On SPFI, MPFI and MPFI+TURBO....which side has gone first?

 

I've had 2 1-3 side failures that I can remember.

 

The other times I cant remmeber what side went...

On SPFI, MPFI and MPFI+TURBO....which side has gone first?

 

I've had 2 1-3 side failures that I can remember.

 

The other times I cant remmeber what side went...

1-3 twice

1-3 on my RX but I also had 2-4 gone as well. Both could be seen clear as day so without a doubt, they were both blown.

1-3 x 2 as well

ok, that settles it then.

1-3 here as well

Well that is the side that is right next to the turbo, so the extra thermal load would easily do those cylindars in. This summer, I plan on getting a really nice heat sheild for the turbo in my wagon to keep the heads happy.

What about on n/a cars? Any definitive trend there?

im beginning to think it has a little more do to with the fuel system maybe....

 

I dont see how external heat woudl do in a head gasket. running lean on that side I could see it...

Well that is the side that is right next to the turbo, so the extra thermal load would easily do those cylindars in. This summer, I plan on getting a really nice heat sheild for the turbo in my wagon to keep the heads happy.

Could it be the hot oil from the turbo dumping into that head, making the difference?

The oil goes into the bottom of the head just before drainging down into the pan, so I really doubt that would make much of a difference.

possibly the extra coolant flowing out of the head and into the turbo...therefore the head gets less coolant flow...??

I figure that the extra heat on that side combined with the apparent lack of fuel to #3 in a the normal fuel rail system would make that side more prone to problems. But you have already done a parrallel fuel rail modification right?

Ive got the block for the system and an external regulator.

 

All i need to do is get some barbs and some hose and do the install. its the same one I had on the wagon, and I need to adapt it to the RX before May 24th...So ive got plenty of time right now.

Right head; SPFI. Drivers side was fine :-\

...the apparent lack of fuel to #3 in a the normal fuel rail system would make that side more prone to problems...

 

I have hear this theory several times before, but I just don’t see it, given the fuel systems layout it seems that #1 would see the most pressure drop if any exists. I’m betting in stock form there is very little pressure difference throughout the system, with mods who knows, some testing would be in order (easy enough with a fuel pressure gauge teed in at the regulator).

 

 

There are a couple of thing that could be part of the “hot #3 problem”. One is simple geography, #3 is the furthest from the water pump and I see no provision for forcing more flow in its direction, this flow would also spend more time in the block with more pre-heating before reaching the head area. Second possible factor, there is an area in the block adjacent to the #3 cylinder bore that provides access to one of the case bolts. The area closes off the water jacket around the cylinder and could create less cooling. Though I doubt this would have a huge affect, as the cylinders have interrupted water jackets in the center anyways (Siamesed) and most of the heating is in the head.

 

 

Just some thoughts

Gary

If I recall my problem has always been the #2 cylinder. :-\

Sooo, where on the gasket/head did it actually blow out? I'm curious as to whether there's a specific PLACE that is prone to leakage.

I've lost the 1-3 side also. The rupture was on the lower left corner ( if you are standing by the pass wheel facing motor). I have also had the head cracked enough on #3 in exhaust valve area to get really good coolant flow into exaust.

Bond woulda been proud of the smokescreen.