Turbo leak
Just discovered a leak were the turbo bolts to engine. Peice of gasket missing. I'm blowing black smoke under load and have a loss of power. Also looks like a nut is missing from stud on right side. I...
Forum Discussion
Most likely in 9 or in the inlet side of the ATA cooler. Not knowing how the cooler is fastened to it's frame, might be worthwhile to take it physically out (if the debris isn't in 9 and shake it. They might be in the inlet side like I said. Would probably be easier to pressure test on the bench anyway. In reality you have more than 3 hours because you spent time soaking the nuts and studs before hand. If you had the work done, a tech would have just heated the bolts with a torch and if they didn't come loose they would have charged for drilling them and removing them too.
Cats were famous for stud issues on the exhaust manifolds. A Cat manifold by design, moves as it heats and cools and it works the studs so they break off when attempting removal of the nuts and then the drilling (with a high Rock commences).. Like I said a while ago, Cat makes a special jig just for drilling studs.
As good as a Cat engine is for torque rise, they have some downside issues. They like to compromise head gaskets and the Accert engines eat cam followers. Cummins ISX engines use ceramic followers for the fuel pump the followers (rollers) come apart and drop into the oil pan and the ceramic bits eat the engine up inside. Only solution is a new motor because the journals and everything else becomes scrap. We did a ton of crate motors on Cummins powered units. and...
Later 60 Detroit's, when they went to EGR had a big issue with coolant mixing with the oil because hard carbon in the intake runner compromised the sensors and perforated the casting. The engines would sludge internally with extended life coolant (when you mix extended life coolant with motor oil it makes a gooey mass. Because there was no coolant flow (you cannot cool with jello) the engines overheated but the temp sensor thought everything was fine (no coolant, no temp sense) so the engines ran until they locked up because the ECM had no idea the engine was self destructing, so no derate. We did a bunch of those too. I remember puked engines on stands at one end of the shop like dead soldiers waiting to be returned to Detroit, you could not short block them either. Everything that was touched with the goo was junk.
Every issue is fixed now but one, the Tier 4 emissions issues. That is ongoing. One of my good friends who was the service manager there who is also semi retired now, manages a 52 truck fleet and his biggest issue is Tier 4 problems.
Glad I have my 7.3. Easy to work on, no emissions whatsoever (even deleted the crankcase blowby back into the turbo and out on a road draft tube) 4" straight stainless exhaust. Did the turbo pedestal delete as well. Might not be a powerhouse like the new ones are but you don't have to take the cab off to get to the engine either, it's an OBS truck. Has 99 thousand miles and never seen snow. No rust anywhere. Had the E4 built by Ford SVO way back when and lockers added front and rear. No new truck foe me, ever. Everyone that sees it wants to buy it. Not for sale. It's simple unlike the diesel truck today. With me, simple is good. Simple is reliable.
If I were you, I'd take a good look at the silicone rubber connecting pipes and replace any that look worn at all, especially the bellows pipes at the ATA cooler that allow engine movement against the stationary cooler.
Cats were famous for stud issues on the exhaust manifolds. A Cat manifold by design, moves as it heats and cools and it works the studs so they break off when attempting removal of the nuts and then the drilling (with a high Rock commences).. Like I said a while ago, Cat makes a special jig just for drilling studs.
As good as a Cat engine is for torque rise, they have some downside issues. They like to compromise head gaskets and the Accert engines eat cam followers. Cummins ISX engines use ceramic followers for the fuel pump the followers (rollers) come apart and drop into the oil pan and the ceramic bits eat the engine up inside. Only solution is a new motor because the journals and everything else becomes scrap. We did a ton of crate motors on Cummins powered units. and...
Later 60 Detroit's, when they went to EGR had a big issue with coolant mixing with the oil because hard carbon in the intake runner compromised the sensors and perforated the casting. The engines would sludge internally with extended life coolant (when you mix extended life coolant with motor oil it makes a gooey mass. Because there was no coolant flow (you cannot cool with jello) the engines overheated but the temp sensor thought everything was fine (no coolant, no temp sense) so the engines ran until they locked up because the ECM had no idea the engine was self destructing, so no derate. We did a bunch of those too. I remember puked engines on stands at one end of the shop like dead soldiers waiting to be returned to Detroit, you could not short block them either. Everything that was touched with the goo was junk.
Every issue is fixed now but one, the Tier 4 emissions issues. That is ongoing. One of my good friends who was the service manager there who is also semi retired now, manages a 52 truck fleet and his biggest issue is Tier 4 problems.
Glad I have my 7.3. Easy to work on, no emissions whatsoever (even deleted the crankcase blowby back into the turbo and out on a road draft tube) 4" straight stainless exhaust. Did the turbo pedestal delete as well. Might not be a powerhouse like the new ones are but you don't have to take the cab off to get to the engine either, it's an OBS truck. Has 99 thousand miles and never seen snow. No rust anywhere. Had the E4 built by Ford SVO way back when and lockers added front and rear. No new truck foe me, ever. Everyone that sees it wants to buy it. Not for sale. It's simple unlike the diesel truck today. With me, simple is good. Simple is reliable.
If I were you, I'd take a good look at the silicone rubber connecting pipes and replace any that look worn at all, especially the bellows pipes at the ATA cooler that allow engine movement against the stationary cooler.
