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When I put the engine back into the truck I will have one of the hose people
at work make me some nice silicone hoses for my filter. I had removed it about
6 months before I pulled the engine do to leaking at the hose connecters.
It's really silly I have only done little things to get the engine back together.
I am waiting on a new ring expander. My old one was for larger pistons
and also did not support the rings the way the new one will.
Not mine but I feel like it's one of mine so:
A pic of it stripped down this far, you know.
Backing plates were practically gone.
Waiting on the passenger side backing plate but the list is backing plates, parking brake shoes, shoe hardware kit, hub seals, pads, rotor, caliper & brackets, and brake fluid.
Good times
Not mine but I feel like it's one of mine so:
A pic of it stripped down this far, you know.
Backing plates were practically gone.
Waiting on the passenger side backing plate but the list is backing plates, parking brake shoes, shoe hardware kit, hub seals, pads, rotor, caliper & brackets, and brake fluid.
Good times
😕
This is on a 2006 F250 6.0, of course.
reminds me of when i changed the rear backing plates on mine...
What's crazy is the customer also has a 2001 Excursion 7.3 and the backing plates are mint, no rust at all. The rest of the Ex matches this truck.
Rust is killing both of his Fords. I might do cab corners in the spring. Rotted cab corners are typical on these cab & a half trucks.
just curious/brain stormin... how "catastrophic" can a split oring in the top of the injectors be for pressure loss in the oil rails?? like how many would have to go before you lose all pressure on one side to kill an engine? can it also cause it to "flood" the rocker box??
I know from personal experience you can fill these heads faster than it can drain down doing oil changes... have filled the pass side one faster than it could drain down that it backed up the fill tube... just curious if the oil rail could do the same...
just curious/brain stormin... how "catastrophic" can a split oring in the top of the injectors be for pressure loss in the oil rails?? like how many would have to go before you lose all pressure on one side to kill an engine? can it also cause it to "flood" the rocker box??
I know from personal experience you can fill these heads faster than it can drain down doing oil changes... have filled the pass side one faster than it could drain down that it backed up the fill tube... just curious if the oil rail could do the same...
It took two top injector seals to cause a hot no start on mine. Don't think you could ever flood the rocker box either.
just curious/brain stormin... how "catastrophic" can a split oring in the top of the injectors be for pressure loss in the oil rails?? like how many would have to go before you lose all pressure on one side to kill an engine? can it also cause it to "flood" the rocker box??
I know from personal experience you can fill these heads faster than it can drain down doing oil changes... have filled the pass side one faster than it could drain down that it backed up the fill tube... just curious if the oil rail could do the same...
What's crazy is the customer also has a 2001 Excursion 7.3 and the backing plates are mint, no rust at all. The rest of the Ex matches this truck.
Rust is killing both of his Fords. I might do cab corners in the spring. Rotted cab corners are typical on these cab & a half trucks.
You might want to check to see if they are lightly magnetic next time, the slight rust version of stainless.They also may be a one-piece, rather than the lamination of two sheets.
It took two top injector seals to cause a hot no start on mine. Don't think you could ever flood the rocker box either.
hmm mines not even starting cold atm. Was wondering if that had been the case. But still perplexed then. Wish i had more than a day here and there to play with it.
Originally Posted by Fuzzpuss
How are the oil rail nipple seals?
were replaced when i had the engine apart for the original head gasket job.
11-27-2021, 04:43 PM
