nobody has seen this situation i think so yeah use a micrometer to measure the bore and gap and your done.check your valves and by pass for ridge paths to see where it spins out and grinds the piston rings from oil comsumption.that motor is done for because one its a shit looking ridge and ohh yeah it has a ridge ,get it machined, but i just rather get a new motor,.its cheaper and less of a hassle.
The rings lining up will cause a dead hole.I had it happen on a 350 Chevy circle track race car engine,my ring end gap was setup at .016.After a leakdown test showed leakage into the crankcase,I disassembled the engine and the only problem I found was the two compression ring end gaps lined up.I reassembled the engine with the same parts and it ran like a champ.
also you can google ls1 aircraft engine and find my uncles shop in texas they build the engines as well as the gear power unit that adapts the engine to the prop.We use alot of these engines on X craft but there really catching on.These are good motors for aircraft because of the ignition system as well as they are easy to dry sump.Also light.BTW the installation of the head bolts is hard as well, they get stressed to a angle not sure on car engines but we go 19 DEG over ARP bolts there good.
well im going to have to repost stupid youtube lol well yes Fel Pro i think thats how you spell it? makes a old school style gasket there green looking.Thats what i use.Also the kid gloves was saying the mating surface MUST be clean and lapped we use a big wheel with #330 silicone carbide abrasive to smooth out the head and block VERY long process about 2 hours but also they use a solid copper gasket as well as a weird locktite 518 or 515 on the water ports it never fails but is hard to master.
I would say that engine had a head gasket leak and it leaked antifreeze down into the cylinder 6 and then into the oil. The oil was milky so it had antifreeze in it. The antifreeze eventually gummed up the compression rings and it lost compression in that cylinder. When it lost compression it quit pulling antifreeze into the cylinder and quit blowing air into the antifreeze.
@westin1985 I pretty sure you hit the nail on the head.I rebuild this type engine on mod. aircraft engines and the 5.3 family are known for blown head gaskets.They use those crappy carbon gaskets and have to be installed with kid gloves.
@aflackducky1 I have rebuilt no less than 30 of these type engines and most were due to lifter failure of blown head gaskets.This was clearly a blown head gaskets.I love this guys show and hes sharp but i have just seen this so many times on these engines.The fix is complete rebuild,REAL head gaskets lol,upgreaded lifters and for Gods sake change your fluids on the dot.These are good engines just like all things have there weak spots.BTW great comment.
@aflackducky1 Are there any better quality gaskets that can be used on this engine? What do you mean when you said "have to be installed with kid gloves"? What kind of aircraft use this engine? (got any pics/vids of the aircraft being worked on) You should do some videos. I would like to see some aircraft being worked on.
@westin1985 sure you can google ls1 aircraft my uncle owns a shop that does these conversions it aint cheap but some people LOVE them.As for the head gaskets FELPRO i think thats how you spell it makes a GREEn looking old type head gaskets also some people use a solid copper one as well but the factory graphite one have there set backs.KID GLOVES well i mean the head surface must be VERY LEVEL AND CLEAN! we use a lapping plate its a BIB! pain lol. and nasty plus it uses silicon carbide very bad.
@westin1985 I beg to differ, see the 'Leak Down Test' video for how this was diagnosed as no head gasket failure was present according to the testing.
@EricTheCarGuy That leak down test would seem to only work with catastrophic failure of the headgasket. The leak down tester showed 15psi when calibrated to 0 air flow. So the leakdown testing pressures are not that much. Also you was not able to have any cylinder pressure due to ring failure. If you could have had higher cylinder pressures with the leak down tester (60 to 140psi) you might have seen the head gasket leak. Some headgasket leaks are small and heat sensitive.
@EricTheCarGuy it will always be a mystery. some things are hard to find out what happen. i had a sbc that was rebuilt (not by me) and it run about 10,000 miles problem free then bam it had a massive amount of blow by enough to blow the pcv valve out. thought a ring broke but when i got in there every piston on 1 side broke. we have checked ever thing we can and still can't find why. who knows what happen. thats just how it is some times. later
@westin1985 hey bud land rovers? well i have only owed one it was a very poor truck but im only a yank LOL! could just be me it got terrible MPG but i do like to stomp it out :) and the rover did scoot!
I hope this isn't too personal, but how long did it take to do the entire job start to finish and how much did the customer have to spend? Getting a used engine with 10 miles on it, I would think is not that common, but was probably reflected in the price.
@EricTheCarGuy WOW that's a lot of time (meaning labor cost), but I guess since the general condition of the vehicle was very good, it was worth the investment (which is assume was in the range of 4-5K. But besides that, what is worse, time or miles? It has been my experience that time tends to hurt a car more than high mileage. Meaning is a 5YO car with 100k is better than a 10 yo car with 50k (assuming all other things equal eg maintenance, not accidents etc)
you should see the piston on my chevy 2.2, has 343,000 miles, but two pistons are dying, and one is on death row.but im not going to fix it, just pulled the head to fix a head gasket but found something other than what i was expecting. But the car still some how runs fine, (my definition of fine is, runs without miss fire, or oil burning) but does lack power, hence burned up pistons. But i have a video uploaded if you want to see, its first video on my channel
@ad356 I don't agree. I owned a new 03 Bonneville. Oil change and reg maintenance, I used the best oil. When I got to the 100k line everything under the sun went wrong with that car. Hub bearings tie rods, coils, and the radio. I turn around and got a 87 Nissan Sentra, instead of fixing it. Ive had this Nissan for the last 3years and have yet to replace any parts other then tires and shocks. it has over 300k miles. American cars are not built the same. Its sad but true.
@jofridz I think the american cars are built to break down. This gives the dealers plenty of business. GM's 4.6L and 4.9L Northstar Engine was made for almost 10 years and they have a problem with the head gasket failure due to the head bolts pulling out of the aluminum block. From what I understand the threads are too fine and the aluminum fatigues. How could GM make something like that. They had to know it was a problem.
You do know that the more you explain how someone is wrong the more they are going to try and explain how they are not. Eventually you may hear things like "oh but the weather in Africa causes decompression" (Yeah, silly but it can come to such stupid statements in the end)
I believe you are right in that the rings are lining up coupled with the stuck oil ring (and overheating) and lots of wear and tear has finally caused it to leak. The cylinder walls are not the same anymore. Still interestin
@RealCadde I don't mind the people that disagree with me many of them make some good points I just ask for a give and take instead of a 'he said she said' kind of thing. I actually enjoy the dialog in those instances.
Eric, I was under the impression that piston rings spin or rotate on the piston when the engine is running. Perhaps there was some sludge and varnish that gummed up the ring lands and they got stuck like you showed. 1 in a million, but stranger things have happened. The underside of the oil cap looked pretty nasty like the oil hadn't been change often enough leading to gummy piston rings and ring lands. Just a thought.
@Drew99GT That has actually been addressed in the comments below by a few people and I believe that to be the most plausible theory till I'm able to get in there and do some real measurements.
i just have one comment, many years ago i rebuilt a lawnmower without the piston rings (4 stroke 150cc) and i managed to get it running, there was enough compression in the cylinder without them. that's why i am not sure about your theory on the rings 'lining up'. I do agree that it must have been an issue arising from lack of maintenance and possibly insufficient lubrication in the cylinder. my guess is the top of the cylinder isn't round. thanks
@somenutjob I agree that the jury is still out on this one that's why I still have the engine as I hope to tear it down again and do some more measuring to see what is really going on. Thanks for the comment.
Cool video... just a couple questions. Did this vehicle have Castech Heads? Second question... how late of a 5.3 engine can you put into a 02 Avalanche? Can I put a later model 5.3 in?
@KyRock1968 I'm going to admit that I don't know the answer to either of those questions, you might want to look through the comments below because a couple of GM techs responded, you might want to ask them those questions because unfortunately I don't know.
@KyRock1968 Up to 06 also if you go 05 or newer you might as well also get yourself a set of electric fans to go with it since the ECU is pinned for them it frees up horsepower and gives you a lot of room.
