coil question
From : rachel easson
Q: hi guys i was wondering what would happen if the coil was installed the wrong way both wires going in are black same guage not pink and black-w-stripe as haynes says -- would it start would it die after a block even when warmed up properly how about if the .33 microfarrad capacitor were hooked up to the wrong poll +ve or not hooked up at all my dodge ram is such a farmers special and haynes doesnt come even close on any of the diagrams for various years. thank you for any help you may be able to provide rach .
Replies:
From : budd cochran mrd150 preciscom spam net
pick bunny or pick a bunny -- budd cochran on mon 27 mar 2006 112529 gmt honeybs@radix.net beekeep wrote on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep yeah cuz nowadaze you never know if that person is gonna be a bad tempered pick bunny with massive fire power! mac https//home.comcast.net/mac.davis https//home.comcast.net/mac.davis/woodstuff.htm *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : beekeep
sorry budd but my first car was a 64. i nevever drove anything from the 40s or 50s. wasnt born until 52. beekeep on mon 27 mar 2006 055258 -0700 budd cochran mr-d150@preciscom spam.net wrote on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep now come on . . .dont you miss the good ol days when ford refused to use any kind of suppression unless it was in the radio 40s-50s which was why they used ford philco radios besides here in moab anyway most of those radios are playing so loud the occupants couldnt hear spark noise for their own . . . . .music volume. the engine probably already has resistor radio suppression plug wires on resistor radio suppression plugs . . .so how much more suppression do you need personally imho and experience you dont need both resistor plugs and wires to hold down interference. my d-150 until my son scott replaced the plug wires was running stranded core wires yep genuine copper stranded wire on resistor plugs champion rn-14y and neither the radio in the truck nor any in the house nor any of my neighbors had any rf interference from it. and it ran great. budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : rachel easson
beekeep wrote on mon 27 mar 2006 135254 -0500 rachel easson rske@sympatico.ca wrote budd cochran wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. neither am i a mechanic -- will go check. i changed the ecu too -- had one in the reliable 86 ram that needs body work to safety will get back to you shortly if you can scrounge an ignition harness from a truck in a wrecking yard. i have the wrecking yard in my yard grn the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it ok -- i took it off when i noticed it was going to the positive just before i emailed the group -- i will leave it off -- radio and speakers are not worth listening to -- will leave it off thanks budd rach you might want to rethink that if there are any electonic circuits involved. some of those transistors can be fried very easily by a voltage spike especially in the older versions. beekeep my brand new baby bouncing chilton manual that arrived today yee hee that ill be picking up tomorrow should tell me rach .
From : budd cochran mrd150 preciscom spam net
sorry budd but my first car was a 64. i nevever drove anything from the 40s or 50s. wasnt born until 52. i never drove them either but i had friends in school that had them and it was crazy to hear spark noise on my 56 chevy radio because a ford was sitting nearby running without noise on its radio. my older brother explained why that happened when he came home on leave from the air force. he was an electronics technician for 25 years. budd beekeep on mon 27 mar 2006 055258 -0700 budd cochran mr-d150@preciscom spam.net wrote on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep now come on . . .dont you miss the good ol days when ford refused to use any kind of suppression unless it was in the radio 40s-50s which was why they used ford philco radios besides here in moab anyway most of those radios are playing so loud the occupants couldnt hear spark noise for their own . . . . .music volume. the engine probably already has resistor radio suppression plug wires on resistor radio suppression plugs . . .so how much more suppression do you need personally imho and experience you dont need both resistor plugs and wires to hold down interference. my d-150 until my son scott replaced the plug wires was running stranded core wires yep genuine copper stranded wire on resistor plugs champion rn-14y and neither the radio in the truck nor any in the house nor any of my neighbors had any rf interference from it. and it ran great. budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : budd cochran mrd150 preciscom spam net
rach greg makes a good point if your engine has the dreaded lean burn computer but it still should be on the negative side of the coil. if your emission laws allow switch to a 70s distributor harness ballast and ecu from an older /6 engine car or truck and get rid of that thing and save a ton of hassle in the future. -- budd cochran beekeep wrote on mon 27 mar 2006 135254 -0500 rachel easson rske@sympatico.ca wrote budd cochran wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. neither am i a mechanic -- will go check. i changed the ecu too -- had one in the reliable 86 ram that needs body work to safety will get back to you shortly if you can scrounge an ignition harness from a truck in a wrecking yard. i have the wrecking yard in my yard grn the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it ok -- i took it off when i noticed it was going to the positive just before i emailed the group -- i will leave it off -- radio and speakers are not worth listening to -- will leave it off thanks budd rach you might want to rethink that if there are any electonic circuits involved. some of those transistors can be fried very easily by a voltage spike especially in the older versions. beekeep my brand new baby bouncing chilton manual that arrived today yee hee that ill be picking up tomorrow should tell me rach *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : rachel easson
