Posted by Owen Aaland on February 25, 2010 at 11:08:59 from (198.70.47.146):
In Reply to: IH 966 posted by jimhug on February 25, 2010 at 07:35:24:
The most common reason for coolant entering the crankcase is due to cavitation on the sleeves allowing a leak either through a hole in the sleeve or enough erosion around the top O-ring groove. If the cavitation extends around the O-ring groove the block may also be damaged and need a repair sleeve to be usable. The sleeve has three O-rings on the bottom but the top one is the one that does the sealing. The other two just help locate the cylinder in the block.
The oil cooler can also fail but almost all cases the oil will be pushed into the cooling system. With the engine running the oil pressure is greater that the coolant pressure so the oil enters the cooling system. With the engine shut off the pressure in the radiator is greater than the lubrication system so coolant is pushed into the crankcase. If the cooling system is not able to build pressure you may never get coolant in the crankcase.
If the dealer was going to install a rebuilt engine, by the time you added a clutch and water pump, replaced the hoses, went through the starter and alternator and other miscellaneous items, the $6000 could well be a realistic number.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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