but that was the idea . Only 1 of the 4 has had an at fault accident and so far no weather related accidents .
I had one of the demos out for gas in the ice and slush and a big open mostly frozen parking lot ..... You know a guy has to try to beat the electronics . It is possible to get one unhooked but it takes a fairly Herculean effort involving a hard cut , over braking , and full throttle all at the same time . Remove any of them and it hooks up .
I made my kids learn to drive a 74' Beetle on a wet clay flat . 4 cyl , 4 speed , 4 wheel drum brakes , manual steering . Turns about a cone going too fast on purpose . They wiped out the other cones but that was the idea . Only 1 of the 4 has had an at fault accident and so far no weather related accidents .
S Mac
Sept. 10, 2021 Steve left us. You are missed.
As far as the cab off operations, accessibility is the whole thing ( or lack of). This is not a slight of you Bill, I am sure you are a great engineer but my term for the Ford team is imagineer.
Yes Ian, I have seen that many times, multi layer steel head gaskets, designed to slide. Bad plan. Then guys put a programmer on and way over boost. They are fun to drive.
Yes Ian, I have seen that many times, multi layer steel head gaskets, designed to slide. Bad plan. Then guys put a programmer on and way over boost. They are fun to drive.
I hear you loud and clear on the oil burners. Only have a 2 horse trailer, & a 18 ft. flat bed.
Ever since I winched a full size ford out of the mud, my electrical has been goofed up. (85 chevy w/383) I've replaced the hot wires from the starter to the fire wall twice. Including the fusable links. Got a straight ground somewhere. It will be fine, then everything's melted.
45k is just nuts for new 4 by 4 you can "build" one on line. But go to the dealer and everything is loaded with useless electric everything.
I'd be happy with roll up Windows!
Ever since I winched a full size ford out of the mud, my electrical has been goofed up. (85 chevy w/383) I've replaced the hot wires from the starter to the fire wall twice. Including the fusable links. Got a straight ground somewhere. It will be fine, then everything's melted.
45k is just nuts for new 4 by 4 you can "build" one on line. But go to the dealer and everything is loaded with useless electric everything.
I'd be happy with roll up Windows!
Did the same thing at a shop I worked at in about the early 80's. Really sad thing too, should have never finished that job. A father had the job done as a present for his teenage son. On the day of the big birthday party and being handed the keys said son went out and killed himself in that Vega. He hit a bridge embankment at over 120 mph.
Pistolero
Well-Known Member
Looks like the head can be resurfaced and go again. Didn't run too long leaking. Probably overheating like
a maniac blowing fire into the coolant. Aircraft engines are very hard working, too. Normal cruise is at
75% rated power. That is why the cylinder are screwed into the heads. Never, ever blow a head gasket
that way. Parts not installed will never fail in service. Simplicate.
Yeah, as far as low gas mileage being easy to handle ......I have told people for years that "Oil is really cheap and
easy to install, do it frequently. Bearings, rings and pistons are expensive and hard to install. But if you don't do
your oil installation often enough....you will do the other."
I didn't realize that the current crop of truck diesels were that highly stressed. Not a good thing.
So, gasoline is cheap and easy to install, compared to cylinder heads....
a maniac blowing fire into the coolant. Aircraft engines are very hard working, too. Normal cruise is at
75% rated power. That is why the cylinder are screwed into the heads. Never, ever blow a head gasket
that way. Parts not installed will never fail in service. Simplicate.
Yeah, as far as low gas mileage being easy to handle ......I have told people for years that "Oil is really cheap and
easy to install, do it frequently. Bearings, rings and pistons are expensive and hard to install. But if you don't do
your oil installation often enough....you will do the other."
I didn't realize that the current crop of truck diesels were that highly stressed. Not a good thing.
So, gasoline is cheap and easy to install, compared to cylinder heads....
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Pistolero
Well-Known Member
Well, of course, Ford says to not resurface. That way they can sell you a new head instead of Joe's
machine shop taking .010 off of the old one. I wonder if there is some ACTUAL reason not to do it or
just a marketing choice.
I suppose it is possible that there is a genuine reason, but I start off
being quite skeptical.
But, if you are in the business, esp at a dealer, you will certainly go with the Ford recommendation.
Bill
machine shop taking .010 off of the old one. I wonder if there is some ACTUAL reason not to do it or
just a marketing choice.