budd cochran wrote rach greg makes a good point if your engine has the dreaded lean burn computer but it still should be on the negative side of the coil. if your emission laws allow switch to a 70s distributor harness ballast and ecu from an older /6 engine car or truck and get rid of that thing and save a ton of hassle in the future. yes i will be checking that out tomorrow as greg suggested and while im at napa picking up my manual -- does it matter which way the coil is installed -- i put it in the same way as the old one -- positive towards the firewall ill get the pricing on parts you suggested -- there is no emissions testing in quebec yet -- not sure i can afford them -- is this critical to its running without stalling -- and will check for sparking tues night once it is running i want to have the motor switched with the motor in my other 86 -- i have to get them both to a neighbours -- run it over the summer while i fix up my 4x4s and sell it early fall if it causes any more trouble rach .
From : rachel easson
rachel easson wrote hi guys i was wondering what would happen if the coil was installed the wrong way both wires going in are black same guage not pink and black-w-stripe as haynes says -- would it start would it die after a block even when warmed up properly how about if the .33 microfarrad capacitor were hooked up to the wrong poll +ve or not hooked up at all my dodge ram is such a farmers special and haynes doesnt come even close on any of the diagrams for various years. thank you for any help you may be able to provide rach hey guys i really appreciate your help -- i have enough to check on now that i have renewed hope i will get this thing running without paying a fortune at a garage i was beginning to despair because i just paid for a freezer that i badly will need for rabbits and a washing machine to replace the leaker for $70 cdn but need a truck to pick them up. however i just realised that if i am still working on the dodge i can take my old rusted 77 gmc van out illegally once more chuckle but ought to put some mirrors on it first ;- .
From : budd cochran mrd150 preciscom spam net
budd cochran wrote rach greg makes a good point if your engine has the dreaded lean burn computer but it still should be on the negative side of the coil. if your emission laws allow switch to a 70s distributor harness ballast and ecu from an older /6 engine car or truck and get rid of that thing and save a ton of hassle in the future. yes i will be checking that out tomorrow as greg suggested and while im at napa picking up my manual -- does it matter which way the coil is installed -- i put it in the same way as the old one -- positive towards the firewall physical position isnt important but polarity is. a red wire in common with the o2 feedback solenoid the egr solenoid and ca only air switching solenoid goes to the positive terminal of the coil. a black with yellow tracer goes back to the computer and a black with blue tracer goes from both wires on the distributor to the computer from my sons haynes dodge truck manual. ill get the pricing on parts you suggested -- there is no emissions testing in quebec yet -- not sure i can afford them -- is this critical to its running without stalling -- and will check for sparking tues night it may not make a difference but the spark control computers were notoriously failure prone especially when the engine compartment warmed up. once it is running i want to have the motor switched with the motor in my other 86 -- i have to get them both to a neighbours -- run it over the summer while i fix up my 4x4s and sell it early fall if it causes any more trouble rach in my opinion as well as that of mercedes engineers the slant six was one of the best engines ever designed then the epa stepped in with the emissions requirements so you got the computer the hydraulic lifters the cast iron crank and the 50% reduction in fuel economy. budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : budd cochran mrd150 preciscom spam net
do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it -- budd cochran hi guys i was wondering what would happen if the coil was installed the wrong way both wires going in are black same guage not pink and black-w-stripe as haynes says -- would it start would it die after a block even when warmed up properly how about if the .33 microfarrad capacitor were hooked up to the wrong poll +ve or not hooked up at all my dodge ram is such a farmers special and haynes doesnt come even close on any of the diagrams for various years. thank you for any help you may be able to provide rach *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : beekeep
on sun 26 mar 2006 175023 -0500 rachel easson rske@sympatico.ca wrote hi guys i was wondering what would happen if the coil was installed the wrong way both wires going in are black same guage not pink and black-w-stripe as haynes says -- would it start would it die after a block even when warmed up properly as long as there isnt a diode in the primary coil it dosent care which way the current flows through it. the coil doesnt care what color the wire is either. its just a high voltage transformer. they can go bad when warm and then work when cold. its and expansion/contraction thing. .. how about if the .33 microfarrad capacitor were hooked up to the wrong poll +ve or not hooked up at all caps usually are just there to absorb voltage spikes. they let ac pass and block dc. they also eliminate noise in the radio etc. my dodge ram is such a farmers special and haynes doesnt come even close on any of the diagrams for various years. thank you for any help you may be able to provide rach electrical gremlins are the hardest problems to solve. mainly because you just can see them. beekeep .
