I'm afraid it has been discussed many times before. What I'm not sure about however, is if anyone ever had any good experience with sleaved engines. Dave S will be along shortly to tell you about his "adventure" with sleaved 7.3s.
I'm rebuilding my 6.9 right now, and all I'll do is a honing (244000 on it), but I have virtually no piston ridge. I can ask my machinist what he thinks about sleaving, maybe he can shead some light on the idea. Do you know for sure if you have cavitation? If the SCAs were maintained in the cooling system, you should be fine, unless you have to rebore it, then you are rolling the dice, since the 7.3 has such a thin cylinder wall to begin with.
1986 F250HD Ex cab Fresh built up 6.9L diesel, Lariat AC leather seats power everything w/full cluster, sterling rear 3.08LS gears, E4OD trans, ram intake ATS 088 turbo
1986 F150 Ex cab Lariat rollercam 5.0L on LPG AOD trans 3.55 gears 390 000Ks
That would make it impossible to run SCA's unless he has a closed cooling system with a water to water heat exchanger.
Most boat engines I am familiar with run water from outside the hull through the engine for cooling.
That is the main reason marine engines can run more power than the same engine could produce in a vehicle.
I personally have nothing good to say about sleeves from my experience.
None of the local machine shops will install or have anything to do with sleeves either.
Block overbored, then the sleeves are pressed in with super locktite to glue them in place.
The head gasket fire ring rests on the sleeve, when the engine is operated the locktite lets the sleeve move.
A cracked block is the end result.
A 6.9 block bored 110 thousandth's makes a it a 7.3 block.
All diesel engines have cavitation issues because of the extreme cylinder pressures.
Cavitation is the result of the cylinder wall moving toward and away from the coolant.
Cavitation is more of an issue in the 7.3 because the cylinder walls are thinner.
Thinner cylinder walls means more movement and the cavitation has less distance to eat away the cylinder wall before coolant enters the cylinder.
I bought a complete drop in reman 7.3 turbo engine to replace my 6.9.
Three of them had cracked blocks in 28,000 miles.
They sent me a fourth, I tore it down before I installed it.
The sleeves were dropped below the deck in several cylinders of an engine that had never been fired, I refused to install it because my warranty was about to run out.
It took several months to resolve the dispute, but I did get a buy out in the end.
Took the money and bought a salvage yard 6.9 engine which I rebuilt myself.
I have 4000 in the rebuild, the complete drop in was 7000 dollars.
86 F250 HD 6.9 IDI ATS turbo "not exactly" stock 4x4 T19 BW1345 3.55LS both ends D60 front, 10.25" Sterling rear, ram air, dual stacks.
"With the high hours on these engines I expect to over haul them some day but oil use is low and performance is still good so that day isn't here yet."
IMHO 3200 hrs. is just getting broke in, you are running at constant rpm's and in a clean environment. I have seen diesels with over 10,000 hrs in farm tractors that run like new. Yes IP's and the other items you speak of are just maintenance Items,
What HP does the stickers on your motors say they are?
Ken in Central NY, now with over 58K on WVO
Ken, Central NY
Mighty Pre-94, (93) F250, 2wd, 7.3 N/A, E4OD, 3.55, ext. cab, 363K 5-14, hit 333,333.33 on 6-12-11 @ 2:14PM EST, Last 193k on WVO.
has any one had any luck with liquis glass sealing pin holes? I preasure test and leaks down to 7lb. get water in oil , no oil in water, no water on top of piston when preasure checked and no bubles in rad. dfoes not run hot but lose4s water. no water out exhauet or poping out intake. HELP
you can go to autozone and rent a radiator pressure tester. go ahead and put the pressure to 13psi and watch it leak down. try to crank the engine over once the pressure has dropped. if your engine wont spin, like its locked up then you have cavitation issues, if it spins and you get more water in your oil then its your oil cooler.
1990 F-350 LARIAT 4x4 7.3L IDI diesel ZF5. 1992 front with cowl induction hood, 1997 doors and tailgate. 2004 6.0l intercooler, PSD heated power and signal mirrors. AMSOIL bypass system, full synthetic system. 5.38's, 46" tires, 20" wheels, 12" lift with shackle reversal front, shackle flip rear. Ladder bars in the rear, 2" hydraulic assist steering, hydroboost brakes, onboard dual compressor air system. twin air horns, black interior, 100 gallon in-bed tank. 94 IDI-T motor, SMF conversion.
my local machine shop (b & r machine, knoxville tn) tells me that they have a VERY experienced customer that only works on 6.9 & 7.3 engines and INSISTS that every 7.3 block he brings in be sleeved whether it needs it or not and that this has been his practice for years. The customer continues to use the shop, so Im assuming they know what they are doing
As long as a lip is left at the bottom of the bore, so the sleeve can sit on it, and not drop in and hit the crank, everything is fine.
1990 Ford F250 4x4, ZF5, L/S 4.10, N/A 7.3L Diesel, 568,808km/377,497 miles, still on the original clutch!
1989 Ford F150 300-6, C6, 2.73, 152,000km/95,000 miles.
1987 Ford E350 26ft. Motorhome, N/A 6.9L Diesel, C6, 3.54, 289,000km/180,000 miles.
1985 Ford E350 Ext Van, 6.9L Diesel, C6, 4.11, 677,000km/425k miles
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