No heat, intermittent Heat <Problem Solved>

LMWatBullRun · **Posted:** Sat Jan 11, 2014 1:41 pm

We don't drive the CRD a great deal, but right now we have about 9000 miles on the studs with no further leak issues and no obvious problems. I remain convinced that the studs provide much more consistent clamping force than the factory bolts.

flman · **Posted:** Sat Jan 11, 2014 4:09 pm

LMWatBullRun wrote:

We don't drive the CRD a great deal, but right now we have about 9000 miles on the studs with no further leak issues and no obvious problems. I remain convinced that the studs provide much more consistent clamping force than the factory bolts.

Thanks, I see a lot of these blowing head gaskets at 100K with the factory bolts, so I want to see a longer stretch for the ARPs before I shell out the extra dough, but like I said, if my LTD does not exhibit HG problems when I do the TB I may try then out?

carpenca · **Posted:** Mon Jan 13, 2014 7:52 pm

flman wrote:

carpenca wrote:

There is nothing wrong with the aluminum head. Especially one with a 6 bolt design. Same as what is found in a Duramax aluminum head and iron block, a combo pushed far beyond what anyone has pushed these little VM's to as far as EGT's and Pressure. I could go into a number of examples why... Bottom line is clamp load and fluctuating coolant temps are bigger influences on head gasket related failures. With a good MLS gasket, flat head & engine deck, good clamp load (Studs), and a properly functioning coolant system, there is no reason to have head gasket failures.

Did you end up going back with stock head bolts? What kind of time would you say you had wrapped up in it?

Caleb

I will take the cast iron head like my ISB had any day, you do not hear of Cummins or other cast iron headed diesels blowing head gaskets.

I just went with the stock bolts, the ARP bolts have not been proven as far as I know to be the end of all failed head gaskets, only time will tell. I might consider putting ARPs into the LTD when it comes time to do the timing belt as long as the head is not leaking.

I had about 2 8 hr days into it, did it at my leisure, it is not a real hard job.

Being your first post, are you having a head gasket problem?

On a 6.7 Cummins (ISB Family) in the pickups, head gasket failures are very common. From bone stock hot shotters to full on race setups, Head studs are a must, and they have cast iron heads. In fact they have to be at least H11 material or ARP new age 625's if expected to last.

That's good news.

No I don't believe I have head gasket issues. When I dropped below zero I lost my cabin heat. Once I finally got back to the shop, I pulled it in and let it thaw. Added a gallon of straight coolant after it sat and thawed, and heat worked as advertised. I saw the post and was just trolling what came of it. System held 16 psi without budging for nearly a 1/2 hour. My original thought was that something was cracked from the bottom side from the snow build up, and had created a coolant system leak. Having not had the truck long, I hadn't checked the level until I added to it, but at this point I think it may be an anomaly possibly from an under filled system or air. As of right now, the system is over full, cold, after filing it to the line prior. My next step is to get the dilution tested, and possibly reason it didn't have enough coolant/water and froze. It sat in -40 Wind Chills, and -15 ambient temps for a 12 hour shift. No block heater. No gelled fuel. ;-)

Over all, I love it! And I know ill push it to break. Hence why I was asking about the head. Everything I read has me leary of rockers? If anyone has spares kicking around, I'd like to get my hands on some. Eventually I'll do a set of injectors up for it. 25-30% over and custom non-vgt turbo or 2nd maybe, and will have custom tuning capabilities in the coming weeks... Just gonna take some time.

Caleb

flman · **Posted:** Tue Jan 14, 2014 7:49 am

I NEVER had a HG leak on any of my cast iron headed diesels and I owned a lot of them. Maybe I am the exception and not the rule? :roll:

Not sure why the 6.7s are blowing HGs, but blowing HGs on aluminum heads is as old as aluminum heads. Dissimilar metals is just a know fact as a recipe for disaster. No point in denying it.

carpenca · **Posted:** Wed Jan 15, 2014 10:58 am

flman wrote:

I NEVER had a HG leak on any of my cast iron headed diesels and I owned a lot of them. Maybe I am the exception and not the rule? :roll:

Not sure why the 6.7s are blowing HGs, but blowing HGs on aluminum heads is as old as aluminum heads. Dissimilar metals is just a know fact as a recipe for disaster. No point in denying it.

Its believed the 6.7's major underlying issue is related to the emissions equipment. Excessive long term IAT's and EGT's, head bolt stretch, more piston surface area which means less head gasket area, sustained boost and drive pressures, etc... The solution prior to a failure or possible failure is to set them up with a good set of head studs and roll on.

Early Aluminum head to cast block setups I'm sure had issues. The Duramax was the butt of a lot of such jokes in 01. However its early LB7 issues were gasket composition, and then with the LLY was excessive long term cooling pack heat soak, as a result of an undersized induction system. Tuning can also play a part, excessive duration and improper timing resulting in excessive cylinder pressures, which if your lucky lift the head first rather than cracking the piston or bending a rod. We (FPE) have built multiple Duramax's now, well over 1000HP, that have seen in excess of 75 psi of boost, that still use stock head gaskets and standard headstuds. The only time Ive seen an issue as a result of aluminum is when coolant stopped moving thru a head on a pro mod Duramax sled puller, EGTs burying 2000*, which ended up melting the exhaust ports into the coolant passages.