From : rachel easson
beekeep wrote on sun 26 mar 2006 175023 -0500 rachel easson rske@sympatico.ca wrote hi guys i was wondering what would happen if the coil was installed the wrong way both wires going in are black same guage not pink and black-w-stripe as haynes says -- would it start would it die after a block even when warmed up properly as long as there isnt a diode in the primary coil it dosent care which way the current flows through it. thank you for answering so quickly -- thats good i dont need to switch things around and try again the coil doesnt care what color the wire is either. lol! good one -- i like that - its just a high voltage transformer. they can go bad when warm and then work when cold. its and expansion/contraction thing. its brand new how about if the .33 microfarrad capacitor were hooked up to the wrong poll +ve or not hooked up at all caps usually are just there to absorb voltage spikes. they let ac pass and block dc. they also eliminate noise in the radio etc. ok thanks -- i can eliminate that too my dodge ram is such a farmers special and haynes doesnt come even close on any of the diagrams for various years. thank you for any help you may be able to provide rach electrical gremlins are the hardest problems to solve. mine is a full grown possessed ... i dont know what but it was probably an ass in its former life mainly because you just can see them. i can see it on the curb down the road - beekeep rach i am going to make a list of everything changed on it in the next day and run it by everyone .
From : beekeep
on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep -- budd cochran .
From : mac davis
on mon 27 mar 2006 112529 gmt honeybs@radix.net beekeep wrote on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep yeah cuz nowadaze you never know if that person is gonna be a bad tempered pick bunny with massive fire power! mac https//home.comcast.net/mac.davis https//home.comcast.net/mac.davis/woodstuff.htm .
From : budd cochran mrd150 preciscom spam net
on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. beekeep now come on . . .dont you miss the good ol days when ford refused to use any kind of suppression unless it was in the radio 40s-50s which was why they used ford philco radios besides here in moab anyway most of those radios are playing so loud the occupants couldnt hear spark noise for their own . . . . .music volume. the engine probably already has resistor radio suppression plug wires on resistor radio suppression plugs . . .so how much more suppression do you need personally imho and experience you dont need both resistor plugs and wires to hold down interference. my d-150 until my son scott replaced the plug wires was running stranded core wires yep genuine copper stranded wire on resistor plugs champion rn-14y and neither the radio in the truck nor any in the house nor any of my neighbors had any rf interference from it. and it ran great. budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : rachel easson
budd cochran wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. neither am i a mechanic -- will go check. i changed the ecu too -- had one in the reliable 86 ram that needs body work to safety will get back to you shortly if you can scrounge an ignition harness from a truck in a wrecking yard. i have the wrecking yard in my yard grn the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it ok -- i took it off when i noticed it was going to the positive just before i emailed the group -- i will leave it off -- radio and speakers are not worth listening to -- will leave it off thanks budd rach .
From : rachel easson
beekeep wrote on sun 26 mar 2006 195855 -0700 budd cochran mr-d150@preciscom spam.net wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. if you can scrounge an ignition harness from a truck in a wrecking yard. the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it so you donr annoy the guy next tp you when sitting at a light. crackle crackle hiss hiss -- extremely annoying lol rach beekeep -- budd cochran .
From : rachel easson
budd cochran wrote do the two wires go to the distributor from the coil its hard to tell because they are all taped up however the tape is not factory so i am going to tear that part up tomorrow and check that it seems to be something electrical i am writing a new thread about the problem and things i have changed i have a chilton book that was on order that arrived also -- have money to get it tomorrow rach .
