1989 F-250 7.3 Project

hacked89

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First day of motor teardown.
I know it's a lot of basic pics, but I've been using the pics in this thread to look back on for documentation/verification reasons as well.

Going to do 9 pics at a time over multiple posts.



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hacked89

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Here you can see what causes the common oil leak from the dipstick tube seal
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This translates to this motor being #82, 514 off the line
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hacked89

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If I mark something green, it's of interest.
Here we find it interesting that cylinder 8, happened to be the only cylinder that both exhaust manifold bolts snapped off in it, happened to be the only rusted injector, and happened to be the only intake manifold bolt that was over torqued.
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hacked89

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Did you catch something else in the last post?
One of the injectors had double copper washers from someone forgetting one

This N/A motor was already studded, sweet.
Comp910 springs too?
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hacked89

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This is an expensive drive train tray I invested in
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Always nice when the studs come out with the nuts..
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That's it for today.
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hacked89

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Heads off and such.
Mrs hacked and the puppy wanted to stop by the take the valley pan out.
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hacked89

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Doing a bit each night after work.
Want this done by rally next year.

Checked the cam lift..its factory cam.
Cleaned up the old gasket and rtv.
Also more to the list of oddities on the cylinder i suspected would find issues. Previously I noted, intake bolt that side was over torqued and stretched, both exhaust manifold bolts seized, and the head stud looks like it got hot compared to the all the others. There was also some beige powder at the end of it.

Interesting though cause valves, precup, piston, and cylinder looks fine and compression tested fine.

Onward..



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hacked89

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So cylinder 8 and the other cylinder I predicted would have an issue.. Are the only two cylinders that the valve recession is out of spec.

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hacked89

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In my opinion and on this particular motor I will not be shimming the comp-910s.

This is on a factory cam.

To break it down.
In the previous post I showed that the valve head recession was fine, and the valve I called out was recessed greater than spec rather than potruding more than spec into the cylinder.

The unloaded spec on the valve springs is 52.705mm +/- 3.8
The unloaded factory spring is 52.08mm
The unloaded comp 910-16 is 53.00mm

This means the comp910 is within spec and does not need to be shimmed.

If those measurements were flip flopped, for example, if the comp910 was 52.08 and the factory was 53.00 then I would shim the comp910 by 0.78mm since it's shorter and my head deck to valve recession is already on the money.

The comp910s unshimmed pressure on the seat is greater than the pressure of the factory spring.
The valve tips will wear faster on an unshimmed 910 spring and faster than that on a shimmed.

I'm boosting and don't have concerns of floating the 910s.

I saw about 5-8 years of posts on various forums to just shim 0.78mm on comp910s on 7.3 IDIs and I just wanted to throw my 2cents in.

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Next, few comments on removing the valve springs.
I tried the overhead valve tool.
Couldn't get it to work to remove the retainers.
I was then tired of spinning it on and off by hand, so welded it to be automatic.
Still didn't work.
One thing was it didn't fit over the bottom part of the spring.
I then grounded and welded the longer lip to be able to go under.
Still didn't work.

So I decided to do it the old fashion way.
7/8 socket, hammer, something soft under the valve.
Popped the retainers on the first swing, all of 3 seconds.
I won't be user the tool for removal again on an IDI.
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Thewespaul

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Another point I forgot to mention over our phone call, the last engine in the shop truck had stock valve springs despite wrapping the 30 lbs boost gauge over twice with the compounds, I could feel the power start to decay where I figure 45-50 psi was, so I’m assuming the valves were starting to float around that pressure going by the inaccurate seat of the pants feel.. but once I put it back to a single turbo the power hadn’t diminished so I don’t believe it ever floated to the point of contact. hopefully I’ll get to do an autopsy on that engine at some point to confirm these things, but I did pull the valve covers off to give to a local customer and the valve tip wear was significantly less than the previous engine with 910s running half the boost. Talking with some of the 7.3 powerstroke engine builders it seems the 910s are starting to fall out of favor in their community with more guys running heavier springs with a more progressive spring rate. I think what they are using would be too heavy for our applications, but it’s something I would like to see put to use in our engines in the future.
 

hacked89

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Another point I forgot to mention over our phone call, the last engine in the shop truck had stock valve springs despite wrapping the 30 lbs boost gauge over twice with the compounds, I could feel the power start to decay where I figure 45-50 psi was, so I’m assuming the valves were starting to float around that pressure going by the inaccurate seat of the pants feel.. but once I put it back to a single turbo the power hadn’t diminished so I don’t believe it ever floated to the point of contact. hopefully I’ll get to do an autopsy on that engine at some point to confirm these things, but I did pull the valve covers off to give to a local customer and the valve tip wear was significantly less than the previous engine with 910s running half the boost. Talking with some of the 7.3 powerstroke engine builders it seems the 910s are starting to fall out of favor in their community with more guys running heavier springs with a more progressive spring rate. I think what they are using would be too heavy for our applications, but it’s something I would like to see put to use in our engines in the future.
I can see that. Our independent math/observation both collaborates.

Here's some more calc I did recently.
I'm assuming the factory spring is 85lbs closed pressure. I see some conflicting saying 79lbs but I'll go with 85lbs.

Forced induction psi vs 7.3idi seat pressure
No boost - 85lbs
12 psi - 117lbs
36psi - 181lbs

Comp910-16s at 1.8" do 117lbs of seat pressure.

If the IDI T uses the same valve springs as NA.. I think you're on the money that the future will hold an improved progressive spring.

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hacked89

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Haven't seen much details or pictures on replacing valve springs with comp-910s or replacing the seals.

I know it's basic, but incase it's your first time here's some notes on the IDI in addition to what I posted previously.

1. You have two options when it comes to overhead spring compressors. These are not the type of compressors used by international for this job, but work fine.

For cheap compressors stores carry two different types. Use the one on the left.
Specifically this is oem tools 25220.
The non staggered longer arms work better on IDI heads.
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Old versus new seals
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Seal on valve through
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Retainers on, seat prepped, and dab spring plate with new color to mark what you've done.
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