Posted by Owen Aaland on February 25, 2010 at 11:08:59 from (198.70.47.146):
In Reply to: IH 966 posted by jimhug on February 25, 2010 at 07:35:24:
The most common reason for coolant entering the crankcase is due to cavitation on the sleeves allowing a leak either through a hole in the sleeve or enough erosion around the top O-ring groove. If the cavitation extends around the O-ring groove the block may also be damaged and need a repair sleeve to be usable. The sleeve has three O-rings on the bottom but the top one is the one that does the sealing. The other two just help locate the cylinder in the block.
The oil cooler can also fail but almost all cases the oil will be pushed into the cooling system. With the engine running the oil pressure is greater that the coolant pressure so the oil enters the cooling system. With the engine shut off the pressure in the radiator is greater than the lubrication system so coolant is pushed into the crankcase. If the cooling system is not able to build pressure you may never get coolant in the crankcase.
If the dealer was going to install a rebuilt engine, by the time you added a clutch and water pump, replaced the hoses, went through the starter and alternator and other miscellaneous items, the $6000 could well be a realistic number.
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Today's Featured Article - The Engine Rebuild Kit - by Curtis Von Fange. I always liked engine rebuild kits. They have all the replacement parts for overhauling an engine without going to the store to get gaskets, special measuring tools, or miscellaneous parts. They come neatly packaged, clean and tidy. But it's important not to let that packaging lull you into a false sense of security. The appearance of matching sleeves, pistons, rings, and bearings can cause frustration and agony if not properly measured and installed in a workshop environment. Following c
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