From : beekeep
on mon 27 mar 2006 135254 -0500 rachel easson rske@sympatico.ca wrote budd cochran wrote do the two wires go to the distributor from the coil if so then they are to the pickup coil in the distributor. then its just a matter of tracing the wires down to the ecu and the ballast. it sounds to me like the previous owner was not a mechanic. neither am i a mechanic -- will go check. i changed the ecu too -- had one in the reliable 86 ram that needs body work to safety will get back to you shortly if you can scrounge an ignition harness from a truck in a wrecking yard. i have the wrecking yard in my yard grn the polarity normally doesnt matter on most capacitors but the rf suppression capacitor is supposed to be connected with the lead wire to the negative coil terminal and the case grounded to the engine. however if you dont have any radios in the vehicle why use it ok -- i took it off when i noticed it was going to the positive just before i emailed the group -- i will leave it off -- radio and speakers are not worth listening to -- will leave it off thanks budd rach you might want to rethink that if there are any electonic circuits involved. some of those transistors can be fried very easily by a voltage spike especially in the older versions. beekeep .
From : rachel easson
budd cochran wrote budd cochran wrote rach greg makes a good point if your engine has the dreaded lean burn computer but it still should be on the negative side of the coil. if your emission laws allow switch to a 70s distributor harness ballast and ecu from an older /6 engine car or truck and get rid of that thing and save a ton of hassle in the future. yes i will be checking that out tomorrow as greg suggested and while im at napa picking up my manual -- does it matter which way the coil is installed -- i put it in the same way as the old one -- positive towards the firewall physical position isnt important but polarity is. a red wire in common with the o2 feedback solenoid the egr solenoid and ca only air switching solenoid goes to the positive terminal of the coil. a black with yellow tracer goes back to the computer and a black with blue tracer goes from both wires on the distributor to the computer from my sons haynes dodge truck manual. ill get the pricing on parts you suggested -- there is no emissions testing in quebec yet -- not sure i can afford them -- is this critical to its running without stalling -- and will check for sparking tues night it may not make a difference but the spark control computers were notoriously failure prone especially when the engine compartment warmed up. once it is running i want to have the motor switched with the motor in my other 86 -- i have to get them both to a neighbours -- run it over the summer while i fix up my 4x4s and sell it early fall if it causes any more trouble rach in my opinion as well as that of mercedes engineers the slant six was one of the best engines ever designed then the epa stepped in with the emissions requirements so you got the computer the hydraulic lifters the cast iron crank and the 50% reduction in fuel economy. budd good morning budd! i need some time to digest all your pointers with the truck and chilton - manual in-hand so to speak and to check into gregs suggestion just so you know budd the other motor is also a 225 -- i wouldnt dream of putting anything else in it and yes although they are not very popular in dodge trucks up here that i think is due to misconception it is possible that the weak cylinder has a piece of crappy piece of plastic distributor gear ;- underneath causing misalignment because when we had the distributor gear on the old one changed we never did find that broken piece i have enough to keep me busy all day so ill let you all know how things went tomorrow morning -- unless i get lucky before that rach .
From : budd cochran mrd150 preciscom spam net
budd cochran wrote budd cochran wrote rach greg makes a good point if your engine has the dreaded lean burn computer but it still should be on the negative side of the coil. if your emission laws allow switch to a 70s distributor harness ballast and ecu from an older /6 engine car or truck and get rid of that thing and save a ton of hassle in the future. yes i will be checking that out tomorrow as greg suggested and while im at napa picking up my manual -- does it matter which way the coil is installed -- i put it in the same way as the old one -- positive towards the firewall physical position isnt important but polarity is. a red wire in common with the o2 feedback solenoid the egr solenoid and ca only air switching solenoid goes to the positive terminal of the coil. a black with yellow tracer goes back to the computer and a black with blue tracer goes from both wires on the distributor to the computer from my sons haynes dodge truck manual. ill get the pricing on parts you suggested -- there is no emissions testing in quebec yet -- not sure i can afford them -- is this critical to its running without stalling -- and will check for sparking tues night it may not make a difference but the spark control computers were notoriously failure prone especially when the engine compartment warmed up. once it is running i want to have the motor switched