@Eric, cont. In a detonating engine, the top of the piston would get very hot. I think the heat and mechanical flexing of detonation changed the tensile properties or surface finish of at least the top compression ring, which bears the bulk of the combustion pressure. Maybe the top of the cylinder wall could have been affected. These rings are low tension, so I think it wouldn't take much damage to the top ring to loose compression.
@geekdad2000 That is an intelligent theory, in fact I hope to get my hands on some measuring tools and see what kind of shape the cylinder and piston are in that just may confirm it. Thanks for the comment.
@Eric, Love the videos! I have to mention another theory on the 5.3 with the bad cylinder #6: The AFM motors gum up the oil rings and burn oil in 1,4,6,7. The plugs for 1&6 were oily. Excess oil can promote detonation. To me, the piston & head look like they were probably cleaned mostly by sustained low-grade detonation. Detonation could explain the recessed valves on #6. You said that the truck was used for towing, right? The top ring is very close to the top of the piston.
@geekdad2000 I have a hard time believing its detonation, the knock sensor would detect that and retard the timing. That discoloration that we all saw on the cylinder wall i bet was raw unburned fuel seeping down past the rings probably has 10% ethanol in the gas. Ethanol is very corrosive it could have been a flex fuel vehical also which runs 85% ethanol. Gasoline cleans very well which to me indicates why the piston is clean, spark cannot burn all the fuel if there is no compression.
@klfer Detonation would be low-grade in the one cylinder -- something not enough to always trigger the knock sensor. Yes raw fuel would clean after comp. was gone. Oil-induced detonation might explain upper comp ring heat damage and loss of compression in the first place, and the recessed valves.
I just bought an 07 yukon with 70K & all new pistons & rings (warranty) cuz it burned 1qt/500 miles. I'll bet Eric's truck burned that for 40K+ miles before losing comp., most of it through cyl. #6.
@geekdad2000 I don't think the valves are recessed because if the were they would not seat. With 2 knock sensors i am having a hard time with detonation, todays knock sensor are super sensitive. With the cooling properties of Ethanol the engine having coolant, no head gasket problem I don't think that cylinder got hot enough to have pre-ignition.
@EricTheCarGuy I always thought that the big valves would be the exhaust valves so that when they open you could minimize the likelihood of having exhaust gases stuck in the cylinder, no?
@for2utube The oil control rings were frozen but the compression rings were not, they did however appear to be lined up when the came out of the block. Thanks for the input, that service bulletin sounds interesting but I wasn't able to use the link. There was every indication in my mind that this engine failure was the result of poor maintenance or better yet, no maintenance.
Looks like the AFM pressure relief valve causes excess oil to be vented into the crankcase, splashing onto the cylinder walls, and leading to stuck oil control rings (step 5a).
If you had stuck oil control rings you'd burn a lot of oil, explaining black deposits on plug 1 but not stuck compression rings on 6.
@trinidee247 Cool, I was hoping for someone to weigh in with some similar experience. To be honest this is the first time I've seen something like this. Thanks very much for your comment.
I have one question Eric, on the ring gap statement you said that the ring gaps should be 90 degrees away from each other. Why only 90 degrees when you can position the ring gap 180 degrees away from each other? Why only 90 degrees? Sorry for the stupid question, just trying to understand the proper placing of piston rings.
@MoneyMarcMes Keep in mind that you are also setting up the oil control ring gaps and by the time you get to the bottom ring after going 90º on the rest it will line up with the top ring. The basic idea is to stagger the rings so that they don't line up the way these seem to have done.
By the way Eric, I think you do a fantastic job with your videos! Your good attitude reminds me why I started doing this way back when and helps me maintain perspective sometimes Thanks!
I have a 2007 Suburban with the same 5.3 AFM Vortec engine with about 75,000 miles. It runs fine, but the engine computer keeps telling me to add oil every so often (twice in the last 2 months). I am still under the Powertrain warranty, any suggestions?
@cam9522 I might take it in to have a compression test done to see if the problem might be related to excessive blow by, if it is you might still be able to get your engine replaced before your out of warranty.
Another posibility would be a malfunction with the AFM (active fuel management) or cylinder deactivation feature that this engine has. If there was a problem with the system or one of the lifters on that cylinder the valves wouldn't open at all and you would have no compression (the system works by allowing the lifer to bleed off so that the cylinder dosen't fire). The slight hiss you hear from the oil cap could just be blow by. The more I think about it this is the most logical answer.
@tatersalad189 I would hardly call the noise from the oil cap a 'slight hiss, I have done leak downs before and did it on more than one cylinder in the leak down video, the other cylinder tested only had a slight hiss coming from the oil cap at 60% leakage. Even if that was the case it still would not explain the 100% leakage on #6 cylinder or the discoloration on the cylinder wall but would explain the compression test readings.
@tatersalad189 I'm not real educated on GM's AFM. I've never had vehicle come in for an AFN issue in my shop. I know it prevents the lifters from opening the valves and is controlled by the ECM through solinoids that control the oil galleries. If its on and the valves are closed there would be no compression loss there. If its off the lifters open and close the valves normally.
@vipermech First off I will say this, the HF leakdown tester is a POS I don't trust what it was saying. Second no engine is 100% tight, there will always be some compression loss. If the other cylinder showed 60% leakage actually had 60% I would expect a P030x code along with it. I'm not convinced that cylinder leakage was the problem at all. I think it had a problem with the AFM causing the miss, we'll never know for sure now though.
@tatersalad189 I don't trust the leak down test either. I do trust the compression test though, it read zero. You might be right about the AFM being the problem. As i said i'm not real familiar with this system. I think if there was an issue with the AFM it would have set a DTC though.
@vipermech If the valves don't open you won't have compression, we can all agree on that. There would only be a DTC if there was an electrical problem with the solenoids. The ECM has no way of knowing if there is a mechanical problem with the lifers, or weather the valves are opening or not. All it knows is that there is a misfire. Im looking at a diagram of the system right now, it only can deactivate cyls 1, 7, 4, and 6...
@tatersalad189 If the valves don't open, the only compression loss is past the rings. Where els would it go? Does the AFM bleed the lifter or make it solid holding the valve open?
@vipermech The AFM lifters are two piece, in AFM mode pressurized oil is sent through a dedicated passage wich releases a lock pin. When this happens the inner body of the lifter is alowed to travel down inside the outer lifter body as it comes up on the cam lobe. The result is that pushrod is not pushed and the valve dosent open. I suspect that what happend on this engine was that one of the pins on the lifters on that cyl broke. Google active fuel management to read more.
@tatersalad189 The bit of reading i've done said the lifters are being blead to prevent the valves from opening at different times. They don't hold the valves open to bleed off compression. I'm going to research this some more.
@vipermech That is correct. The valves do not open. The outer part of the lifter moves up and down just like normal as the cam turns, but the inner part that pushes on the push rod remains stationary. There is a lock pin that hold the two peices together making it function like a "normal" lifter. When oil pressure is applied to that lock pin by the solenoid the two parts "uncouple" allowing the valve to remain shut. The same thing would happen if that pin were to stick or break.
@vipermech I've read through these comments and find your theory interesting but how would that explain the 100% leakage at the bottom end with the leak down not even hooked up and the discoloration on the cylinder wall? Not trying to be confrontational just curious what your take on that is.
@EricTheCarGuy A failure in the AFM system in my opinion would not have the symtoms this engine has. I agree with you that it doesn't explain the 100% leakage to the bottom. The discoloration might be from a crack. But a crack so small you can't see would not leak 100% either. To be honest my freind, I have no idea going by what i see in the videos. It would require complete tear down and pressure testing of the block and heads. You did the right thing replacing the engine. Keep up the good work
@vipermech I still have the engine, perhaps if they wait long enough I'll get myself some measuring tools and get a REAL look at it. I agree that a small crack would not have made that much of a difference but I appreciate you taking the time to respond and offer REAL theories about this problem. Your input is greatly appreciated.
