Ford Enthusiast Unofficial Resource

Go Back   Ford Forum - Enthusiast Forums for Ford Owners > Past Ford Models > Windstar/Aerostar
Sign in using an external account
Register Forgot Password?
Search



Welcome to Ford Forum!
Welcome to Ford Forum,

You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!


Reply
 
 
 
 
LinkBack Thread Tools Search this Thread
  #1  
Old 10-31-2012, 04:15 PM
Junior Member
 
Join Date: Oct 2012
Posts: 17
Default head gasket failure issues 3.0 vulcan v6

I am having head gasket failure issues. I bought a 99 Windstar 4 years ago that had a blown head gasket at 101K miles. I replaced EVERYTHING: new premium water pump, Stant Superstat super premium thermostat, & ALL hoses. Then I vacuumed out the sandy, muddy gunk out of the coolant passages with a shop vac and extra long straw from Sonic, then flushed the block thoroughly with diesel fuel (oil & water ports) several times until what was coming out of the oil drain looked good, then took the oil pan off to clean the oil/water gunk out of it. I also replaced the timing set components while I was at it. The heads were worked on by a very reputable cylinder head shop (that is ALL that they do!) and they were resurfaced, pressure tested, Fel-Pro Viton valve stem seals were installed, new valve seats & freeze plugs. Then everything was reassembled with premium Fel-Pro PermaTorque head gaskets & NEW HEAD BOLTS. Installed a coolant flushing T and flushed, flushed, flushed till there was no diesel residue in the water, then ran a few days with just water, then flushed, then did that a few more times. Oh, when it was cranked the first time after the head gasket replacement I ran it for a few minutes with a conventional oil and standard filter, then changed the oil and filter with a premium oil filter and synthetic oil. So, my repair job was first rate. Even did new plugs, wires, & O2 sensors, no shortcuts here!

Now here it is 4 years later and 65K miles later (166K total) and I have another blown head gasket. Heads have been removed and are at the machine shop now. I was looking for the absolute best gasket possible in hopes of this never failing again. Fel-Pro makes a PermaTorqueSD (Severe Duty) head gasket, but unfortunately it is not offered for my application.

Can anyone offer me any head gasket options that might be superior to the Fel-Pro PermaTorque that I used last time (and am planning to use again now)?

Can anyone suggest to me anything that I can do to prevent future head gasket failure besides: doing the job right again (see above), using a quality gasket and proper re-assembly with NEW bolts, having the heads reworked, flushing the cooling system regularly, & PRAYER?

Also, I used the OEM temp thermostat which is 195 degrees. I understand that this is what the engine was engineered to use and should provide the maximum thermal efficiency for the engine and thus the best gas mileage. However, if someone can persuade me that this is not the best temp for the thermostat, then I might be willing to reconsider if there is sufficient evidence that 195 is not the best choice. Also, one last thing, the coolant passage holes in the head gaskets are way smaller than actual coolant ports in the engine block. Does anyone make a head gasket that utilizes a larger coolant Ďholesí in the gasket to allow greater flow of coolant through the head/gasket/block/cooling system? Iím not brave enough or dumb enough to modify my new Fel-Pro gaskets, but I am wondering about why there is such a difference between the coolant port size in the block and the coolant port passages in the new gaskets. Any thoughts?
Reply With Quote
  #2  
Old 10-31-2012, 04:57 PM
Hayapower's Avatar
Super Moderator
2005 Ford F-250
My Garage
 
Join Date: Jul 2006
Posts: 4,184
Default

Ford re engineered the the stock head gaskets over the originals..

I really don't care for FelPro. My .02.. I did an Olds 4 cylinder a few years back (twice) that kept blowing the FP gaskest between the cylinders after some mileage. After the second time,, I went with another brand. Where did the FP's fail? Followed the torque to yield bolts for spec tightening and pattern?
__________________
05 F250 C/C FX4 6.0
1969 Firebird Trans Am
2003 Hayabusa GSXR1300
Reply With Quote
  #3  
Old 10-31-2012, 05:35 PM
Junior Member
 
Join Date: Oct 2012
Posts: 17
Default

Quote:
Originally Posted by Hayapower View Post
Ford re engineered the the stock head gaskets over the originals..

I really don't care for FelPro. My .02.. I did an Olds 4 cylinder a few years back (twice) that kept blowing the FP gaskest between the cylinders after some mileage. After the second time,, I went with another brand. Where did the FP's fail? Followed the torque to yield bolts for spec tightening and pattern?
What brand did you go to? And did you keep it long enough to see if the other brand lasted longer than the Fel-Pro?

Failed between a water port and the #3 cylinder.

Yes, I did everything EXACTLY as it should have been per the specs, click on link below, this one is rather specific, it has FIVE steps!

Federal-Mogul Resource Center - Torque Specifications
Reply With Quote
  #4  
Old 11-01-2012, 12:40 AM
Hayapower's Avatar
Super Moderator
2005 Ford F-250
My Garage
 
Join Date: Jul 2006
Posts: 4,184
Default

3.0 wasn't like the 3.8,

But unless it got hot/cooling issues, or bolt tension was any issue, head re-surface cut was too aggressive, block deck etc. then head gaskets come into play next. I remember during the wave of 3.8 failures, the OEM units were upgraded as was the timing cover gasket to a reinforced material. They used to like to spit'em out as well.. Aftermarket was slow to make changes.

I canít really remember but think the Olds was redone with Victor Reinz.. Car was a daily longer range commuter until it was totally run out after the last repair.. If memory serves, the web/fire ring was narrowed and it would blow between and into the water jacket.. Head was a reman with an intact solder button. Never let go.. Although it was re-cut to be sure it was flat.. May be not any of your issues, and FP may be adequate, but their complete and valve grind sets seem to be lacking to me..
__________________
05 F250 C/C FX4 6.0
1969 Firebird Trans Am
2003 Hayabusa GSXR1300
Reply With Quote
Old 11-01-2012, 12:40 AM
 
 
 
Reply

Tags
30, bad, bolt, contents, cracked, cylinder, ford, gasket, head, heads, rebuilt, torque, v6, vulcan, vulcon

Thread Tools Search this Thread
Search this Thread:

Advanced Search

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On


Advertising
Our Sponsors
Vendor Directory
New Sponsors
All times are GMT -5. The time now is 04:54 AM.

© Internet Brands, Inc.


This forum is owned and operated by Internet Brands, Inc., a Delaware corporation. It is not authorized or endorsed by the Ford Motor Company and is not affiliated with the Ford Motor Company or its related companies in any way. Fordģ is a registered trademark of the Ford Motor Company.