with the motor in my other 86 -- i have to get them both to a neighbours -- run it over the summer while i fix up my 4x4s and sell it early fall if it causes any more trouble rach in my opinion as well as that of mercedes engineers the slant six was one of the best engines ever designed then the epa stepped in with the emissions requirements so you got the computer the hydraulic lifters the cast iron crank and the 50% reduction in fuel economy. budd good morning budd! bonjour! i need some time to digest all your pointers with the truck and chilton - manual in-hand so to speak and to check into gregs suggestion just so you know budd the other motor is also a 225 -- i wouldnt dream of putting anything else in it and yes although they are not very popular in dodge trucks up here that i think is due to misconception unfortunately the engine wasnt developed to its full potential. a diesel version was tried for example and according to one source it twisted the crank hub off. it is possible that the weak cylinder has a piece of crappy piece of plastic distributor gear ;- underneath causing misalignment because when we had the distributor gear on the old one changed we never did find that broken piece it went into the oil pan not the cylinder. ive broken one myself and thats where i found the piece when i dropped the pan to replace lower end bearings. probable causes of no. 5s low reading burnt or bent valve collapsed lifter broken rings hole in piston or broken piston. did you squirt a little oil into the cylinder and do a second test if it comes way up its rings up only a little probably means valve work. i know its a hydraulic lifters but run the engine at idle with the valve cover off and see if the vlve train is loose. i had one /6 that still carried 145 psi compression on all cylindeers and yet every top ring was broken. i have enough to keep me busy all day so ill let you all know how things went tomorrow morning -- unless i get lucky before that rach budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : budd cochran mrd150 preciscom spam net
lol that engine did sip the oil . . .quite well to be frank 75 miles per quart at highway speeds yet at less than 50 mph it didnt use but a quart every 300 miles. the engine was severely overheated shortly after i bought it because the previous owner didnt mention the holes in the radiator so when i drove it 7 miles to a friends house after paying cash it got so hot it quit running. after it cooled i replaced the head changed the oil and drove it from 1976 to 1998. i figured the oil rings lost all tension from the overheating and it pumped oil up past the good second ring and the broken top rings. the young person i bought it from said he had rebuilt the engine. i dont think he cut the ridge out of the bores when he did. -- budd cochran i had one /6 that still carried 145 psi compression on all cylindeers and yet every top ring was broken. and all this time i thought the top rings were for oil control. ;^ -- ken *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : nosey
i had one /6 that still carried 145 psi compression on all cylindeers and yet every top ring was broken. and all this time i thought the top rings were for oil control. ;^ -- ken .
From : rachel easson
budd cochran wrote lol that engine did sip the oil . . .quite well to be frank 75 miles per quart at highway speeds yet at less than 50 mph it didnt use but a quart every 300 miles. the engine was severely overheated shortly after i bought it because the previous owner didnt mention the holes in the radiator so when i drove it 7 miles to a friends house after paying cash it got so hot it quit running. after it cooled i replaced the head changed the oil and drove it from 1976 to 1998. i figured the oil rings lost all tension from the overheating and it pumped oil up past the good second ring and the broken top rings. the young person i bought it from said he had rebuilt the engine. i dont think he cut the ridge out of the bores when he did. mine is carboned up really good but it doesnt burn oil -- just a little dark out the exhaust upon first startup rach .
From : budd cochran mrd150 preciscom spam net
dark blue oil and rich mixture blue-gray oil black rich mixture. lean the choke settings out a bit till it starts easily but no black smoke. -- budd cochran budd cochran wrote lol that engine did sip the oil . . .quite well to be frank 75 miles per quart at highway speeds yet at less than 50 mph it didnt use but a quart every 300 miles. the engine was severely overheated shortly after i bought it because the previous owner didnt mention the holes in the radiator so when i drove it 7 miles to a friends house after paying cash it got so hot it quit running. after it cooled i replaced the head changed the oil and drove it from 1976 to 1998. i figured the oil rings lost all tension from the overheating and it pumped oil up past the good second ring and the broken top rings. the young person i bought it from said he had rebuilt the engine. i dont think he cut the ridge out of the bores when he did. mine is carboned up really good but it doesnt burn oil -- just a little dark out the exhaust upon first startup rach *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .
