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It is common knowledege that If the engine overheats and exceeds its normal operating range (190 to 220 F), the elevated temperatures can cause extreme stress in the cylinder head, which may result in a head gasket failure. This is the case of our 2.3L with aluminum cylinder heads and because aluminum expands about 2 to 3 times as much as cast iron when it gets hot. The difference in thermal expansion rates between an aluminum head and cast iron block combined with the added stress caused by overheating can cause the head to warp and allow the head gasket to leak.
Consequences:
-Pistons swell inside their cylinders and can scuff or seize.
-Valve stems can swell in their guides and also scuff or seize.
-damage valve train components (broken rocker arms, bent pushrods, etc.)
-damaging contact between the valve head and piston if the valve sticks open.
-Valve lifters can also stick, possibly causing a valve to remain open a little too long.
-Bearings can seize.
-Cylinder heads can crack (especially if someone dumps cold water into the radiator in an attempt to “cool off” the engine).
-Combustion chambers can become so hot that a spark is no longer needed to ignite the fuel, leading to a condition known as “preignition” where the engine misfires and runs erratically.
-Air/fuel mixtures are upset, and gasoline becomes less able to resist detonation.
-Oil thins out and is less able to protect the engine’s internal components against friction and wear.
Agressive monitoring of coolant pressure and lowering operating temperature are simple way to prevent the death of the 2.3L.
Presence of Bar's leak in the system could have a sealing capacity of small leaks.
Would changing (DIY) the HG and the Head BOLTS every 50K cost effective ?
Any other suggestions on this HOT topic ?
'92 9kt 250K KM
posted by 139.103.3...
, Thu, 1 Jul 2004 09:41:34
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