Eric, I'm also an ASE certified tech and a shop owner for what ever that may be worth. I looked hard and long at this video and it appears that the intake valve on the number 6 cylinder has recessed in the seat (when compared to the others). If that were to be the case the valve lash would be too tight and the rocker arm would hold the valve open. Loosening the rocker when doing the leak down test would have let us know. I've seen lots of Honda CRV's do this, and a few small block chevys.
@tatersalad189 I'm still not convinced that if a valve was hanging open that it would show excessive blow by at the bottom end during the leak down, it was 100% and had 0 compression during the compression test. In addition how do you explain the discoloration in the cylinder wall with that theory?
@TheKeyboardKowboy You need it in for doing the compression test but if you want to do a quick leak down without a gauge you need to take the schrader valve out. It was in when I did the compression test but out when I ran straight air into the cylinder.
@chillincruisin You do them at 90º increments because you still have to set the oil control rings as well which you also stagger, even though they don't control compression it's still good practice.
Oh... what I forgot... did you pull one of the other pistons? You might find something that explains the compression loss of cyl 6. What will the other pistonrings look like?
@Anacinc I'm sure they would look similar but the only way to really tell would be to measure everything properly I'm afraid as you really can't see thousandths of an inch of wear on something, it's much better to take a measurement.
Eric, I don't know if my suggestion already popped up earlier but doesn't it sound plausible that due to the fact that the oil controlerings froze which caused the pistonrings to overheat, that they slowly lost material due to friction eventually creating the gap where the compression is lost? I always thought that pistonrings close up very thight while the rings in the video seem to have lost some serious material caused by this friction...?
@EricTheCarGuy - Jeff Lutz (the builder and driver) of a 6 second '57 Chevy who campaigned it at Drag Week '09 '10 is building an '89 Honda Civic for his son Jeff Jr. The plan is a 434ci small block Chevy with two Precision turbos for DW '11. I've seen a few pictures. It's pretty Gnarly.
and putting that engine in an integra would be criminal. anytime honda makes a double overhead cam engine some thing magical happens. my 89 prelude had 135 horse in a 2.0 and could do 135 mph
@hobieslug45 only a honda owner can think honda engines are good. Nissan has the SR and the RB, Toyota has a 3S and the JZ, Mitsubishi has the 4G63, Honda has .... nothing.
@SovietSlayer never compared honda engines to other jap engines to each his own. so I guess you would swap out a 3s engine with that taho engine. good luck with that. honda has nothing? In my family my 2.2 has 425k and never adj. the vlv's (still in spec's) my two 1.5's have over 300k and never had a check engine light . so I might be a little prejudice but with good reason.and watch out for those sr engines I worked on two with frozen spark plugs at about 85k
@hobieslug45 Why would you downgrade from a 3sgte to a tahoe engine? With your basic turbo upgrades the 3s would make more hp.
That's cool if you think your honda's are well built because they go over 300k. I've seen NA-T 2JZs do the same and they are making over 400rwhp doing it. You have to move on up from oil changes to building engines in order to learn what good really is.
@SovietSlayer we are comparing apples to oranges. I bought my civic's for 800 bucks 10 years ago and I get about 45 mpg. thats where my head is at. I worked for a Lamborghini dealership in the 70's so I know about high performance and really don't give a shit about it. as far as me being an oil changer for the last 35 years I've rebuilt bus engines mainly detroit diesels and headed the a/c departments in walt disney world and lynxs buses. redesigning the sutrak a/c sys for gillig & orion
I think that ring gap sounds about right . If the ring gap was excessive then that would mean the cylinder boar was worn and there would be a ridge on the top of the boar where the ring doesn't reach. yes the compression was leaking through the rings unless there was a crack in the cylinder head combustion chamber ( not the vlv seats) which there wasn't and very unlikely to happen , but that would be the only way for air from the tester to reach the crank via oil galleys.
@hobieslug45 lets say the piston, rings and cyl. boar mic-ed up with in specs then the only thing left was the alignment of the rings and the sized oil ring (remember the oil on the spark plug). I think this would be enough to cause a miss. If this is true then and I dont think rings move around on the piston. If they did I would have at one time or another a miss on my 425k engine. rings are installed in exact spots and never lined up with wrist pins like this one
@gratefuldead42022 so yes the general consensus is that rings move around in their groves. so looking at history they don't cause miss fires unless there is another contributing factor . I mean when did you ever hear an honest mechanic say " I just had to aline your rings and put it back together"
I love people that throw out guesses and have no idea what they are talking about. I agree it was the rings. It's basically creating a blow-by situation and the leak down test proved WHERE the compression was escaping, which was down into the crankcase. If it was a headgasket we'd see milky coolant, loss of coolant (which I assume the customer did not report), and so on.
And yes, obviously the cylinder is cleaner due to lack of combustion. Gas is basically a solvent, something that cleans.
@EricTheCarGuy What are the odds of me finding such a predicament Im just starting out as a mechanic ... Please dont answer this question and I thank you for your time :-P
I'm wondering if it has a broken valve spring. During the leak down test both valves are closed. The pressure from the air in the cylinder during the test might have closed the valve completely. But doing a compression test the valve is opening and closing without pressure in the cylinder from shop air. If a spring is broken it will cause no compression on a compression test but might give different results on a leak down. Just a thaught.
@vipermech Interesting direction but not practical, if the valve wasn't sealing when I put compressed air into it it would not have held air at all and I would have heard it coming out the exhaust or the intake. In fact when I did the test it was a way of finding out if the problem was in the head or in the block. When I removed the head I did not see any broken valve springs either. Thanks for your comment.
@EricTheCarGuy We didn't get an accurate leak down with the gauge. We did hear slight air with shop air pressure applied coming from the crankcase. That might be just normal blowby. The actual compression loss might have come from a broken spring but the leak down would not show it because its forcing the valves closed.
I know in my head what i'm trying to say, sometimes it doesn't come out so people understand lol. I know this one is out the door. Just something to think about,
@vipermech OK but follow me for a second, how would the valve close if it was hanging open when I applied the air? I would think the air would just come right out. Remember I put straight shop air into it because the leak down was crap. In addition the valves looked closed in this video and I did not see any broken springs. Still going back to the discoloration on the cylinder wall as to me this was the smoking gun, I think the miss would have acted different if it was a valve issue.
@EricTheCarGuy That engine had a dead miss and zero compression. The discoloration and ring gap is not the problem unless there is a crack in the cylinder that opens up at running temp. A broken spring will leave the valve just dangling there loose. The 125psi air pressure applied will force the valve closed. I also noticed a clean spot in the head between the valves. Maybe its cracked. A cylinder with zero compression has a huge leak. The evidence in the cylinder doesn't show that.
It is perfectly normal for the rings to rotate around. Eventually 2 will line up. I bet most of us watching this have ring gaps that are lined up in our engines. Remember the 2 rings in this engine were NOT lined up. They were 45* apart. The gaps close down as they heat up, so any leakage is minimal. Eric checked for a spark, but didn't check the injector. The leak % check was done with only 15 psi. You can't trust that reading.
MORE THAN LIKELY THE INJECTOR WASN'T SPRAYING CORRECTLY.
@gratefuldead42022 im thinking the injector was deffinatly working thats why that cylinder was so clean, that could be because of a misfire due to engine problems (rings lining up and losing compression) but you could also be right, maybe it was a leaky injector. That cylinder was deffinatly running lean/hot you can see the colour of the combustion chamber on the head.... wierd shit, anyways its fixed now so good job eric your awesome
@gratefuldead42022@gratefuldead42022 im thinking the injector was deffinatly working thats why that cylinder was so clean, that could be because of a misfire due to engine problems (rings lining up and losing compression) but you could also be right, maybe it was a leaky injector. That cylinder was deffinatly running lean/hot you can see the colour of the combustion chamber on the head.... wierd shit, anyways its fixed now so good job eric your awesome
@gratefuldead42022 Hold on there mister, watch the leak down test video as I did a power balance test AND I did not feel it necessary to test the injector on a cylinder with 0 compression. Remember I took the tester off and ran straight shop air into the cylinder at 125psi because I didn't feel the tool was working correctly. Try again.
