Compression Ignition Addict
Join Date: Feb 2008
Location: Jersey Shore (Not Seaside!)
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I've got my heads tapped, but for Swagelok fittings for a hard tube. I don't want to screw around with the T/S area, I'm going to try to tee the two hard lines, then use a hose nipple and bring a line up to one of the existing hoses to the degas bottle. Tee'd to one of those.
Another member did the head to T-stat lines with his new Kill Devil heads. He tows heavy and tuned and so far it's been fine for him.
The end ports for the heads, in front it's the return to the front cover, but in the back, it's deadheaded. On the engine stand, it sure looks like its trapped air space, and I don't think it can be vacuumed away where it is.
We have two "venting ports" in this application, one from the radiator and the other from the intake manifold. Both are there to remove any trapped air and bring it to the reservoir, or "degas" bottle. Other motors have them too, our Lincoln LS just overheats like crazy if you are not diligent on removing all the air.
Auto engineers have had a good record for calculating the amount of vapor pressure and coolant expansion rates, so it's always confounded me why they screwed up so badly on this design where the "max" indicator is so far off. Speculating only, but since akblackfoot got the results he did, something I thought was nuts, I now wonder if there was a miscalculation of air being trapped in the back of the heads. Air would have a much greater thermal expansion rate compared to coolant, and I wonder if that is why we have such a puking issue, and especially in cases of tuned or harder working situations. Normal driving, pressures and coolant expansion are fine. But you work the motor harder, more heat in the head area, and the "bubble", coolant expansion, and higher vapor pressure all contribute.
Anyway, its just speculation from down the rabbit hole.
Former Vehicle Test Manager, Friction Products.
03 F350SC 4x4 6.0 Auto 5/30/03
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Last edited by TooManyToys; 08-12-2019 at 08:10 PM.