Jump to content
Ultimate Subaru Message Board

nipper

Members
  • Posts

    18629
  • Joined

  • Last visited

  • Days Won

    25

Everything posted by nipper

  1. This is ceramic dry film lubricant. We used to use it on the pistons of bomb racks. It's been around for many years. For piston seizing: Pistons, to eliminate friction and to provide better lubricity when used with oil. Gear Kote is a very good heat barrier when used on pistons and domes. This product will also shed carbon. A combination of coated pistons and piston walls will result in reduced damage from piston rock at bottom dead center. Race engines have shown piston life improvement of over three times normal. Ok I just checked my old notes, and god help me, it does what it says it does, though I am not sure of how long it lasts in a multi RPM engine, though in a 2 stroke it may not be that bad considering how a two stroke lubricates itself. . What it does is on the ocassion that the piston skirts lock up, it makes a ceramin surface so that the metals do not gaul the surface of each other and "seize" . Wused this on many parts that moved quickly. and as listed. However, I can not see using a oven to sinter (bake) this stuff on. Usually the tmeps required are over 500 degrees (always hotter then what it would see in real use. Considering ovens are not the most acurate things for this kind of thing (use a digital thermocouple to read it). Maybe a self cleaning oven will get hot enough. http://www.anodising.co.nz/KG-Performance-Coatings/ I do not see application directions so it may not be meant for the typical backyard mechanic.
  2. http://www.ceram-kote.com/products/ceram_kote_thinner_1/pdfs/thin1msds.pdf Thats the thinner which is standard MEK http://www.ceram-kote.com/products/ceram_kote_54_aviation/pdfs/******-54_MSDS.pdf Let me read it ...
  3. Thats a technical Data sheet. An MSDS sheet will say at the top of it (by law) that it is an mds data sheet, include ingrediamts, combustion temps, exposure, volitiles etc. They are not the same and by law they have to supply it upon request.
  4. Now you are in trouble, you forced me to use spell check. Ok i will repeat myself, then move on to another thread. I am 47 and have been pulling a wrench since I was 7. I have a degree in automotive engineering so I do have a little knowledge of what I am talking about, just a bit . I have worked on one, two, three, four (never a 5 darn it) six, eight (always wanted to do a 12 and a rotary), Diesels LP Hydrogen and Gasoline. I have seen many different types of materials for gaskets and engines over time. I have been trained and taught that with every part that is known for being weak, you always check with the mfg of the part, never the counter guy, to see if anything has changed. I worked for an Aftermarkets parts mfg who sold sensors, ignition parts and gasket sets. They did make some of their own parts. Other parts they got from OE suppliers. The parts from OE suppliers had been locked in (meaning the parts had not changed in X years). There was a 3-5 window depending upon the part that the OE supplier could not sell to a aftermarket parts mfg, unless the part is used unchanged. Where the Aftermarket could not get the OE part supplier, they either had to reverse engineer it or find someone who is already making it to sell to them. When they buy them from someone else they just make sure that dimensionally (and sometimes the materials) are the same and nothing else. They buy on certs (documentation). With head gaskets and more critical parts especially from 1995 to present, they are moving targets. As emissions get tougher, the HP race goes on, and the demand for higher MPG, HG's have been critically tortured on the road. Every MFG has at least one engine with HG issues. HG's cannot be life tested in today’s world. This is why auto mfg's push back when they have a short timeline on a required emissions or MPG increase. HG's to a degree can be tested in the lab and on the puter, but do need real world testing. Ping may not show up in the lab but will on the road (largest cause of HG failure, you don't hear this ping). Failures due to time, leaks, etc. Subaru does not have a lot of test mules for their engines (a test mule is an engine put into a vehicle it is not destined for to get miles on it). Today’s cars due to being overbuilt and new oils and fuels can last with no maint to 160,000 miles. The head gasket is the weakest part of that link. When you aim to build to the warranty you usual add 25 to 50% of that number, Subaru aims for the higher. That usually covers all the variables. When you test a HG on the road, the car has to be fully equipped for data. All points recorded. When it fails it goes into a lab, not a shop to be torn down. The engine is removed and all mounting surfaces examined and the head gasket examined in painful detail if need be. Once the issue is found, you research the possible fixes, have the part made in a run of anywhere from 10 to 100. Then you go back to the engine test in the lab, then the road test. If it fails the entire process starts all over again. That is why it took up to ten years for a