I know it has nothing to do with video but i was wandering if you could give me a hand with with my audi. I scaned the car and it keeps giving me the code p0741. The car works great but im just concern that the check light is on I was just wandering if its something serious.
@bustfer07 The 700 codes are transmission related and I think yours is for a torque converter clutch. As for the diagnosis I would recommend checking the service manual as I'm not familiar with the testing for that particular car.
Hey eric...thanks for all videos by the way..very helpful..I saw the heater core video u have but my problem is that when I turn heater on it smells like antifreez..I drive a 00 f150..what can u say to help?
@MultiAngelsfan Hate to say it but it sounds like you might need a heater core especially if when you put it on defrost you get a film on the inside of the windshield. Good luck.
Great Vid! I learned alot from your videos. but looking at that block shows exactly why I hate GM. There quality control on engine builds suck. I had to Chevy trucks and both had catastrophic engine failures such as leaks etc. I bought a Ford and never looked back! Great Ford trucks are truly engineered to perfection and never had a major breakdown! Thanks for explaining everything so well in your vids. Marc
@MoneyMarcMes I'm not going to give an opinion one way or the other but I will say that no matter who makes the engine if you don't take care of it it will die eventually.
@EricTheCarGuy True dat!!! Rule #1 is I do oil changes every three months even when the oil is only slightly dark and my mechanic says I don't need to change it yet, I still have it done. Rule #2, I check my truck with my scan tool every month to detect any codes if any that may come up. If so,I fix the problem and change sensors out as they fail occasionally. Rule #3 Replace your EGR valve immediately if the code comes up EGR not opening and clean the passages out.
Eric; Coolant got into cyl 6. Thats why the top of the piston was so clean. The hot coolant in that cylinder would have the effect of steam cleaning thus decarbonizing the piston & combustion chamber. I saw some discoloration in that cylinder right away when you took the head off. Going back to vid 2, the oil was full of coolant when you drained it. My guess is that there is a minute crack in the cylinder allowing coolant in. Coolant would make cyl misfire. Eng probably overheated in its past.
@lspaul92 No no no no no. Give up that dream, did you watch the video where I had the cylinder pressurized with FULL shop air, no bubbles in the coolant? Incomplete combustion causes the same thing.
nobody has seen this situation i think so yeah use a micrometer to measure the bore and gap and your done.check your valves and by pass for ridge paths to see where it spins out and grinds the piston rings from oil comsumption.that motor is done for because one its a shit looking ridge and ohh yeah it has a ridge ,get it machined, but i just rather get a new motor,.its cheaper and less of a hassle.
Tenkolazy 1 week ago
@Ericthecarguy oh we are definitely done eric the car guy...are we done? were done....awesome series, thx for the videos
MrBbrad02 1 week ago
is it just me or is it everytime i see this channel i want to hear country music LOL!
aflackducky1 1 week ago
keep up the good work dude!
aflackducky1 1 week ago
The rings lining up will cause a dead hole.I had it happen on a 350 Chevy circle track race car engine,my ring end gap was setup at .016.After a leakdown test showed leakage into the crankcase,I disassembled the engine and the only problem I found was the two compression ring end gaps lined up.I reassembled the engine with the same parts and it ran like a champ.
travis48g 1 month ago 3
valve seats were eroded the valves were recessed way more than the others
44beef 2 months ago
BTW love your channel!
aflackducky1 2 months ago
also you can google ls1 aircraft engine and find my uncles shop in texas they build the engines as well as the gear power unit that adapts the engine to the prop.We use alot of these engines on X craft but there really catching on.These are good motors for aircraft because of the ignition system as well as they are easy to dry sump.Also light.BTW the installation of the head bolts is hard as well, they get stressed to a angle not sure on car engines but we go 19 DEG over ARP bolts there good.
aflackducky1 2 months ago
well im going to have to repost stupid youtube lol well yes Fel Pro i think thats how you spell it? makes a old school style gasket there green looking.Thats what i use.Also the kid gloves was saying the mating surface MUST be clean and lapped we use a big wheel with #330 silicone carbide abrasive to smooth out the head and block VERY long process about 2 hours but also they use a solid copper gasket as well as a weird locktite 518 or 515 on the water ports it never fails but is hard to master.
aflackducky1 2 months ago
I would say that engine had a head gasket leak and it leaked antifreeze down into the cylinder 6 and then into the oil. The oil was milky so it had antifreeze in it. The antifreeze eventually gummed up the compression rings and it lost compression in that cylinder. When it lost compression it quit pulling antifreeze into the cylinder and quit blowing air into the antifreeze.
westin1985 2 months ago
@westin1985 I pretty sure you hit the nail on the head.I rebuild this type engine on mod. aircraft engines and the 5.3 family are known for blown head gaskets.They use those crappy carbon gaskets and have to be installed with kid gloves.
aflackducky1 2 months ago
@aflackducky1 I have rebuilt no less than 30 of these type engines and most were due to lifter failure of blown head gaskets.This was clearly a blown head gaskets.I love this guys show and hes sharp but i have just seen this so many times on these engines.The fix is complete rebuild,REAL head gaskets lol,upgreaded lifters and for Gods sake change your fluids on the dot.These are good engines just like all things have there weak spots.BTW great comment.
aflackducky1 2 months ago
@aflackducky1 Are there any better quality gaskets that can be used on this engine? What do you mean when you said "have to be installed with kid gloves"? What kind of aircraft use this engine? (got any pics/vids of the aircraft being worked on) You should do some videos. I would like to see some aircraft being worked on.
westin1985 2 months ago
@westin1985 sure you can google ls1 aircraft my uncle owns a shop that does these conversions it aint cheap but some people LOVE them.As for the head gaskets FELPRO i think thats how you spell it makes a GREEn looking old type head gaskets also some people use a solid copper one as well but the factory graphite one have there set backs.KID GLOVES well i mean the head surface must be VERY LEVEL AND CLEAN! we use a lapping plate its a BIB! pain lol. and nasty plus it uses silicon carbide very bad.
aflackducky1 2 months ago
@westin1985 I beg to differ, see the 'Leak Down Test' video for how this was diagnosed as no head gasket failure was present according to the testing.
EricTheCarGuy 2 months ago
@EricTheCarGuy That leak down test would seem to only work with catastrophic failure of the headgasket. The leak down tester showed 15psi when calibrated to 0 air flow. So the leakdown testing pressures are not that much. Also you was not able to have any cylinder pressure due to ring failure. If you could have had higher cylinder pressures with the leak down tester (60 to 140psi) you might have seen the head gasket leak. Some headgasket leaks are small and heat sensitive.
westin1985 2 months ago
@EricTheCarGuy it will always be a mystery. some things are hard to find out what happen. i had a sbc that was rebuilt (not by me) and it run about 10,000 miles problem free then bam it had a massive amount of blow by enough to blow the pcv valve out. thought a ring broke but when i got in there every piston on 1 side broke. we have checked ever thing we can and still can't find why. who knows what happen. thats just how it is some times. later
blownutsmyass 1 week ago
@westin1985 hey bud land rovers? well i have only owed one it was a very poor truck but im only a yank LOL! could just be me it got terrible MPG but i do like to stomp it out :) and the rover did scoot!
aflackducky1 1 week ago
I hope this isn't too personal, but how long did it take to do the entire job start to finish and how much did the customer have to spend? Getting a used engine with 10 miles on it, I would think is not that common, but was probably reflected in the price.
christo930 3 months ago
@christo930 In total it took about 2.5 days to do. The customer supplied the engine.
EricTheCarGuy 3 months ago
@EricTheCarGuy WOW that's a lot of time (meaning labor cost), but I guess since the general condition of the vehicle was very good, it was worth the investment (which is assume was in the range of 4-5K. But besides that, what is worse, time or miles? It has been my experience that time tends to hurt a car more than high mileage. Meaning is a 5YO car with 100k is better than a 10 yo car with 50k (assuming all other things equal eg maintenance, not accidents etc)
christo930 3 months ago
you should see the piston on my chevy 2.2, has 343,000 miles, but two pistons are dying, and one is on death row.but im not going to fix it, just pulled the head to fix a head gasket but found something other than what i was expecting. But the car still some how runs fine, (my definition of fine is, runs without miss fire, or oil burning) but does lack power, hence burned up pistons. But i have a video uploaded if you want to see, its first video on my channel
motorhead45102 4 months ago
@motorhead45102 Cool, I'll check that out if I get the time. Thanks for the comment.
