bjowett
Supporting Vendor
The diesel radiator (same core as gas) w/ expansion/separation tank is an excellent upgrade. Agree, deaerating the coolant and pulling steam off the upper header tank will pay off.
Blown Head Gasket?
- Thread starter surfingpl
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bloc
SILVER Star
Any thoughts on whether this is worth pursuing for people already deep into their engine life? I assume the cost of getting those parts into the US is somewhat significant. And yes, an engine is a lot more, but would it make a substantive difference on a vehicle with 150k? (just to pull a number out of thin air)
bjowett
Supporting Vendor
Hard to say, depends on the how the truck was treated. Right now is not a great time to bring this stuff in.
gray rider
SILVER Star
I intend to add data points to this topic soon enough, although not head gasket related....
2001LC
SILVER Star
Be great to hear about history of this 2014 engine. i.e Coolant system services, coolant leaks, low coolant, clogged radiator fins, low coolant, running hot, overheating, ect..?
Any picture of gasket, #8 cylinder, piston top, valves, ect..?
I’d have to look back at the carfax for service I got it with a bunch. I’m just glad I did some research and didn’t keep driving. Everyone said it’s unlikely but seems a lot of people run into it
2001LC
SILVER Star
Thanks, for pictures. I see, what looks to be coolant leak at heat exchange (Valley plate). A Minor leak. But low coolant level is on now on the table as a consideration.
Old dried coolant color, seems off. More of an orange then the Toyota pink crusty, or is it just picture lighting?
It be great to see what you find in carfax service history. Keep in mind, you can also use either Toyota or Lexus owners web portal. With you VIN #, you pull service history from Dealerships.
Did you pull the heads yourself?
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No, I had a toyota store do it. What sucks is I had the timing cover resealed and 300 miles later . Kapowie. that’s actually part of a rats nest, It was losing coolant into the cylinder but from what i recall the technician said no leaks around the valley plate. Luckily I was only paying 60 bucks an hour labor
Do you have list for the required part numbers? Is it 1640051051 (instead of 1640050380 or 1640050381 or 1640050382 or 1640050384)? Have you done this? Might be the way to go for those replacing a radiator anyways.
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2001LC
SILVER Star
From what I've seen. The redesign of heater Tee hoses and the coolant expansion tank, in the 200 series. Does a good job at self burping air from system. Unlike the 100 series, which takes special care. But in either, what is so important. We must check coolant level in radiator under cap, not just in reservoir.
In the 100 series. It takes me 2 to 3 heating and cooling cycles to burp air from system. I must add coolant to radiator, not just reservoir. As little as ~1"+ air in radiator top, expansion tank just doesn't work well at purging air.
In the 200 series, I can usually nail burping, in one cycle. Only needing to add to resevoir.
Are you or anyone in the forum. Seeing air in radiator, after burping with a full reservoir?
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bjowett
Supporting Vendor
Yes, I installed one on my 200, there is some info my old build thread. That is the correct number for the radiator. You will also need the degas tank and and a Tee to connect the tank outlet to the lower radiator hose. The Tee might(?) be part # 16577-31060 and the tank with hoses is 16470-51020. The stock shroud can be trimmed to accept the tank, or purchase the diesel version. You will also need some additional clamps and small bits.
bjowett
Supporting Vendor
The tank will certainly burp air during a coolant swap…but the real purpose is to deaerate dissolved gasses from the coolant and prevent/purge steam from building up in the header tank.
2001LC
SILVER Star
Oh sorry @OGBeno , I should have stated question!
It's actually two question:
- Was there a P/N change in head gasket(s) for the 5.7L 3UR, and if so did it indicate some improvement in the head gasket. Possibly, correcting a defect.
- Are the USA made 3UR engines, getting their head gaskets from same supplier as Japanese made 3UR engine?
Below are some of the posting, were questions stem from:
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Remember oil changers and plug changers are likely not certified Toy Mechanics. My Supercharged 2004 Tacoma went in for a engine light fuel system check, they dropped the tank and pulled the fuel pump, it checked out, but when they put it back together they never put the filler hose back on the tank and also left pliers on top of tank. They called me and ask me to look for the pliers, didn't see any likely fell off but next day filling up with gas at Sam's club gas all ran out on the ground, woops kind of serious huh. Headed directly back to Toyota and the connected it properly. So my point is anything goes.
They don't use quarts anymore all octopus with many different fluids, maybe teck grabbed wrong one by mistake realized it and changed but didn't drain. Just guessing, shouldn't have this issue.
bjowett
Supporting Vendor
Hypothesis time. Possibly another piece of this puzzle is the plastic coolant jacket spacer. Toyota installs these to keep the bore temperature even, they help with emissions, mpg, and probably cylinder wear.
