I personally don't think it is a violation of the "stock block" idea to replace the broken piston ring while you have the head off. I think it would be more useful to have an idea of how much HP/torque a stock bottom end can produce when all the parts are in good working order.
Thanks for the ride . Had a sbc 350 swap gas on 4/6 fire sloted the head to the valves(3/4" deep, looked like a cutting torch had been used) and cracked the block3/4 of the way down. The builder could not understand why I didn't get water into the oil pan as the cracks were past the pistons. Only symptom was poping through the carb when you opened the 4bbl on a new motor.
This is truly my worse nightmare lol. If my 7.3 goes I want rods out the block or holes in the pistons because it’s dam near easier to pull the motor than take my compounds off and pull heads lol.
Great video. Very well described! I have a 05 Cummins and my motors not eating coolant but doing opposite. I’m getting coolant pushing out the resivor on firewall! Seems to do it a lot more the more I’m into boost like it’s pushing coolant from head lifting.
fyi to anyone doing a head gasket planning to make more than 800hp. Do yourself a favor and spring for the arp 625’s and even an o ring head if your going to have it machined anyways. I just replaced my head and used an oem Cummins gasket and re-used arp 2000’s. With the 80psi of boost i was pushing I lifted the head. Don’t be cheap
Nice. She’s a bit more work getting that pan off I know. But my curiousness just wants to see what I will take. Always a pleasure to watch what you boys are doing.
Man, I'm glad you posted your preliminary findings with the rock hard radiator hose. My 12 valve swap in my 98 Chevy is doing the exact same thing. It seems to be getting worse as it's pushing gallons of coolant into the Overflow and of course out on the ground after that. I have the same symptom. No milkshake now I know contamination, but I'm definitely getting combustion pressure in my cooling system. I'm very interested to see how this fire ring in just thr head goes. I'm half tempted to buy one of the new heads from PDD and do either an O-ring or fire ring. What would you recommend? I have a 500 horsepower fueling package and ak27 now I so I'm not looking to make crazy power, it's just a tow rig. I already have a new head gasket, which is why I was leaning towards O ring, but I'm open to suggestion. I know the firing will do a better job ultimately, but I really don't expect to make more than 400 horsepower.
Howdy! Is there any way you and Myer can do a video on his common rail swapped 2nd gen and how you got the common rail to run in the 2nd gen. A video on Myer's rack and pinion set up would be awesome too!
Looking forward to seeing the fire ring process. Do you anticipate any issues with reusing the 625s? Is this type of failure more attributed to the amount of miles on it or the combustion pressure it saw lifting the head?
Restore I did the vinager routine 1 ga vinager, drive 500mi and flush till clear. on my 91.5 it got it sparkling clean. 2 months later I poped an oil cooler,and got a chance to do a colonoscopy on the cooling system looked like it had just been assembled fresh out of the machine shop, no rust or crumbleys anywhere just oily shmew. I used the Cummins brand Restore to insure no trace of the oil left in the system after replacing the oilcooler . Good stuff, peace of mind that no other first symptoms wound be covered up by trace oil left in the system.
Hold up. Ur not gonna pull number 4 and install a set of factory replacement rings? I've never done it on a cummins so maybe dropping the pan is harder than I realize.
I am doing my head on my truck atm. I noticed the holes on the gasket's cooling jackets are different sizes. I can assume this is for a good reason. With that said what cylinders coolant jacket seem to fail most often from your experience? I modified the holes on another engine that was known for head gasket failure, and it has not since. I am new to this platform so i have little history of failure on this platform. Number 6 was the failure for me. This is assuming 6 is the back cylinder against the fire wall. A prompt answer would be greatly appreciated. You seem to be more than just a mechanic. I should have this back together this week end.
Hey Josh, I tried calling PPD sales and they said you don't offer any parts for the 68RFE. I haul a 15-20k trailer regularly and my torque converter died this week. Who do you recommend getting a converter from? And do you recommend the triple disk for how much I'm towing?
Something I wanna mention a safety issue you talked about the suck in the bolt holes and stuff out with the vac shop vac be careful if you got flammable liquids like brake clean inside dear some shop vac‘s though of Armature on the motor is exposed and you can actually turn nothing into a bomb OK and what I recommend to do is take like a little bit of brake clean spray it in there and vac at the same time just be careful your shop vac doesn’t die to have that hoe or excuse me the exposed Armature to Casa explosion inside the shop vac tankThis is six in a row jim and I’ll tell you something this community with the Cummins people I think is arguably the best of all the Performance people out there I mean there’s other good guys too but Cummins people really seem to be really cool OK have a good day bye
Check the head distortion. Maximum overall variation end to end is 0.305 mm (0.012 inch), and maximum overall variation side to side 0.076 mm ( .003 in.). Taken from Chrysler Dealer connect for 2010 6.7.
