Hey guys. I got a new turbo in and everything seemed fine until a couple mid range pulls, at only 7 psi, when the car started missing like crazy. It was barely able to get itself home. Double checked the timing and I do think it was a tooth off. Got all that taken care of, and the timing is fine, distributor is moving. Fired it up and it was better but still ran like . Removed the intercooler and started pulling plugs. Plugs looked good so I got out the ole compresion tester and found no compresion in 1 and two and found 115 in three, 125 in four. Has a new head gasket with just a couple hundred miles on it, could it have blown? No water in oil and oil in water and no smoke.
Did you pop the oil filler cap off while it was running to see if there was a lot of blowby? You may have blown the rings.
No I havent, These things always have a little dont they? How much would be too much? And would ring go catastrophicaly like that? usually rings wear dont they? I was only at about 3000, maybe 3500 when it went to $%!t.
Depends on what condition the motor is in. Lots of miles, age, wear, and sock a bunch of boost on it
I knew this guy in college with a 62? Impala. Had a 283 in it with about a billion miles on it. He had a top end job done to it. And when it fired for the first time the blow by was SO bad (how bad was it) it was SO bad it blew the oil breather cap off the filler tube on the front of the intake, and made a thump as it hit the underside of the hood.:punchballs:
I vote for head gasket...
I've only seen one engine with the piston ring lands blown out on adjacent cylinders, and that was a 428 Cobra Jet...
Ah . stupid cheap gasket. I guess I will pull the head tomorrow. dang it.
x3
use a copper gasket and you wont have this problem any more:D
although its possible,, i cant see having
"""ZERO"""" psi on 1 and 2. Sure thier strokes are 180 out but it would seem that needs to be one hellava break in both head gasket rings in order for one cylinder to bleed into the other in order not to have a psi reading on your guage.
With a blown headgasket, you should have some sort of reading.
if this were a v motor, i would verify a headgasket by removing the rockers on the two cylinders. Now both cylinders valves are closed.
Next I would stuff one cylinder spark plug hole with tissue paper real tight.
next i would insert air presure into the other cylinder. If the tissue paper blows out , its probably a headgasket leak in between cylinders. This does not rule out a crack in the head but that crack would have to be lower than the valve seats and more along the bottom of the head in between valve chambers.
its really odd the gasket is blown this early and if it is, you need to look at what you did not do correctly the first time.
is there such a thing? what do you mean? most of them are constructed the same.
I've done it twice. No reading on adjacent cylinders. All of catjam witnessed that this past year.
Headgasket for sure. I've blown them between 2 and 3, and between 3 and 4.
Also, don't waste your time with a 1035 gasket, they are not specific to our application, the 8993 gasket works well.
my 86 turbo had the gasket blown from 2 to 3 and the way i found out was when i did the compression test.
i had all 4 spark plugs out and when i had the gauge in #2 the air was coming out of 3 spark plug hole, same would happen when i did #3. nether 2 or3 had any reading on the gauge . when i pulled the head. there was about 1 inch of the gasket gone and the was a groove in the block surface! so that why i now have the 86 mustangSVO engine in for replacement.
(http://www.supermotors.net/getfile/658824/fullsize/t-bird-002.jpg)
update?
I was always under the impression that the 1035 was the way to go on the 2.3T. What exactly makes the 1035 different than the 8993? I'm just wondering since I have a 2.3T sitting in the garage waiting to go in the Ranger.
Sorry for the delay guys. Out of town on a family emergency. Have not had a chance to look at the car yet. I was refering to the "Stupid cheap gasket" as the felpro gasket that came with the "head gasket set" from AutoZone. I could not even tell you what the number on it was. But I can tell you that I have built a few motors in my day , and have cerainly gotten myself into a posistion to be compitent at changing a head gasket. I have done a few 2.3s in my day, first one was truely a pinto, and two ford rangers. However this is my first turbo motor of its kind and I think the "cheap gasket" may not be up to par. I have read a lot about the graphite gaskets. Any one care to weigh in on this? And which Copper oring gasket is it you were mentioning before?
Im doing all the reasearch possible on the 2.3 now cause im soon to be the one under the hood.
Ive had this cool write up for some time now and think it has pretty good alternatives for tubo head gaskets.
http://yarchive.net/car/turbo_head_gasket.html
Holy ! That is some deep stuff! sounds like some pretty good experiments, however, this car will not ever see more than 20 psi, well, untill I decide I can just blow it for the hell of it. I will say that is some bad stuff though because My dad and brother is a big fan of the Z cars and I do plan on building one for myself one day. Of coarse with some boost.
Well I got the head off, have a look.
(http://i279.photobucket.com/albums/kk123/superdavesds/Cougar/blown1-2.jpg)
This is between 1 and 2
(http://i279.photobucket.com/albums/kk123/superdavesds/Cougar/blown3-4.jpg)
This is between 3 and 4.
With 1-2 blown so badly, and 3-4 about to let go, what was the problem? Not telling me that came from just a couple of 7 lb pulls. Block is unhurt btw.
If it was the FP gasket in the set, it is the 8993, which is a decent gasket, and the one you should use if you haven't had the block/head checked, machined for flatness. If you use the 1035 without making sure the block/head are perfectly flat, you WILL have issues.
If it popped @ only a couple "7psi pulls" there is something else wrong. Take the time to check the head to make sure it's flat, clean everything very well.
Those comb chambers are pretty black. How rich is thing running?
Very rich.
That's pretty definitive
It really wasnt rich untill after I blew the gasket. After that I had to drive it about five miles, then had it started again to get it pulled into the shop. Keep in mind, I did get this one super hot once. Hole in the radiator and it pegged and died, got it cooled down and then drove it. New radiator installed and it was good. This was the first time this thing seen boost since it was hot. That could be a huge factor. I did double check and it is an 8993 hg, and just using a strait edge, the head and block look good. Looking back, what hapened to the pinto and one ranger was the waterpumps going out that started all the problems in the first place. I used a 6 in. sanding block when I cleaned it the first time, working in an x patern kinda like body work, looking for variation. it all looked good, and you can see the original machine marks. I also took note today that on the block I can see the defined circles from the O ring on the hg. Odd thing is with this 8993, you have a solid metal on the block side, and rings on the gead side of the gasket, Is this the same as what was stock on this little guy? What do you think on the overheat? will it kill a brand new hg?
Well i got the head back on and took it out for some driving, Car seems to be all good at about 15 psi. I did however have a couple other issues that have to be taken care of. High ide wont stop, and iot is shifting really late, Will start a new thread after looking into it.