EricTheCarGuy 3 months ago
Ha thats nothing wait til you do a 6.4 with a wrist pin and rod the only thing remaining in the cylinder wedged into the cyl wall...
1fastscottsdale 6 months ago
@1fastscottsdale That does sound unpleasant.
EricTheCarGuy 6 months ago
lack of maintenance. people like to complain about American car quality often times its the owner at fault
ad356 6 months ago 2
@ad356 Very true.
EricTheCarGuy 6 months ago
@ad356 I don't agree. I owned a new 03 Bonneville. Oil change and reg maintenance, I used the best oil. When I got to the 100k line everything under the sun went wrong with that car. Hub bearings tie rods, coils, and the radio. I turn around and got a 87 Nissan Sentra, instead of fixing it. Ive had this Nissan for the last 3years and have yet to replace any parts other then tires and shocks. it has over 300k miles. American cars are not built the same. Its sad but true.
jofridz 3 months ago
@jofridz I think the american cars are built to break down. This gives the dealers plenty of business. GM's 4.6L and 4.9L Northstar Engine was made for almost 10 years and they have a problem with the head gasket failure due to the head bolts pulling out of the aluminum block. From what I understand the threads are too fine and the aluminum fatigues. How could GM make something like that. They had to know it was a problem.
westin1985 2 months ago
@westin1985 wrong i have owed 2 land rovers SHIT! end of story sorry mate
aflackducky1 1 week ago
@aflackducky1 What's the story on the land rovers?
westin1985 1 week ago
You do know that the more you explain how someone is wrong the more they are going to try and explain how they are not. Eventually you may hear things like "oh but the weather in Africa causes decompression" (Yeah, silly but it can come to such stupid statements in the end)
I believe you are right in that the rings are lining up coupled with the stuck oil ring (and overheating) and lots of wear and tear has finally caused it to leak. The cylinder walls are not the same anymore. Still interestin
RealCadde 6 months ago
@RealCadde I don't mind the people that disagree with me many of them make some good points I just ask for a give and take instead of a 'he said she said' kind of thing. I actually enjoy the dialog in those instances.
EricTheCarGuy 6 months ago
Eric, I was under the impression that piston rings spin or rotate on the piston when the engine is running. Perhaps there was some sludge and varnish that gummed up the ring lands and they got stuck like you showed. 1 in a million, but stranger things have happened. The underside of the oil cap looked pretty nasty like the oil hadn't been change often enough leading to gummy piston rings and ring lands. Just a thought.
Cheers
Drew99GT 6 months ago
@Drew99GT Oops, I'm a dumbass - should have watched the entire video before commenting!
Drew99GT 6 months ago
@Drew99GT That has actually been addressed in the comments below by a few people and I believe that to be the most plausible theory till I'm able to get in there and do some real measurements.
EricTheCarGuy 6 months ago
Hey eric, loved the series thanks for uploading.
i just have one comment, many years ago i rebuilt a lawnmower without the piston rings (4 stroke 150cc) and i managed to get it running, there was enough compression in the cylinder without them. that's why i am not sure about your theory on the rings 'lining up'. I do agree that it must have been an issue arising from lack of maintenance and possibly insufficient lubrication in the cylinder. my guess is the top of the cylinder isn't round. thanks
somenutjob 7 months ago
@somenutjob I agree that the jury is still out on this one that's why I still have the engine as I hope to tear it down again and do some more measuring to see what is really going on. Thanks for the comment.
EricTheCarGuy 7 months ago
Cool video... just a couple questions. Did this vehicle have Castech Heads? Second question... how late of a 5.3 engine can you put into a 02 Avalanche? Can I put a later model 5.3 in?
KyRock1968 7 months ago
@KyRock1968 I'm going to admit that I don't know the answer to either of those questions, you might want to look through the comments below because a couple of GM techs responded, you might want to ask them those questions because unfortunately I don't know.
EricTheCarGuy 7 months ago
@KyRock1968 Up to 06 also if you go 05 or newer you might as well also get yourself a set of electric fans to go with it since the ECU is pinned for them it frees up horsepower and gives you a lot of room.
klfer 7 months ago
@KyRock1968 no it did not have castech heads. gm put them on from 2001-06. 07 and newer do not have castech heads.
klfer 7 months ago
@Eric, cont. In a detonating engine, the top of the piston would get very hot. I think the heat and mechanical flexing of detonation changed the tensile properties or surface finish of at least the top compression ring, which bears the bulk of the combustion pressure. Maybe the top of the cylinder wall could have been affected. These rings are low tension, so I think it wouldn't take much damage to the top ring to loose compression.
geekdad2000 8 months ago
@geekdad2000 That is an intelligent theory, in fact I hope to get my hands on some measuring tools and see what kind of shape the cylinder and piston are in that just may confirm it. Thanks for the comment.
EricTheCarGuy 8 months ago
@Eric, Love the videos! I have to mention another theory on the 5.3 with the bad cylinder #6: The AFM motors gum up the oil rings and burn oil in 1,4,6,7. The plugs for 1&6 were oily. Excess oil can promote detonation. To me, the piston & head look like they were probably cleaned mostly by sustained low-grade detonation. Detonation could explain the recessed valves on #6. You said that the truck was used for towing, right? The top ring is very close to the top of the piston.
geekdad2000 8 months ago
@geekdad2000 I have a hard time believing its detonation, the knock sensor would detect that and retard the timing. That discoloration that we all saw on the cylinder wall i bet was raw unburned fuel seeping down past the rings probably has 10% ethanol in the gas. Ethanol is very corrosive it could have been a flex fuel vehical also which runs 85% ethanol. Gasoline cleans very well which to me indicates why the piston is clean, spark cannot burn all the fuel if there is no compression.
klfer 7 months ago
@klfer Detonation would be low-grade in the one cylinder -- something not enough to always trigger the knock sensor. Yes raw fuel would clean after comp. was gone. Oil-induced detonation might explain upper comp ring heat damage and loss of compression in the first place, and the recessed valves.
I just bought an 07 yukon with 70K & all new pistons & rings (warranty) cuz it burned 1qt/500 miles. I'll bet Eric's truck burned that for 40K+ miles before losing comp., most of it through cyl. #6.
geekdad2000 7 months ago
@geekdad2000 I don't think the valves are recessed because if the were they would not seat. With 2 knock sensors i am having a hard time with detonation, todays knock sensor are super sensitive. With the cooling properties of Ethanol the engine having coolant, no head gasket problem I don't think that cylinder got hot enough to have pre-ignition.
klfer 7 months ago
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geekdad2000 8 months ago
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paxilill 9 months ago
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paxilill 9 months ago
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paxilill 9 months ago
Are those big valves the exhaust valves?
chicks123 9 months ago
@chicks123 Big valves are always the intakes. Good question.
EricTheCarGuy 9 months ago
@EricTheCarGuy I always thought that the big valves would be the exhaust valves so that when they open you could minimize the likelihood of having exhaust gases stuck in the cylinder, no?
chicks123 9 months ago
@chicks123 Nope, big valves are intake valves, you want to get as much air and fuel into the cylinder as possible in order to make the most power.
EricTheCarGuy 9 months ago
rings will do that if there together but the the coolant in the engine is untold
Camaro17k 10 months ago
@Camaro17k I didn't find any coolant in the engine, not mixed with oil that is.
EricTheCarGuy 10 months ago
You do mention, at about 5:30 in video 4 that the oil control rings are frozen.
for2utube 11 months ago
@for2utube The oil control rings were frozen but the compression rings were not, they did however appear to be lined up when the came out of the block. Thanks for the input, that service bulletin sounds interesting but I wasn't able to use the link. There was every indication in my mind that this engine failure was the result of poor maintenance or better yet, no maintenance.
