gatorman21218
Registered User
So a while back I found that I had a bad number 5 exhaust valve. I did a compression test and 7 holes had between 450 and 500 psi on them and the number 5 had 190 on it. the engine has 295K on it and ran great excecpt for the obvious valve. So I worked with Russ to order my parts and ended up doing:
16 new SS valves,
1 new valve guide and seat,
16 new springs and keepers (stiffer than stock),
new rockers and pushrods,
type4 cam with new fuel pump lobe
new lift pump from IH
All gaskets came from International except for the front cover which was V-R
Rebuilt oil cooler
Repaired Radiator
new return line kit
I reused the headbolts and also cleaned and reused the lifters.
The injectors and IP (baby moose) were new as of January 2011
So for the first few days after the rebuild the truck ran great. Seemed a little quiet as far as injection timing but still had plenty of power and started and ran fine. After a few days the truck became harder and harder to start. My first thought was the usual air intrusion. I messed with that for a few days without much luck and then started to suspect injection timing and or IP problems. I advance the timing on three separate occasions and at first it seemed to help with starting but then it would get worse. the last adjustment had the pump advance as far as it could go. All the gear marks were right too. I verified that it was getting 4 psi at the injection pump (the same pressure with the old pump) and also took a line off the number 6 injector and positioned it up so I could attach an old injector to that line. the old injector popped off when the engine was cranking.
At this point in time, It did not matter what the engine temp was or how long it had been shut off. There was always grey smoke at cranking.
The last time this truck ran was about a week ago when I was coming home from work, the truck stalled at a stop light and I could not get her refired, even with ether. The strange thing about the use of ether was with the air cleaner off, I could see major blow-by coming out of the cdr and also the mist of ether was not being sucked into the intake, rather it floated around it. And even after a lot of cranking and generous use of ether, it would not even attempt to fire.
Speaking of blow-by this engine used about 6 qts of oil in 600 miles. no signs of leaks or oil in coolant. In fact it leaks less now with a new front main seal. previously the truck used about 2 qts over 3000 miles, and blowby was almost zero.
After being towed home, I removed the valve covers and while cranking I could see white smoke coming out of the valves- particularly the intake valves. I took the rockers off and pumped 120psi into the glowplug hole and it seemed to hold that pressure in 7 cylinders, with the number 3 I could here slight gurgling out of the bottom end.
So my next theory was that the cam gear key was lost upon assembly or had sheered, causing the valve timing to be slightly off. this would also explain why my problem was gradual. I took the front cover off and removed the cam. The key was inplace and correct and the cam itself looked good.
I drained the oil at this point and it had a fuel like smell to it and there was also some metal shavings on the drain plug, as well as a grey sludge that looked like anti-seize that appeared to be magnetic, however it was so sticky its hard to tell.
After talking with Russ we determined that the only thing left was the lifters. I had previously disassembled, cleaned, and reused them, but with every other part being new they were suspect. So I installed all new lifters as well as the cam, pushrods and rockers. I did a compression test at this point and got the following numbers.
1- 310
2- 170
3- 300
4- 280
5- 260
6- 250
7- 280
8- 270
Are the rings smoked? Its hard for me to believe how well it was running before and now its dead.
Also I would like to thank Gary, Russ and JD. Ive been bugging the hell out of those guys and they have been so helpful to troubleshoot and to keep what little sanity I have left.
So. What do I do now? And for the love of God do not mention the C-word.
heres the original post http://www.oilburners.net/forums/showthread.php?55761-Valve-job&highlight= with the original compression numbers
1 - 450
2 - 490
3 - 500
4 - 490
5 - 190
6 - 450
7 - 500
8 - 450
16 new SS valves,
1 new valve guide and seat,
16 new springs and keepers (stiffer than stock),
new rockers and pushrods,
type4 cam with new fuel pump lobe
new lift pump from IH
All gaskets came from International except for the front cover which was V-R
Rebuilt oil cooler
Repaired Radiator
new return line kit
I reused the headbolts and also cleaned and reused the lifters.
The injectors and IP (baby moose) were new as of January 2011
So for the first few days after the rebuild the truck ran great. Seemed a little quiet as far as injection timing but still had plenty of power and started and ran fine. After a few days the truck became harder and harder to start. My first thought was the usual air intrusion. I messed with that for a few days without much luck and then started to suspect injection timing and or IP problems. I advance the timing on three separate occasions and at first it seemed to help with starting but then it would get worse. the last adjustment had the pump advance as far as it could go. All the gear marks were right too. I verified that it was getting 4 psi at the injection pump (the same pressure with the old pump) and also took a line off the number 6 injector and positioned it up so I could attach an old injector to that line. the old injector popped off when the engine was cranking.
At this point in time, It did not matter what the engine temp was or how long it had been shut off. There was always grey smoke at cranking.
The last time this truck ran was about a week ago when I was coming home from work, the truck stalled at a stop light and I could not get her refired, even with ether. The strange thing about the use of ether was with the air cleaner off, I could see major blow-by coming out of the cdr and also the mist of ether was not being sucked into the intake, rather it floated around it. And even after a lot of cranking and generous use of ether, it would not even attempt to fire.
Speaking of blow-by this engine used about 6 qts of oil in 600 miles. no signs of leaks or oil in coolant. In fact it leaks less now with a new front main seal. previously the truck used about 2 qts over 3000 miles, and blowby was almost zero.
After being towed home, I removed the valve covers and while cranking I could see white smoke coming out of the valves- particularly the intake valves. I took the rockers off and pumped 120psi into the glowplug hole and it seemed to hold that pressure in 7 cylinders, with the number 3 I could here slight gurgling out of the bottom end.
So my next theory was that the cam gear key was lost upon assembly or had sheered, causing the valve timing to be slightly off. this would also explain why my problem was gradual. I took the front cover off and removed the cam. The key was inplace and correct and the cam itself looked good.
I drained the oil at this point and it had a fuel like smell to it and there was also some metal shavings on the drain plug, as well as a grey sludge that looked like anti-seize that appeared to be magnetic, however it was so sticky its hard to tell.
After talking with Russ we determined that the only thing left was the lifters. I had previously disassembled, cleaned, and reused them, but with every other part being new they were suspect. So I installed all new lifters as well as the cam, pushrods and rockers. I did a compression test at this point and got the following numbers.
1- 310
2- 170
3- 300
4- 280
5- 260
6- 250
7- 280
8- 270
Are the rings smoked? Its hard for me to believe how well it was running before and now its dead.
Also I would like to thank Gary, Russ and JD. Ive been bugging the hell out of those guys and they have been so helpful to troubleshoot and to keep what little sanity I have left.
So. What do I do now? And for the love of God do not mention the C-word.
heres the original post http://www.oilburners.net/forums/showthread.php?55761-Valve-job&highlight= with the original compression numbers
1 - 450
2 - 490
3 - 500
4 - 490
5 - 190
6 - 450
7 - 500
8 - 450
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