Correct, I did the injectors later on. I was watching the expenses at the time and knew if I were to have to do something later on it was only my time that I'd be out so I didn't do it then. At 90k I'd replace the fuel filter with a modified one.
Okay, Now I'm Completely Convinced: ALL Original HG's Are Actively Failing!
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semlin said:
Hmmm, maybe HERE: http://www.sleeoffroad.com/ , I hear they do a LITTLE work on 80s.
Cheers,
Sean
Biff,
The updates have been strictly to the typed out tip sheet and all orders from late Feb on have them. A couple guys have courteously taken the time to call me and yak about how their replacements are going, ask questions and inevitably some workarounds and tips have come up. Things like Kyle cleverly removing the head bolts before taking off the intake bolts. This allowed him to lean the head/intake to one side and more easily access the intake bolts to follow my shortcut and leave the intake in the engine bay. Clever.
I'll happily send an updated tip sheet to anyone who's got a DVD as a PDF - just hit me with "tip sheet" in the subject. Also, a question about tool lists was asked above - the DVD has both a tool list and a material list (what type of cleaner to use, etc).
Regards,
DougM
The updates have been strictly to the typed out tip sheet and all orders from late Feb on have them. A couple guys have courteously taken the time to call me and yak about how their replacements are going, ask questions and inevitably some workarounds and tips have come up. Things like Kyle cleverly removing the head bolts before taking off the intake bolts. This allowed him to lean the head/intake to one side and more easily access the intake bolts to follow my shortcut and leave the intake in the engine bay. Clever.
I'll happily send an updated tip sheet to anyone who's got a DVD as a PDF - just hit me with "tip sheet" in the subject. Also, a question about tool lists was asked above - the DVD has both a tool list and a material list (what type of cleaner to use, etc).
Regards,
DougM
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Gumby said:turbocruiser said:
Well, respectfully, your advice would have only made my problem worse; the HG was actively failing, the Head was warping, etc, all while no single symptom of failure was present. I'm glad we got it now and not later. Yer the pro though so I'm not sayin I know as much or half as much personally, but again respectfully, I'll take Robbie's advice in general and my experience in specific over your differening opinion in this case. Still G, differing or not, I'll fight to the death your right to say your opinion!
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Rich said:
I'm not sure I understand you? There was no externally leaking coolant, we looked well both before and after removing the heat shields! Did ya think the head came off with the exhaust manifold, heat shields, turbo casting, etc??? Or did ya think for fun the heat shields were removed with his eyes closed and then he went onto removing the head???
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Rich said:
Maybe I missed it but I did not see any signs of external coolant leak, I saw signs of coolant sorta sandwiched between the block and headgasket but no signs of external leakage. I'll ask for sure.
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Rich said:
Wait, I think I see what yer seeing...that only leaked out when the head was removed if I'm seeing what yer seeing (the red coolant on top of the oil cooler)? Same with the small puddle of toyota red on the top of the piston. Sorry, now I understand.
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Tuner said:
That is the original gray FIPG (Form In Place Gasket) from Toyota, so it is prolly the original unless someone went through the trouble to find that specific FIPG. HTH.
turbocruiser said:Gumby said:
I've beenand
watching this thread and thinking of chicken little.
We have a pretty small sample of failed (or in this case, not failed yet) head-gaskets. In this specific case, it's on a NA vehicle that has been modified to forced induction. Two of the sample of failed gaskets are on vehicles owned by one person (not trying to be a d!ck here IdahoDoug, just talking purely statistics) which points to some other common denominator.
Of course they're all actively failing. So is everything else. The HG poll shows what some think is a surprising number of failures, but this is hardly a random sample. Too much pseudo-science for me.
Personally, I'm interested in the MAF turbo (if they ever get it ready for the public) and if I go that route, I'm going to r&r the HG...but I would do that anyway on a 150k vehicle going to forced induction. Hell, there are very few 150k motors I would even consider for forced-induction to begin with. I'm sure I'll see areas of the HG that don't look like new, but that doesn't mean it has failed!
I'm not saying anyone isn't entitled to their opinion and I know I'm not the most popular opinion in the room on this one so...
FLAME ON!