new engine to come out. Now with some mfgs with failing head gaskets they are under the gun to fix the problem as soon as they start hearing about it from the dealer’s data. Then they have to start examining the failures. If they are similar it is a blessing, if they are different then it is going to take time. With HG's it was not just one attempted fix, it was (3 with sooby?), then they got the internal one fixed and made an external one. I personally think they redesigned the 2.5 this year to get away from any chance of abnormal head gasket failure. Now as OE changes the HG design, they scarp the existing ones after a test production run. This is just one mfg with one engine at 50,000 copies a year (just to snag a number). Let’s call them company X who sells at a parts store (As this is not just felpro). Company x makes # of head gaskets based on sales projections of failures. They do not recall parts when the mfg goes from HG1 to HG2 as they may not even know about it. It takes time and money to retool, and sometimes they depend upon the supplier to tell them there is a change. Then in 6 months later OE develops HG2, then a year later HG3. X is quite possibly on HG1 since OE is not obligated to tell anyone anything. OE will have anywhere from 1 engineer to the entire Engine Team trying to solve a HG engineering issue. In Subaru’s case they only built the 2.5, 2.3, turbo and diesel) and only had one engine with an issue. In a larger mfg every engine will have a design team assigned to it. Company X does not have anywhere near those kinds of resources. They have to make parts for 1000's of engines and n one has the 1000's of engines lying around for testing (or the required simulations). The only way they will find out about a lot of failures is either a spike in sales (and that doesn’t get past sales sometimes), or if they themselves get returns. Usually when someone blows a HG they go to OE or aftermarket. If they go to OE they throw a huge fit (rightly so) if it fails again. If it fails again with aftermarket people either walk away or go back to OE parts. With majorly important parts (there aren’t many in an engine) I will always go with OE. When engines were big lazy cast iron blocks, I would always buy felpro. When engines went to aluminum started buying oe. As engines got lighter and higher rpm I switched to only OE after I saw a pattern of HG failures with increased power demands on all mfgs. There are very few parts I will buy OE and they vary from Mfgs to MFG. On Subaru’s I would buy OE for HG, Thermostat, Valve cover gaskets, spark plug bucket gaskets, front O2 sensor and high quality OE preferred plug wires. I am always skeptical when someone comes out with major high stressed part that is not OE that solves any problem with the part as they just do not have the resources to check it. I won’t even mention the decision to rebuild the HG on an engine with such high mileage on it. I would have just gotten a used engine, but that’s another discussion. Good luck. Oh and a PS... After a car gets to be X years old (maybe ten maybe 15 depending upon the part) they do not bother updating that part anymore. It just isnt cost effective as the car ages out of the market, and they may not know a 97-98-99 parts are all different where on paper they are the same.
  5. Parts counter guys you don not trust. Some of them are experts who choose not to pull a wrench anymore, others think they know anything, and it is hard to tell them apart. http://allwheeldriveauto.com/subaru-head-gasket-problems-explained/ Dont know if this will help http://home.comcast.net/~skipnospam/Head_gasket_replacement.html You made me go out in the bitter cold to get my book.. "Clean the gasket mating surfaces..." "refer to the Cyl Head Gskt Mfg instructions AND IF NECESSARY.. if being the key word. Modern headgaskets are made of three different metals, two of which seal against pressures of 1500 psi and 1800 degrees. Whoever this guy is doesnt know a thing. I do remeber back in ancient times that there were a few HG that needed sealant only around the water passages. When in doubt ask a dealer, a real mechanic, or call the parts mfg hotline. You may have gotten lucky the first time. But in the last 20 years I have not seen any headgasket that has used any goo between the HG and the parts. I have however stood at a counter and heard a lot of bad information from a counter. A lot of counter people hear the word gasket and think sealant.
  6. Remeber in the days before the internet everyone knew someone or heard from someone they could do X
  7. Someone tried that on another buard the rear wheel bearings were not that happy (I still dont know why). Then how do you shed the other 500-600 lbs. :-p
  8. What exactly are you expecting.... This is a heavy AWD car. 27.5 is almost what it is rated. If you don't want the AWD penalty get a 2wd car. Your mileage is right where ti should be. Subarus are always highest in class MPG. Go look it up. Even the Suzuki SX4 which is small lght and AWD still doesnt get great gas mpg due to the AWD. That gets 22/30. The new larger OUtback gets 22/29 with the CVT and on the outback board they constantly hitting 32 highway. An winter/summer fuel does not haver that large an impact on mpg. It did in the 70's and 80's but newer cars do no ntoice it as much if at all.