EricTheCarGuy 11 months ago
Kind of interesting is this service bulletin on the AFM by KevinS:
wwwdottracksharedotcom/forum/archive/index.php?t-38694.html
Looks like the AFM pressure relief valve causes excess oil to be vented into the crankcase, splashing onto the cylinder walls, and leading to stuck oil control rings (step 5a).
If you had stuck oil control rings you'd burn a lot of oil, explaining black deposits on plug 1 but not stuck compression rings on 6.
(continued)
for2utube 11 months ago
@trinidee247 Cool, I was hoping for someone to weigh in with some similar experience. To be honest this is the first time I've seen something like this. Thanks very much for your comment.
EricTheCarGuy 11 months ago 2
I have one question Eric, on the ring gap statement you said that the ring gaps should be 90 degrees away from each other. Why only 90 degrees when you can position the ring gap 180 degrees away from each other? Why only 90 degrees? Sorry for the stupid question, just trying to understand the proper placing of piston rings.
Thanks,
Marc
MoneyMarcMes 11 months ago
@MoneyMarcMes Keep in mind that you are also setting up the oil control ring gaps and by the time you get to the bottom ring after going 90º on the rest it will line up with the top ring. The basic idea is to stagger the rings so that they don't line up the way these seem to have done.
EricTheCarGuy 11 months ago
@EricTheCarGuy I totally understand it now, very interesting, I forgot about the oil control rings. Thanks for the reply.
Marc
MoneyMarcMes 11 months ago
By the way Eric, I think you do a fantastic job with your videos! Your good attitude reminds me why I started doing this way back when and helps me maintain perspective sometimes Thanks!
tatersalad189 11 months ago
@tatersalad189 I really appreciate your comment, thank you.
EricTheCarGuy 11 months ago
I have a 2007 Suburban with the same 5.3 AFM Vortec engine with about 75,000 miles. It runs fine, but the engine computer keeps telling me to add oil every so often (twice in the last 2 months). I am still under the Powertrain warranty, any suggestions?
cam9522 11 months ago
@cam9522 I might take it in to have a compression test done to see if the problem might be related to excessive blow by, if it is you might still be able to get your engine replaced before your out of warranty.
EricTheCarGuy 11 months ago
Another posibility would be a malfunction with the AFM (active fuel management) or cylinder deactivation feature that this engine has. If there was a problem with the system or one of the lifters on that cylinder the valves wouldn't open at all and you would have no compression (the system works by allowing the lifer to bleed off so that the cylinder dosen't fire). The slight hiss you hear from the oil cap could just be blow by. The more I think about it this is the most logical answer.
tatersalad189 11 months ago
@tatersalad189 I would hardly call the noise from the oil cap a 'slight hiss, I have done leak downs before and did it on more than one cylinder in the leak down video, the other cylinder tested only had a slight hiss coming from the oil cap at 60% leakage. Even if that was the case it still would not explain the 100% leakage on #6 cylinder or the discoloration on the cylinder wall but would explain the compression test readings.
EricTheCarGuy 11 months ago
@tatersalad189 I'm not real educated on GM's AFM. I've never had vehicle come in for an AFN issue in my shop. I know it prevents the lifters from opening the valves and is controlled by the ECM through solinoids that control the oil galleries. If its on and the valves are closed there would be no compression loss there. If its off the lifters open and close the valves normally.
vipermech 11 months ago
@vipermech First off I will say this, the HF leakdown tester is a POS I don't trust what it was saying. Second no engine is 100% tight, there will always be some compression loss. If the other cylinder showed 60% leakage actually had 60% I would expect a P030x code along with it. I'm not convinced that cylinder leakage was the problem at all. I think it had a problem with the AFM causing the miss, we'll never know for sure now though.
tatersalad189 11 months ago
@tatersalad189 I don't trust the leak down test either. I do trust the compression test though, it read zero. You might be right about the AFM being the problem. As i said i'm not real familiar with this system. I think if there was an issue with the AFM it would have set a DTC though.
vipermech 11 months ago
@vipermech If the valves don't open you won't have compression, we can all agree on that. There would only be a DTC if there was an electrical problem with the solenoids. The ECM has no way of knowing if there is a mechanical problem with the lifers, or weather the valves are opening or not. All it knows is that there is a misfire. Im looking at a diagram of the system right now, it only can deactivate cyls 1, 7, 4, and 6...
tatersalad189 11 months ago
@tatersalad189 If the valves don't open, the only compression loss is past the rings. Where els would it go? Does the AFM bleed the lifter or make it solid holding the valve open?
vipermech 11 months ago
@vipermech The AFM lifters are two piece, in AFM mode pressurized oil is sent through a dedicated passage wich releases a lock pin. When this happens the inner body of the lifter is alowed to travel down inside the outer lifter body as it comes up on the cam lobe. The result is that pushrod is not pushed and the valve dosent open. I suspect that what happend on this engine was that one of the pins on the lifters on that cyl broke. Google active fuel management to read more.
tatersalad189 11 months ago
@tatersalad189 The bit of reading i've done said the lifters are being blead to prevent the valves from opening at different times. They don't hold the valves open to bleed off compression. I'm going to research this some more.
vipermech 11 months ago
@vipermech That is correct. The valves do not open. The outer part of the lifter moves up and down just like normal as the cam turns, but the inner part that pushes on the push rod remains stationary. There is a lock pin that hold the two peices together making it function like a "normal" lifter. When oil pressure is applied to that lock pin by the solenoid the two parts "uncouple" allowing the valve to remain shut. The same thing would happen if that pin were to stick or break.
tatersalad189 11 months ago
@vipermech I've read through these comments and find your theory interesting but how would that explain the 100% leakage at the bottom end with the leak down not even hooked up and the discoloration on the cylinder wall? Not trying to be confrontational just curious what your take on that is.
EricTheCarGuy 11 months ago
@EricTheCarGuy A failure in the AFM system in my opinion would not have the symtoms this engine has. I agree with you that it doesn't explain the 100% leakage to the bottom. The discoloration might be from a crack. But a crack so small you can't see would not leak 100% either. To be honest my freind, I have no idea going by what i see in the videos. It would require complete tear down and pressure testing of the block and heads. You did the right thing replacing the engine. Keep up the good work
vipermech 11 months ago
@vipermech I still have the engine, perhaps if they wait long enough I'll get myself some measuring tools and get a REAL look at it. I agree that a small crack would not have made that much of a difference but I appreciate you taking the time to respond and offer REAL theories about this problem. Your input is greatly appreciated.
EricTheCarGuy 11 months ago
Eric, I'm also an ASE certified tech and a shop owner for what ever that may be worth. I looked hard and long at this video and it appears that the intake valve on the number 6 cylinder has recessed in the seat (when compared to the others). If that were to be the case the valve lash would be too tight and the rocker arm would hold the valve open. Loosening the rocker when doing the leak down test would have let us know. I've seen lots of Honda CRV's do this, and a few small block chevys.
tatersalad189 11 months ago
@tatersalad189 I'm still not convinced that if a valve was hanging open that it would show excessive blow by at the bottom end during the leak down, it was 100% and had 0 compression during the compression test. In addition how do you explain the discoloration in the cylinder wall with that theory?
EricTheCarGuy 11 months ago
Eric, quick question: Was the Shrader valve in or out of the compression gauge when you did the compression test? Thanks.
TheKeyboardKowboy 11 months ago
@TheKeyboardKowboy You need it in for doing the compression test but if you want to do a quick leak down without a gauge you need to take the schrader valve out. It was in when I did the compression test but out when I ran straight air into the cylinder.
EricTheCarGuy 11 months ago
@EricTheCarGuy OK Thanks. I guess it acts like a one way check valve?
TheKeyboardKowboy 11 months ago
why dont you want rings gapped 180 degrees from eachother? i know you usually gap them around 90. If 90 works, why wouldnt 180 work?
chillincruisin 11 months ago
@chillincruisin You do them at 90º increments because you still have to set the oil control rings as well which you also stagger, even though they don't control compression it's still good practice.