From : rachel easson
budd cochran wrote snip good morning budd! bonjour! chuckle bonjour! a va i need some time to digest all your pointers with the truck and chilton - manual in-hand so to speak and to check into gregs suggestion just so you know budd the other motor is also a 225 -- i wouldnt dream of putting anything else in it and yes although they are not very popular in dodge trucks up here that i think is due to misconception unfortunately the engine wasnt developed to its full potential. a diesel version was tried for example and according to one source it twisted the crank hub off. wild! i did gather a bunch of articles on how to super-six these i just want a reliable daily driver in this truck or its friend the other 86 cheap on gas and available to cart things around a few times a week what i found more interesting was a step-by-step how to change over to electronic fuel injection with them using a combination of chev parts and a few new parts it is possible that the weak cylinder has a piece of crappy piece of plastic distributor gear ;- underneath causing misalignment because when we had the distributor gear on the old one changed we never did find that broken piece it went into the oil pan not the cylinder. ive broken one myself and thats where i found the piece when i dropped the pan to replace lower end bearings. that is very comforting to know i dont have a partially meted piece of crap under there grn probable causes of no. 5s low reading burnt or bent valve collapsed lifter broken rings hole in piston or broken piston. did you squirt a little oil into the cylinder and do a second test if it comes way up its rings up only a little probably means valve work. i know its a hydraulic lifters but run the engine at idle with the valve cover off and see if the vlve train is loose. this is great to know! i had no idea about this diagnostic -- cool! i had been really really hoping it was the valve! i still need to get it running first however knowing this -- which is easy enough to do on the lot where it is stuck it may change my priorities with my planned motor switch with its twin i had one /6 that still carried 145 psi compression on all cylindeers and yet every top ring was broken. ouch! i have enough to keep me busy all day so ill let you all know how things went tomorrow morning -- unless i get lucky before that no luck yet but it is a beautiful day and im off to get my chilton manual - thanks budd rach .
From : budd cochran mrd150 preciscom spam net
budd cochran wrote snip good morning budd! bonjour! chuckle bonjour! a va tres bien! et vous and i just ran out of my knowledge of french. vbg i need some time to digest all your pointers with the truck and chilton - manual in-hand so to speak and to check into gregs suggestion just so you know budd the other motor is also a 225 -- i wouldnt dream of putting anything else in it and yes although they are not very popular in dodge trucks up here that i think is due to misconception unfortunately the engine wasnt developed to its full potential. a diesel version was tried for example and according to one source it twisted the crank hub off. wild! i did gather a bunch of articles on how to super-six these btdt for my brother on his 80 d-100 with 4 speed od trans 833. used a factory two barrel intake iron reccommended as the welded aluminums tend to leak and a carb from a 318. he said it felt like he gained about 20 hp. i just want a reliable daily driver in this truck or its friend the other 86 cheap on gas and available to cart things around a few times a week ya cant beat the /6 for that. what i found more interesting was a step-by-step how to change over to electronic fuel injection with them using a combination of chev parts and a few new parts sounds good. what engine are the parts from 4.3 v-6 it is possible that the weak cylinder has a piece of crappy piece of plastic distributor gear ;- underneath causing misalignment because when we had the distributor gear on the old one changed we never did find that broken piece it went into the oil pan not the cylinder. ive broken one myself and thats where i found the piece when i dropped the pan to replace lower end bearings. that is very comforting to know i dont have a partially melted piece of crap under there grn to get to #5 it would have to drop into the pan get sucked up by the pump squeeze through the filter then either slip past a valve guide intake or be thrown off the crank and slip past the rings. probable causes of no. 5s low reading burnt or bent valve collapsed lifter broken rings hole in piston or broken piston. did you squirt a little oil into the cylinder and do a second test if it comes way up its rings up only a little probably means valve work. i know its a hydraulic lifters but run the engine at idle with the valve cover off and see if the vlve train is loose. this is great to know! i had no idea about this diagnostic -- cool! i had been really really hoping it was the valve! hey its what this vintage flatulencer hangs around this place for to remember the old stuff. vbg i still need to get it running first ok insert key . . . ; however knowing this -- which is easy enough to do on the lot where it is stuck it may change my priorities with my planned motor switch with its twin in what way i had one /6 that still carried 145 psi compression on all cylindeers and yet every top ring was broken. ouch! yep but it ran from 76 to about 98 like that. one tough engine! i have enough to keep me busy all day so ill let you all know how things went tomorrow morning -- unless i get lucky before that no luck yet but it is a beautiful day and im off to get my chilton manual - thanks budd rach youre welcome. gad to help when i can. budd *** free account sponsored by secureix.com *** *** encrypt your internet usage with a free vpn account from http//www.secureix.com *** .