Possible Head Gasket Issue
- Thread starter DieselD
- Start date
Both Gaskets are leaking in the rear corners now. Truck is parked in the garage getting ready to stud the heads, new gakets and a few other goodies. I'm going to pull the cab off, should take but a few hours and i will have the best access to everything, plus im just going to do the trans at the same time. I'll take pics!
You need a shit load of gaskets and seals. To do it the best/right way anyway. Not sure if anyone sells a kit though. It might be something worth coming up with though.
Agreed! I figure i will get:
Head Gaskets
Valve cover to spacer gasket
Spacer to block gaskets
O-ring kit for each injector
T-stat gaskets
looks like i need a new oil pan gasket too
Probably redo the water pump?
Anything else you guys can think of?
Head Gaskets
Valve cover to spacer gasket
Spacer to block gaskets
O-ring kit for each injector
T-stat gaskets
looks like i need a new oil pan gasket too
Probably redo the water pump?
Anything else you guys can think of?
From what I get from reading forums, it a combination of head gaskets that aren't up to par, head bolts that stretch and then tuning. Cant blame one or the other. I've been running this truck for the last 60k miles with a 450hp tune as my small tune, the big one somewhere around 500?? and when I bought the truck, someone had left a 40-50hp tune in it.
Can't complain for a truck that just turned 100k and only now having to do headgaskets.
The real question now is, what else should I do while I'm in there....
Can't complain for a truck that just turned 100k and only now having to do headgaskets.
The real question now is, what else should I do while I'm in there....
Ok here is a list of gaskets you will need.
Tstat gaskets
fuel line seals for ficm
intake bridge rubber seals
lower valve cover gaskets. (no need to seperate the upper halves)
egr cooler to pipe gasket
egr valve to intake. 2 seals needed
upper intake to lower intake tube gasket
intake tube to bridge orings
tube of sealer for each intake manifold to head
exhaust manifold to head just in case they go to the machine shop
manifold to up pipe gaskets
head gaskets
injector orings and copper washers
I think that is it for head gaskets. For water pump if you go gm/delco they come with the needed seals, the only one I would buy seperate is the pump housing to oil cooler tube. The kit comes with a paper one and the izuzu one is metal.
Tstat gaskets
fuel line seals for ficm
intake bridge rubber seals
lower valve cover gaskets. (no need to seperate the upper halves)
egr cooler to pipe gasket
egr valve to intake. 2 seals needed
upper intake to lower intake tube gasket
intake tube to bridge orings
tube of sealer for each intake manifold to head
exhaust manifold to head just in case they go to the machine shop
manifold to up pipe gaskets
head gaskets
injector orings and copper washers
I think that is it for head gaskets. For water pump if you go gm/delco they come with the needed seals, the only one I would buy seperate is the pump housing to oil cooler tube. The kit comes with a paper one and the izuzu one is metal.
From what I get from reading forums, it a combination of head gaskets that aren't up to par, head bolts that stretch and then tuning. Cant blame one or the other. I've been running this truck for the last 60k miles with a 450hp tune as my small tune, the big one somewhere around 500?? and when I bought the truck, someone had left a 40-50hp tune in it.
Can't complain for a truck that just turned 100k and only now having to do headgaskets.
The real question now is, what else should I do while I'm in there....
I know what causes them to fail. I want to know why the LB7's rarely had issues with them, and the LLY, LBZ trucks are popping them left and right.
I don't want to do HG at 100k. I don't think that's much to brag about at all. Why is it we rarely heard of HG issues on the LB7's? Did Isuzu loosen up the torque on them for the LLY's?
I think as an LLY owner you may not have been aware of the LB7 occurances. Myself, it seemed like we were plaqued with it.
I'm not totally surprised to hear of LLY and LBZ issues sprouting up as they age. Compared to stock, more HP, more cylinder pressure, more heat and still the same TTY bolts, why should they be much better than a late LB7? I am disappointed to hear about it for all our sake though.
Your post implied otherwise.
Lb7 aren't that rare. I know a couple that have popped, including my own. Asking the motor to survive at double its output, all while still being used like a truck should, us kinda unrea/istic. Tm didn't build them that way. If u don't like the odds, keep it stock.
Because the increased torque of the main studs "distorts" the bore through the block and main caps wich could cause premature main bearing failure.
I would not reccomend doing that.
We have done more lly's than anything over the last 2 years they are all popped in the same spot . Some turned up some not . All have been passenger rear , looks like the sealing ring is being hit by the piston but I assume it only gets sucked in when it fails .The last one we did heads were only warped .004 . I suspect possibly a torque issue .