EricTheCarGuy 11 months ago
Girlfriend just blew the motor in her Focus SVT :( I wish I was closer to you so that I had a trustworthy pair of hands on it.
Oh well.... time to start buying tools.
Check it out!
com/watch?v=PJZZ_IXUVPE
4G63PWR 11 months ago
@4G63PWR That would make for a fun video for sure, much lighter and easier to handle too. Good luck.
EricTheCarGuy 11 months ago
@EricTheCarGuy Yes, fat girls are no fun.
TheKeyboardKowboy 11 months ago
Sounds maybe basic but did you check or find any blowby before the others tests?
michaelovitch 11 months ago
@michaelovitch Yea, watch the Leak Down Test video as it is this very engine.
EricTheCarGuy 11 months ago
Oh... what I forgot... did you pull one of the other pistons? You might find something that explains the compression loss of cyl 6. What will the other pistonrings look like?
Anacinc 11 months ago
@Anacinc I'm sure they would look similar but the only way to really tell would be to measure everything properly I'm afraid as you really can't see thousandths of an inch of wear on something, it's much better to take a measurement.
EricTheCarGuy 11 months ago
Eric, I don't know if my suggestion already popped up earlier but doesn't it sound plausible that due to the fact that the oil controlerings froze which caused the pistonrings to overheat, that they slowly lost material due to friction eventually creating the gap where the compression is lost? I always thought that pistonrings close up very thight while the rings in the video seem to have lost some serious material caused by this friction...?
Cheers mate ;-)
Anacinc 11 months ago
@Anacinc It has and to be honest it's my favorite theory so far. Thanks for the great comment.
EricTheCarGuy 11 months ago
@EricTheCarGuy - Jeff Lutz (the builder and driver) of a 6 second '57 Chevy who campaigned it at Drag Week '09 '10 is building an '89 Honda Civic for his son Jeff Jr. The plan is a 434ci small block Chevy with two Precision turbos for DW '11. I've seen a few pictures. It's pretty Gnarly.
ProjectCarTV 11 months ago
@ProjectCarTV It sounds expensive and fast and a little dangerous, I like that.
EricTheCarGuy 11 months ago
@EricTheCarGuy - It looks like the weathers on your side now. I was feeling bad for you in a few videos. It looked REALLY COLD!
ProjectCarTV 11 months ago
@ProjectCarTV It was and then it started snowing again today. It's not socal that's for sure.
EricTheCarGuy 11 months ago
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TheKeyboardKowboy 11 months ago
and putting that engine in an integra would be criminal. anytime honda makes a double overhead cam engine some thing magical happens. my 89 prelude had 135 horse in a 2.0 and could do 135 mph
hobieslug45 11 months ago
@hobieslug45 I had my Integra up to 135 once too, then I saw the cop.
EricTheCarGuy 11 months ago 6
@hobieslug45 only a honda owner can think honda engines are good. Nissan has the SR and the RB, Toyota has a 3S and the JZ, Mitsubishi has the 4G63, Honda has .... nothing.
SovietSlayer 11 months ago
@SovietSlayer never compared honda engines to other jap engines to each his own. so I guess you would swap out a 3s engine with that taho engine. good luck with that. honda has nothing? In my family my 2.2 has 425k and never adj. the vlv's (still in spec's) my two 1.5's have over 300k and never had a check engine light . so I might be a little prejudice but with good reason.and watch out for those sr engines I worked on two with frozen spark plugs at about 85k
hobieslug45 11 months ago
@hobieslug45 Why would you downgrade from a 3sgte to a tahoe engine? With your basic turbo upgrades the 3s would make more hp.
That's cool if you think your honda's are well built because they go over 300k. I've seen NA-T 2JZs do the same and they are making over 400rwhp doing it. You have to move on up from oil changes to building engines in order to learn what good really is.
SovietSlayer 11 months ago
@SovietSlayer we are comparing apples to oranges. I bought my civic's for 800 bucks 10 years ago and I get about 45 mpg. thats where my head is at. I worked for a Lamborghini dealership in the 70's so I know about high performance and really don't give a shit about it. as far as me being an oil changer for the last 35 years I've rebuilt bus engines mainly detroit diesels and headed the a/c departments in walt disney world and lynxs buses. redesigning the sutrak a/c sys for gillig & orion
hobieslug45 11 months ago
@hobieslug45 So your head is in cheapsville? That's not exactly something I would brag about.
SovietSlayer 11 months ago
@SovietSlayer wow and I thought you were going to tell me how you moved up from being an oil changer, guess I was wrong,
hobieslug45 11 months ago
I think that ring gap sounds about right . If the ring gap was excessive then that would mean the cylinder boar was worn and there would be a ridge on the top of the boar where the ring doesn't reach. yes the compression was leaking through the rings unless there was a crack in the cylinder head combustion chamber ( not the vlv seats) which there wasn't and very unlikely to happen , but that would be the only way for air from the tester to reach the crank via oil galleys.
hobieslug45 11 months ago
@hobieslug45 lets say the piston, rings and cyl. boar mic-ed up with in specs then the only thing left was the alignment of the rings and the sized oil ring (remember the oil on the spark plug). I think this would be enough to cause a miss. If this is true then and I dont think rings move around on the piston. If they did I would have at one time or another a miss on my 425k engine. rings are installed in exact spots and never lined up with wrist pins like this one
hobieslug45 11 months ago
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gratefuldead42022 11 months ago
@gratefuldead42022 so yes the general consensus is that rings move around in their groves. so looking at history they don't cause miss fires unless there is another contributing factor . I mean when did you ever hear an honest mechanic say " I just had to aline your rings and put it back together"
hobieslug45 11 months ago
@hobieslug45 I could buy a crack in the block or piston as the possible cause as well but nothing to do with the head.
EricTheCarGuy 11 months ago
5:12 Can we be done now? Hahahaha!! I Lol'd Eric, thanks, you're awesome dude. And thanks for going through the whole process.
Now... (rubs hands together) .. time to read the comments. Stay dirty, Eric!
MikesFitnessGoals 11 months ago
@MikesFitnessGoals yea, have fun with that. Thanks for YOUR comment.
EricTheCarGuy 11 months ago
yes, get some glasses like that, they suit you.
viperz888 11 months ago
@viperz888 Maybe I could hang out with Elton John or something then.
EricTheCarGuy 11 months ago
do some videos on how to repair parts of the engine and tune it
jayguy173 11 months ago
@jayguy173 I'm workn on it.
EricTheCarGuy 11 months ago
@EricTheCarGuy cool i like your videos
jayguy173 11 months ago
I love people that throw out guesses and have no idea what they are talking about. I agree it was the rings. It's basically creating a blow-by situation and the leak down test proved WHERE the compression was escaping, which was down into the crankcase. If it was a headgasket we'd see milky coolant, loss of coolant (which I assume the customer did not report), and so on.
And yes, obviously the cylinder is cleaner due to lack of combustion. Gas is basically a solvent, something that cleans.
ncarter124 11 months ago
@ncarter124 Thank you.
EricTheCarGuy 11 months ago
Here's what I learned from the videos of this mini-series:
1) The old engine was bad - why we are not completely sure, but we are sure it was bad
2) Trans-axles are a pain in the butt
3) Leaky oil pans make a gooey mess
4) Form-a-gasket goop works fine in the right hands
5) The new engine is good
6) The old engine.....IT"S A FREAKING CORE!
7) I enjoyed the vids, and some day in the hopefully far distant future I might need an engine for my '10 Chevy Avalanche
philosifur1 11 months ago
@philosifur1 I love this comment.
EricTheCarGuy 11 months ago
@mh89780 Great to hear, good luck in school.
EricTheCarGuy 11 months ago
@SgtMcCools1 Yea, re-watch the video as I addressed that.