From the SAE Paper 4/2005
“For reduction of fuel consumption, a new device “Water Jacket Spacer” which improves temperature distribution of a cylinder block bore wall was developed. In the case of a conventional cylinder block, coolant flow concentrates at the bottom and middle region of the water jacket. While temperature of the upper bore wall is high (due to high-temperature combustion gas) the temperature of the lower bore wall is low, since its only function is to support the piston. When the developed spacer is inserted into a water jacket, the coolant flow concentrates at the upper part of the jacket. As a result, cooling ability to the upper bore wall was improved and temperature of lower bore wall was increased, thereby reducing fuel consumption.”
In many of Toyota’s open deck applications where these are utilized, the upper portion of the spacer is open equally around the entire perimeter of cylinders, with the odd piece to direct flow or prevent a cool spot.
Here is the 2GR FKS.
Now with the 3UR (and all others in the UR Series) the jacket covers almost the entirety of the intake side of the sleeve. There is roughly .25” of space between this jacket and the head, thus keeping the intake side of the cylinder warmer. The exhaust side is open.
This also blocks/slows entry of the coolant into tiny cross drilled coolant passages that run between cylinders. Where this passage meets to head gasket/head is where the UR blows the gasket. There are two things listed as causing an MLS gasket to have the rubber delaminate, inappropriate coolant type (perhaps acidic falls under this), and running hot/overheating. Perhaps we have a hot spot(s) here due to the jacket?
This possibility stems from researching Supercharged 3UR engine failures. When they blow the ring lands, it’s always on the intake side right where this jacket slows coolant flow and insulates the bore. They either detonate here, or the ring gap is too small (not enough heat removal and running out room to expand, they butt up and pop!). That’s a hypothesis, too.
Anyway, if we look at the coolant jacket, it’s molded in a way where it looks as though the extra blocking is added on to the intake side. The seam mirrors the opening on the exhaust side.
The between cylinders cross drilled coolant entry points sit just above where these nubs are located on the jacket. Either holes drilled here, or removal of the material outlined by the seam, will provide a direct fresh coolant supply from valley distribution points. More durability, but also more emissions.
Hopefully this leads to something, worst case is it goes to the scrap bin.
From the SAE Paper 4/2005
“For reduction of fuel consumption, a new device “Water Jacket Spacer” which improves temperature distribution of a cylinder block bore wall was developed. In the case of a conventional cylinder block, coolant flow concentrates at the bottom and middle region of the water jacket. While temperature of the upper bore wall is high (due to high-temperature combustion gas) the temperature of the lower bore wall is low, since its only function is to support the piston. When the developed spacer is inserted into a water jacket, the coolant flow concentrates at the upper part of the jacket. As a result, cooling ability to the upper bore wall was improved and temperature of lower bore wall was increased, thereby reducing fuel consumption.”
In many of Toyota’s open deck applications where these are utilized, the upper portion of the spacer is open equally around the entire perimeter of cylinders, with the odd piece to direct flow or prevent a cool spot.
Here is the 2GR FKS.
Now with the 3UR (and all others in the UR Series) the jacket covers almost the entirety of the intake side of the sleeve. There is roughly .25” of space between this jacket and the head, thus keeping the intake side of the cylinder warmer. The exhaust side is open.
This also blocks/slows entry of the coolant into tiny cross drilled coolant passages that run between cylinders. Where this passage meets to head gasket/head is where the UR blows the gasket. There are two things listed as causing an MLS gasket to have the rubber delaminate, inappropriate coolant type (perhaps acidic falls under this), and running hot/overheating. Perhaps we have a hot spot(s) here due to the jacket?
This possibility stems from researching Supercharged 3UR engine failures. When they blow the ring lands, it’s always on the intake side right where this jacket slows coolant flow and insulates the bore. They either detonate here, or the ring gap is too small (not enough heat removal and running out room to expand, they butt up and pop!). That’s a hypothesis, too.
Anyway, if we look at the coolant jacket, it’s molded in a way where it looks as though the extra blocking is added on to the intake side. The seam mirrors the opening on the exhaust side.
The between cylinders cross drilled coolant entry points sit just above where these nubs are located on the jacket. Either holes drilled here, or removal of the material outlined by the seam, will provide a direct fresh coolant supply from valley distribution points. More durability, but also more emissions.
Hopefully this leads to something, worst case is it goes to the scrap bin.
So are you doing this experiment?
bjowett
Supporting Vendor
If I get this deep into a 3ur, it will be for a Supercharged build… so the jackets will be modified.
