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| 1999 to 2003 7.3L Power Stroke Diesel 7.3L Power Stroke Diesel equipped Super Duty and Excursion |
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LinkBack | Thread Tools | Display Modes |
03-12-2011, 08:39 PM
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Just my luck......
 Engine is hurt. 
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03-12-2011, 09:43 PM
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That Sucks!!!
 Wish it was this easy  Do you know what caused it?
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Chris, Put a Turbo on it!!!!  '95 F-250 Powerstroke, 340,000 Miles, Mods: 140V IDM, Diamond Eye DP to 4" straight pipe, CCV mod rusted out front fenders (reduces weight), Custom deer-slayer front bumper, customized cab and box by aforementioned wildlife. Amsoil synthetics throughout.
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03-12-2011, 09:53 PM
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Not yet, need to do a bit of measuring tomorrow...but I think it was heat related. I have pegged a 2k EGT gauge a few times, but only for 10 seconds or less. When the machine work was done we setup the piston to cylinder clearance a bit on the loose side to account for this.....might not have been enough.
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03-12-2011, 10:55 PM
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ouch thats a hot motor.
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2002 7.3 F250 Supercab Shortbox DIY intake CCV dumped Autometer gauges WW/ATS 1.0 exhaust housing Hutch/Harpoon in tank mods/hpX line AIH delete/ebpv delete TruCool trans cooler Straight piped PHP FU 
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03-12-2011, 11:45 PM
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2000k plus EGT's on a regular basis. You need to look at oil quality, ring seal and CP's (timing /angle of piston when peak force applied). What did the other side look like? No coating on the skirts?
80K miles: 
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F250 Reg Cab - 1,086.6 HP / DJ# / 11.56 Fuel Only / 10.94 Nitrous / Dyno Run 10-2009 -------------------------------------------------- Empire Diesel Performance Swamps Diesel Performance - Injectors & IDM Gearhead Automotive Performance - Stage II Cam
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03-13-2011, 01:54 AM
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CP stuff is ready to rock, but I was waiting on some dry roads to start testing.
Oil analysis never showed any abnormalitys, have been using Delvac 1. No coating, and the other side of piston was scared up a bit too - but not nearly as bad. Only 15k on this motor..... 
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03-14-2011, 10:41 PM
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Dang Dave, sucky. I think I'd still give up my left leg to get your pickup, even with the hurt engine, lol. Just had another thought after reading which cylinder it was on PSN. Maybe between the partially filled block, long towing trip, no.7 cylinder(possibly hotter at the back) the engine just got to hot? Is the scuffing up the entire piston or just the lower part of it?
I also read you thought the cooling jet was restricted, anymore checking into that jet or the jet(s) on the other cylinder(s) with bad leakdown?
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Thomas H. '97 F-250 CCSB 7.3L Auto, Gauges, Modded H2E, 285/200% sticks, 7.3L IC, Stealth Dual HPOP, Pheonix chip '03 F-250 CCSB 6.0L Auto
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03-15-2011, 03:40 AM
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The scuffing was only on the skirt and predominantly on the "power" side of the piston.
There is definitely a few variables here, the oil jet was restricted for sure - I could barely blow through it - while the rest were no problem to blow through. It is possible the EGT gauge was reading incorrect, I have always suspected this after switching to my newer gauges - seemed to read a bit on the cooler side. Being the rear cylinder it is going to be subjected to a tad more heat, and the filled block brings up a few more suspicions, but #8 cyl. was fine - so that idea is shut down.
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03-15-2011, 04:23 PM
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Are the bores round? Did you bore them or hone them after the hard-block set? Line bore should also have been done after as well.
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F250 Reg Cab - 1,086.6 HP / DJ# / 11.56 Fuel Only / 10.94 Nitrous / Dyno Run 10-2009 -------------------------------------------------- Empire Diesel Performance Swamps Diesel Performance - Injectors & IDM Gearhead Automotive Performance - Stage II Cam
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03-15-2011, 06:07 PM
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All the machine work was done almost a month after the block filler was finished, bored/honed and align honed.
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