EricTheCarGuy 11 months ago
Hey Eric, Have you given any thought to a possible bad head gasket? :)
midlantic1 11 months ago
@midlantic1 If I could only type what I just said. :)
EricTheCarGuy 11 months ago 8
@EricTheCarGuy Hey Eric, I think I know what you said, did it go anything like this. "Whata dick"? LOL
midlantic1 11 months ago
@EricTheCarGuy take out other piston, check the gap and then will talk
rekaras 11 months ago
@EricTheCarGuy What are the odds of me finding such a predicament Im just starting out as a mechanic ... Please dont answer this question and I thank you for your time :-P
flipmodeOptimus 11 months ago
I'm wondering if it has a broken valve spring. During the leak down test both valves are closed. The pressure from the air in the cylinder during the test might have closed the valve completely. But doing a compression test the valve is opening and closing without pressure in the cylinder from shop air. If a spring is broken it will cause no compression on a compression test but might give different results on a leak down. Just a thaught.
vipermech 11 months ago
@vipermech Interesting direction but not practical, if the valve wasn't sealing when I put compressed air into it it would not have held air at all and I would have heard it coming out the exhaust or the intake. In fact when I did the test it was a way of finding out if the problem was in the head or in the block. When I removed the head I did not see any broken valve springs either. Thanks for your comment.
EricTheCarGuy 11 months ago
@EricTheCarGuy We didn't get an accurate leak down with the gauge. We did hear slight air with shop air pressure applied coming from the crankcase. That might be just normal blowby. The actual compression loss might have come from a broken spring but the leak down would not show it because its forcing the valves closed.
I know in my head what i'm trying to say, sometimes it doesn't come out so people understand lol. I know this one is out the door. Just something to think about,
vipermech 11 months ago
@vipermech OK but follow me for a second, how would the valve close if it was hanging open when I applied the air? I would think the air would just come right out. Remember I put straight shop air into it because the leak down was crap. In addition the valves looked closed in this video and I did not see any broken springs. Still going back to the discoloration on the cylinder wall as to me this was the smoking gun, I think the miss would have acted different if it was a valve issue.
EricTheCarGuy 11 months ago
@EricTheCarGuy That engine had a dead miss and zero compression. The discoloration and ring gap is not the problem unless there is a crack in the cylinder that opens up at running temp. A broken spring will leave the valve just dangling there loose. The 125psi air pressure applied will force the valve closed. I also noticed a clean spot in the head between the valves. Maybe its cracked. A cylinder with zero compression has a huge leak. The evidence in the cylinder doesn't show that.
vipermech 11 months ago
It is perfectly normal for the rings to rotate around. Eventually 2 will line up. I bet most of us watching this have ring gaps that are lined up in our engines. Remember the 2 rings in this engine were NOT lined up. They were 45* apart. The gaps close down as they heat up, so any leakage is minimal. Eric checked for a spark, but didn't check the injector. The leak % check was done with only 15 psi. You can't trust that reading.
MORE THAN LIKELY THE INJECTOR WASN'T SPRAYING CORRECTLY.
gratefuldead42022 11 months ago
@gratefuldead42022 im thinking the injector was deffinatly working thats why that cylinder was so clean, that could be because of a misfire due to engine problems (rings lining up and losing compression) but you could also be right, maybe it was a leaky injector. That cylinder was deffinatly running lean/hot you can see the colour of the combustion chamber on the head.... wierd shit, anyways its fixed now so good job eric your awesome
stapleyisgay 11 months ago
@gratefuldead42022 @gratefuldead42022 im thinking the injector was deffinatly working thats why that cylinder was so clean, that could be because of a misfire due to engine problems (rings lining up and losing compression) but you could also be right, maybe it was a leaky injector. That cylinder was deffinatly running lean/hot you can see the colour of the combustion chamber on the head.... wierd shit, anyways its fixed now so good job eric your awesome
could have been low on halogan fluid too
stapleyisgay 11 months ago
@gratefuldead42022 Hold on there mister, watch the leak down test video as I did a power balance test AND I did not feel it necessary to test the injector on a cylinder with 0 compression. Remember I took the tester off and ran straight shop air into the cylinder at 125psi because I didn't feel the tool was working correctly. Try again.
EricTheCarGuy 11 months ago 2
I know it has nothing to do with video but i was wandering if you could give me a hand with with my audi. I scaned the car and it keeps giving me the code p0741. The car works great but im just concern that the check light is on I was just wandering if its something serious.
bustfer07 11 months ago
@bustfer07 The 700 codes are transmission related and I think yours is for a torque converter clutch. As for the diagnosis I would recommend checking the service manual as I'm not familiar with the testing for that particular car.
EricTheCarGuy 11 months ago
Glad to see this one going bye bye so we can see what the next assignment is. :)
Michiganborn1969 11 months ago
@Michiganborn1969 I think Civic engine series unless something really cool comes up this Thursday.
EricTheCarGuy 11 months ago
"Please, let's be done..." Oh no, the great thing about the internet is that people can argue forever. FOR-EV-ER.
golefevre 11 months ago 8
@golefevre Yea, thanks for bringing that up.
EricTheCarGuy 11 months ago
Did you check the flux capacitor?
EricWaterTruck 11 months ago 2
@EricWaterTruck I only had 1.18 gigawats, perhaps that was the problem all along.
EricTheCarGuy 11 months ago
eric i trust you. your theory is accurate. I am actually rebuilding a chrysler 4.7 v8. the same one that was from the ram you did
21mejia25 11 months ago
@21mejia25 I remember that one. It's actually still sitting on my floor.
EricTheCarGuy 11 months ago
Hey eric...thanks for all videos by the way..very helpful..I saw the heater core video u have but my problem is that when I turn heater on it smells like antifreez..I drive a 00 f150..what can u say to help?
MultiAngelsfan 11 months ago
@MultiAngelsfan Hate to say it but it sounds like you might need a heater core especially if when you put it on defrost you get a film on the inside of the windshield. Good luck.
EricTheCarGuy 11 months ago
Shake the haters off, you confirmed that the engine was messed up in the first place...you fixed it, best case scenario. END.
peelout40 11 months ago
Hey Eric, What kind of floor jack do you use?
rocky4u64 11 months ago
@rocky4u64 Harbor Freight.
EricTheCarGuy 11 months ago
damn, why'd you sell the teg? what are you driving now?
chillincruisin 11 months ago
@chillincruisin My Element, the Integra was a second car anyway and I got more that what I paid for it.
EricTheCarGuy 11 months ago
Great Vid! I learned alot from your videos. but looking at that block shows exactly why I hate GM. There quality control on engine builds suck. I had to Chevy trucks and both had catastrophic engine failures such as leaks etc. I bought a Ford and never looked back! Great Ford trucks are truly engineered to perfection and never had a major breakdown! Thanks for explaining everything so well in your vids. Marc
MoneyMarcMes 11 months ago
@MoneyMarcMes I'm not going to give an opinion one way or the other but I will say that no matter who makes the engine if you don't take care of it it will die eventually.
EricTheCarGuy 11 months ago
@EricTheCarGuy True dat!!! Rule #1 is I do oil changes every three months even when the oil is only slightly dark and my mechanic says I don't need to change it yet, I still have it done. Rule #2, I check my truck with my scan tool every month to detect any codes if any that may come up. If so,I fix the problem and change sensors out as they fail occasionally. Rule #3 Replace your EGR valve immediately if the code comes up EGR not opening and clean the passages out.
Marc
MoneyMarcMes 11 months ago
Eric; Coolant got into cyl 6. Thats why the top of the piston was so clean. The hot coolant in that cylinder would have the effect of steam cleaning thus decarbonizing the piston & combustion chamber. I saw some discoloration in that cylinder right away when you took the head off. Going back to vid 2, the oil was full of coolant when you drained it. My guess is that there is a minute crack in the cylinder allowing coolant in. Coolant would make cyl misfire. Eng probably overheated in its past.
lspaul92 11 months ago
@lspaul92 No no no no no. Give up that dream, did you watch the video where I had the cylinder pressurized with FULL shop air, no bubbles in the coolant? Incomplete combustion causes the same thing.
EricTheCarGuy 11 months ago