Cheers, guys,
tiorio said:
That could have easily been written by IdahoDoug a year ago, just substitute "Landtank" for the above "IdahoDoug",
best of luck
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landtank said:
That was also written all along by me! Guess what, I was wrong! In fact, I wanna go back and change my response to that popular poll.
turbocruiser said:Gumby said:Well, respectfully, your advice would have only made my problem worse; the HG was actively failing, the Head was warping, etc, all while no single symptom of failure was present. I'm glad we got it now and not later. Yer the pro though so I'm not sayin I know as much or half as much personally, but again respectfully, I'll take Robbie's advice in general and my experience in specific over your differening opinion in this case. Still G, differing or not, I'll fight to the death your right to say your opinion!
I think your gasket was failing and before too long you would have noticed coolant loss. At that point you would have needed to do something.
If you think your head was warping, why didn't you take it to a machine shop and at least have it checked?
I think an aluminum head on a cast block on an I-6 will eventually have head gasket issues. I think the 1FZ is a good enough engine that we could do just a head gasket on a 150,000 mile engine. I also think most mechanics will think it's nuts to do so, but we know better.
Are the people who have had failures finding cracked heads or bent heads? (heads too warped to refinish)
I guess I'm in the position where if mine goes I can fix it at my leasure. I don't have the time or money to be chasing things that are only potential problems. With 4 cruisers I have enough active problems to keep me busy.
I guess I'm being a Devil's advocate here. Of course doing PM maintenance is better than not. What NEEDS to be done vs. what could be done is a huge difference. I mean, nobody has changed their timing chains with the heads off. I realize it's a huge job, but if your chain breaks while you are on vacation, you are seriously hosed. How many 22Rs were junked after the chain broke and took out the head? It would be better to put new bearings and rings in at 150,000 miles too.
As I said, if I get too many more requests from 80 owners to do thier HGs, I'm gonna just start doing them. I'll do mine first. It'll be interesting to see if there's a difference with green coolant. I don't know if I can do it without sending them to the machine shop for checking out and new valve seals. I don't think I'd be able to sleep.
It's funny because back in the 80s, we'd do lift and slip HG changes on 2.2Ls because otherwise the labor to R&R the head would have totalled the car.
Last edited:
Headgasketpalooza!!
3-4 days of fun and grease in scenic Naperville, IL
Itinerary
Evening 1: arrive in Naperville. dinner and imbibing at the Gumbys' while pre-viewing IDoug's HG video. (please refrain from oogling the wife or daughter
)
Day 2: mass 1FZE tear down at the shop.
Day 3: drop off heads at machine shop and head into the city to the Museum of Sci and Ind or the archetectural boat tour (my two favorite things to do in the city). More food and drinks.
Day 4: reassemble motors with parts mass ordered from cdan. Celebratory #6s. (that would be the Ozzy #6, not JMan's)
Day 5: test wheeling at the Cliffs.
i figure we could accomidate 6-7 rigs at a time in the shop.
3-4 days of fun and grease in scenic Naperville, IL
Itinerary
Evening 1: arrive in Naperville. dinner and imbibing at the Gumbys' while pre-viewing IDoug's HG video. (please refrain from oogling the wife or daughter
)Day 2: mass 1FZE tear down at the shop.
Day 3: drop off heads at machine shop and head into the city to the Museum of Sci and Ind or the archetectural boat tour (my two favorite things to do in the city). More food and drinks.
Day 4: reassemble motors with parts mass ordered from cdan. Celebratory #6s. (that would be the Ozzy #6, not JMan's)
Day 5: test wheeling at the Cliffs.
i figure we could accomidate 6-7 rigs at a time in the shop.
Gum there is validity to "If it aint broke, don't fix it". I agree with that completely. What has me torn here is the fact that every salvaged gasket I have seen has failed, or was failing, in almost exactly the same place and in the same manner. That pattern of failure is what I'm thinking about and also the fact that it does not appear that there are any other common denominators involved.
You and I both suffer badly from "while it's apart syndrome" and a simple head gasket could end up being a frame-off by the time we got finished...
You and I both suffer badly from "while it's apart syndrome" and a simple head gasket could end up being a frame-off by the time we got finished...