  9. Then buy a honda? You would get zero gain for a car designed to handle best with AWD, there would be a lot of dead weight and alot of drag from the rear diff. You do not need all those overbuilt parts to handle the AWD.
  10. WHen i get bored i go three pages back to look at the threads with 0-3 responses. Though this being jan it shold have been farther back then that.
  11. Please specify as much as you can: mpg averages for City, Highway, and/or a general mix of the two 16 20 degrees outside short trips (mile or less) 20 local no ac 19 local ac 20 at 55 28 up to 70 25 ove70 Model and year 1997 Outback Lifted SOHC or DOHC, mileage of engine, turbo or non DOHC 275,000 miles Automatic or Manual Transmission Auto Fluids in engine, diffs, tranny, etc. Syn engine dino everywhere else any Intake, Engine, or Exhaust Modifications nada Tire size and type stock size BFG T/a Suspension lifts/lowering and/or aerodynamic changes (such as mirrors, roof racks, light bars, bumpers, valences, etc.) Lifted, no cross bars. With a Roodf basket I am hard pressed to get 24. Any other factors you feel are relevant Blue. We all know Blue gets better MPG.
  12. Sorry we gave your seat away, now you have to sit at the little subaru table (360's and Justy's). You can have my justy seat since i am not using it Welcome back.
  13. I have often prescribed to the "if it doesnt work hit it with a bigger hammer" but i have never seem so many hammers in one place of the same size before
  14. Heat shields. When cold bang the cat with your fist. Dont break your fist, If the cat rattles it is done. Gte yourself a vacume gauge. Why no one uses this is beyond me. it will tell you if the cat is clogged . http://www.classictruckshop.com/clubs/earlyburbs/projects/vac/uum.htm
  15. I think this has a water passage in the intake manifold ? If the valves were open on the #2 that could be where the water ended up. I may be wrong but this will bump up the post anyway
  16. You did everything wrong. Did you read a manual when you did this? As i say this nicely Machine shops check the heads and restores the finish that is needed for sealing. The sealing surface needs to be the proper finish. At 230K it should have gotten a valve job Use ONLY OE gaskets as felpro or anyone else will not have the latests desghn. They only make the first gen or if lucky second gen, and have maybe 10 engineers to cover 1000's of vehicals. I worked for an aftermarket mfg, i know how it goes. They wont have the 4,5,6 generation of the gaskets. Copper sealant on any part destroys the sealing properties of the HG. there is a reason for the finish on the cylinder head. Gaskets do the most sealing on the outer edges and coper or any other thing ruins that seal by filling the surface finish. YOu should have lubricated the bolts as you may have gotten the wrong torque readings. if the book says oil, then oil. The bolts are reusable. You do not re-torque modern HG's as that will crush the fixed compression of the HG (which is already ruined). I am surprised that is the only problem you have. Some time soon you will start having an internal leak. This is not the engines fault, but yours. You are going to re-do the HG, but i dont know how hard it is get the copper spray off. http://www.aa1car.com/library/ic697.htm http://www.aa1car.com/library/ar996.htm
  17. Many errors here 1- A machine shop doesnt only check for warpage, it restores the finish on the heads that are so important to sealing properly. 2- ONLY USE OE GASKETS for the HG. Felpro or anyone else is junk as they are do not get the latest updates. I have talked about this adnasium so I wont cover it here, just trust me on it. 3- Not important as it affects torque values. 4- NOTHING is used on any of the sealing surfaces on the HG, on the block or head. That finish is needed for the seal.
  18. I can not find a link, can anyone find one? I need o see the MSDS and procedure before I comment. But I am already skeptical as the seizure of the piston skirts would damage the cylinder walls. This sounds like leaning out and this may be a teflon based coating. You heed to cinter teflon at 450-500 degrees f http://www.rjchase.com/fact_sheet_seventeen.pdf I used to do this all the time, and we used 500 degrees. However it was applied to carbon weve paper not to a metal that would be scuffed from seizure.
  19. Figured i would post this here. I have an audivox alarm. The little tabs broke off that keep them on the alarm key. i can post a pic, but does anyone have any non functioning ones? Audivox is near me, kickass service when you walk in, but a bit pricey.
  20. I posted this someplace as a source, do a search on transmission or transmission solenoids or solenoids.
  21. http://www.drive.subaru.com/Sum06_attic.htm 360 100mpg car FF1 (I remeber years ago seeing the wagon version) Vivo concept car http://www.thetruthaboutcars.com/2010/05/subaru-360-vintage-ads-cheap-ugly-ads-with-sexy-girl-extolling-cheap-ugly-cars/
×
×
  • Create New...