I suppose it is possible that there is a genuine reason, but I start offbeing quite skeptical.
But, if you are in the business, esp at a dealer, you will certainly go with the Ford recommendation.
Bill
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Ian
Notorious member
Taking ten thousandths off with no way to put it back via thicker gaskets screws the whole operation up. Typically the heads aren't too bad on the 6.0L unless the engine roasted, this one did not but was purging coolant under hard acceleration and putting fuel into the coolant more or less constantly (separate issue, it also had a leaking injector cup on the bank opposite the blown gasket).
The whole malfunction with an otherwise decent engine design is Ford's engineering stupidity by spec'ing a coolant which is wholly unsuitable for the job. They did and still do recommend a silicate-enhanced formulation to reduce cavitation pitting of cylinder walls on the coolant side, but these things also have EGR coolers and engine oil coolers nested in the engine valley. What happens is the coolant gets so hot in the EGR cooler that the silicates precipitate out of solution and form little white, sandy beads that physically clog up the passages of both coolers. The EGR cooler, thus unable to exhange sufficient heat, cooks down and ruptures internally. Coolant then weeps into the intake manifold through the EGR valve and gets ingested into the cylinders causing steam explosions which no head gasket or head bolt can withstand.
Our fix is to replace the head gaskets after checking both block, heads, and cylinder walls for warpage or broken rings, replace the oil cooler, radiator, valley screen for the HEUI oil pump, all gaskets and seals including injector and high pressure oil log seals, install an aftermarket "Bullet Proof" EGR cooler, bead-blast the rusted-stuck annular ring in the variable displacement turbo, and finally put a nitrate-based HD truck coolant in the system. We don't mess with head studs unless the customer insists because the head bolts are more than adequate IF no steam explosions are taking place within the cylinders (studs won't help this anyway, the head in the photo I posted had ARP studs installed previously...and same OEM-recommended coolant and OEM EGR cooler that caused the problem in the first place). The only other issues we see with these engines are the injectors which have a less than 200K mile lifespan (typical of all modern light Diesels, enjoy your $4,000 200K tune-up!) and more or less chronic high-pressure oil leakage due nitrile seals in a very hot environment having to hold several thousand PSI. Stuff wears out or cooks to death very quickly, especially in the hot working states where these trucks are run very hard every day.
I left out the part about 6.0L Navistar FICM transformer failures....I'll let S Mac rant about those!
The whole malfunction with an otherwise decent engine design is Ford's engineering stupidity by spec'ing a coolant which is wholly unsuitable for the job. They did and still do recommend a silicate-enhanced formulation to reduce cavitation pitting of cylinder walls on the coolant side, but these things also have EGR coolers and engine oil coolers nested in the engine valley. What happens is the coolant gets so hot in the EGR cooler that the silicates precipitate out of solution and form little white, sandy beads that physically clog up the passages of both coolers. The EGR cooler, thus unable to exhange sufficient heat, cooks down and ruptures internally. Coolant then weeps into the intake manifold through the EGR valve and gets ingested into the cylinders causing steam explosions which no head gasket or head bolt can withstand.
Our fix is to replace the head gaskets after checking both block, heads, and cylinder walls for warpage or broken rings, replace the oil cooler, radiator, valley screen for the HEUI oil pump, all gaskets and seals including injector and high pressure oil log seals, install an aftermarket "Bullet Proof" EGR cooler, bead-blast the rusted-stuck annular ring in the variable displacement turbo, and finally put a nitrate-based HD truck coolant in the system. We don't mess with head studs unless the customer insists because the head bolts are more than adequate IF no steam explosions are taking place within the cylinders (studs won't help this anyway, the head in the photo I posted had ARP studs installed previously...and same OEM-recommended coolant and OEM EGR cooler that caused the problem in the first place). The only other issues we see with these engines are the injectors which have a less than 200K mile lifespan (typical of all modern light Diesels, enjoy your $4,000 200K tune-up!) and more or less chronic high-pressure oil leakage due nitrile seals in a very hot environment having to hold several thousand PSI. Stuff wears out or cooks to death very quickly, especially in the hot working states where these trucks are run very hard every day.
I left out the part about 6.0L Navistar FICM transformer failures....I'll let S Mac rant about those!
