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Because not all oil pans rust out, the latter scenario is more common.From the factory, the oil dipstick adapter relies on an internal O-ring to seal it to the inside of the pan.
With just four fasteners employed per cylinder (with sharing), a relatively small bolt diameter and being of a torque-to-yield design, the factory head bolts don’t stand a chance in the 6.0L Power Stroke.
Under the excessive cylinder pressure the 6.0L can create, the TTY bolts stretch, a head gasket blows and you find coolant residue on the degas bottle.
The factory New Process Gear NP261XHD and NP263XHD transfer cases offered in four-wheel drive ’01-’07 Chevy and GMC trucks make use of a gear pump within the transfer case, which forces oil to the planetary.
Because the pump is driven off of the main shaft, the pump’s housing floats within the rear section of the transfer case by design.
All of the above can render the moveable parts required to function inoperable, which leads to poor drivability, excessive smoke and forces the issue of cleaning or replacing the turbocharger.
Any VGT-equipped engine is susceptible to this type of failure, but in the diesel pickup realm it’s highly common on ’03-’07 6.0L Power Strokes and ’07.5-newer 6.7L Cummins mills, while still being fairly prevalent on ’04.5-newer Duramax applications.In the diesel industry this is known as “pump rub” and it’s one of the stealthiest component killers you’ll find.Get this: the hole develops high enough on the transfer case that fluid will only leak when the truck is moving.Nothing could be truer for the diesel pickup segment, where Rams, Bow Ties and Blue Ovals all leave the assembly line with a laundry list of application-specific problems.Luckily, the diesel aftermarket is rich with problem-solving innovators who like to overbuild.Over time, this O-ring expands, swells and sometimes even breaks, allowing oil to escape.What follows is a consistent drip of oil wherever you park the truck, not to mention that the passenger side of the oil pan, starter and even transmission will wear a coat of engine oil until you solve the problem.To keep the gear pump housing located within the rear section of the transfer case, five indexing tabs are employed.Over time, the indexing tabs on the pump housing begin to rub and eventually wear a hole through the transfer case, allowing fluid to leak out.This means no puddle under the truck, no hint that something might be wrong. To prevent the pump gear housing from digging into the transfer case, Merchant Automotive machines its own T-6061 billet-aluminum pump gear housing, which makes use of vastly larger indexing tabs.The bigger indexing tabs distribute the load applied to the transfer case much more evenly.