Bottom line, looking at the pictures posted; this little VM has the best features you could ask for in a head setup, without knowing flow. 6 bolt design, dual overhead cams, MLS gasket... If head gasket issues persist, then something other than the head material has caused it.

Caleb

flman · **Posted:** Wed Jan 15, 2014 5:34 pm

carpenca wrote:

flman wrote:

I NEVER had a HG leak on any of my cast iron headed diesels and I owned a lot of them. Maybe I am the exception and not the rule? :roll:

Not sure why the 6.7s are blowing HGs, but blowing HGs on aluminum heads is as old as aluminum heads. Dissimilar metals is just a know fact as a recipe for disaster. No point in denying it.

Its believed the 6.7's major underlying issue is related to the emissions equipment. Excessive long term IAT's and EGT's, head bolt stretch, more piston surface area which means less head gasket area, sustained boost and drive pressures, etc... The solution prior to a failure or possible failure is to set them up with a good set of head studs and roll on.

Early Aluminum head to cast block setups I'm sure had issues. The Duramax was the butt of a lot of such jokes in 01. However its early LB7 issues were gasket composition, and then with the LLY was excessive long term cooling pack heat soak, as a result of an undersized induction system. Tuning can also play a part, excessive duration and improper timing resulting in excessive cylinder pressures, which if your lucky lift the head first rather than cracking the piston or bending a rod. We (FPE) have built multiple Duramax's now, well over 1000HP, that have seen in excess of 75 psi of boost, that still use stock head gaskets and standard headstuds. The only time Ive seen an issue as a result of aluminum is when coolant stopped moving thru a head on a pro mod Duramax sled puller, EGTs burying 2000*, which ended up melting the exhaust ports into the coolant passages.

Bottom line, looking at the pictures posted; this little VM has the best features you could ask for in a head setup, without knowing flow. 6 bolt design, dual overhead cams, MLS gasket... If head gasket issues persist, then something other than the head material has caused it.

Caleb

I was thinking the same thing about the 6.7, that was the first engine that they restricted the exhaust with a DPF, right?

The Diesel haters get their revenge on a classic reliable engine like the Cummins I guess? :furious:

I also like how the little VM has a tunnel design for the crankshaft, no main bearing caps.

carpenca · **Posted:** Wed Jan 15, 2014 6:49 pm

flman wrote:

carpenca wrote:

flman wrote:

I NEVER had a HG leak on any of my cast iron headed diesels and I owned a lot of them. Maybe I am the exception and not the rule? :roll:

Not sure why the 6.7s are blowing HGs, but blowing HGs on aluminum heads is as old as aluminum heads. Dissimilar metals is just a know fact as a recipe for disaster. No point in denying it.

Its believed the 6.7's major underlying issue is related to the emissions equipment. Excessive long term IAT's and EGT's, head bolt stretch, more piston surface area which means less head gasket area, sustained boost and drive pressures, etc... The solution prior to a failure or possible failure is to set them up with a good set of head studs and roll on.

Early Aluminum head to cast block setups I'm sure had issues. The Duramax was the butt of a lot of such jokes in 01. However its early LB7 issues were gasket composition, and then with the LLY was excessive long term cooling pack heat soak, as a result of an undersized induction system. Tuning can also play a part, excessive duration and improper timing resulting in excessive cylinder pressures, which if your lucky lift the head first rather than cracking the piston or bending a rod. We (FPE) have built multiple Duramax's now, well over 1000HP, that have seen in excess of 75 psi of boost, that still use stock head gaskets and standard headstuds. The only time Ive seen an issue as a result of aluminum is when coolant stopped moving thru a head on a pro mod Duramax sled puller, EGTs burying 2000*, which ended up melting the exhaust ports into the coolant passages.

Bottom line, looking at the pictures posted; this little VM has the best features you could ask for in a head setup, without knowing flow. 6 bolt design, dual overhead cams, MLS gasket... If head gasket issues persist, then something other than the head material has caused it.

Caleb

I was thinking the same thing about the 6.7, that was the first engine that they restricted the exhaust with a DPF, right?

The Diesel haters get their revenge on a classic reliable engine like the Cummins I guess? :furious:

I also like how the little VM has a tunnel design for the crankshaft, no main bearing caps.

Yes, the 6.7 was the first with DPF and EGR for the Cummins.

Ive not seen anything on the bottom end yet. Seems like a good idea.

Caleb

flman · **Posted:** Wed Jan 15, 2014 8:06 pm

carpenca wrote:

Yes, the 6.7 was the first with DPF and EGR for the Cummins.

Ive not seen anything on the bottom end yet. Seems like a good idea.

Caleb

Well Cummins is all about the share holders like any other corporation, forget about Clessie Cummins legacy unless they need it to boost sales.

flman · **Posted:** Thu Jan 23, 2014 2:59 pm

In case my ice cold engine video is not working for some of you?

Try this link:

https://www.youtube.com/watch?v=4Go4FC0riQs

No heat, intermittent Heat <Problem Solved>

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