I took the truck to a mechanic, and $400 later they told me I had anexhaust leak, which they fixed, but that I would need about $750 more dollars in work to replace two rocker arms, a camshaft, and a rocker shaft--basically a few damaged parts in the top end. I asked them to put the car back together, and that I would take it home to think about it. After doing some research, I realized for about the same price I could do the right job, and really refurbish the whole top end. So with a manual, the online forums, and some help from my mechanically inclined Uncle, I set to the task of tearing into the top end. Note: I also needed to replace the leaky oil pan, which was a whole separate project.
This whole process took me about a month, and was aided by my awesome roommate Marissa, allowing me to use her car for work and life. She also lent a hand at critical moments in the process, and I could not have done the work without her.
I began with the oil pan replacement, which would have been easy if I did not have 4x4 on my truck. Because my vehicle is 4x4 equipped, I had to lower the front differential (front axle), and jack the car up in order to remove the pan. I spent time cleaning, sanding, and painting the new pan, and with a little struggle got it all buttoned back up:
Then I moved on to the big project: I started with just thinking that I would replace the parts that were damaged like the mechanic would have, but as I researched more and considered that my engine had over 195,000mi on it, rebuilding the top end at this juncture, would be the best move, especially since I intend on keeping this truck around for some time.
Even after I committed to replacing certain parts, I was still trying to avoid the big project of removing the cylinder head from the block, and replacing the head gasket--this is the critical union between the upper and lower parts of the engine, and it helps to keep the oil and coolant separated, which is vital to proper performance. This process would entail removing the fuel injection and exhaust system, along with keeping the engine timed properly, and so on---many more steps than I wanted to undertake. However, when my parts for the basic refurbishing arrived, I realized that I needed to go ahead and do the whole thing, or else there would most likely be a problem down the line. Basically the parts I wanted to replace loosened other parts which would increase the chance of my head gasket failing at some point in the future.
So, I channeled the spirit of a one, Andrew Reynaga, whom is known world wide for his tenacity, inherent genius, and relentless attention to detail, which all translates to doing the job right the first time. I have personally watched this man work an eight hour shift, then come home and dig up a 4x8 ft garden bed 2ft down, jut to lay in gofer wire before putting in his spring garden. I have also watched this man, hand sand a kitchen floor late into the night to remove every inch of the previous flooring contents. He is an inspiration when it comes to doing things the correct way.
That being said, I began the process of dismantling the head, and took my time. I snapped photos of the engine and various parts, labeled and organized all removed bolts into ziplocked bags, and accepted failure as a part of the process--once you let the worry of failure go, things lighten up considerably. Over a weeks time, I had removed the head, undid the wiring harness, cleaned the EFI and block, and relentlessly cleaned out the head bolt holes, which are the keys to holding the top half to the bottom half. Then I waited several days for parts to arrive. I was going to refurbish my head at a local machine shop, but wound up purchasing a brand new one, for what amounted to little more than $50 extra dollars.
I moved my work bench inside, and assembled the EFI and head together in the comfort of the dining room. Once assembly was complete, I moved the parts back outside and set to the task of the final reassembly.
Things went fairly smoothly, and over the course of two days, I was able to button everything back up. The final day was filled with small disasters, such as pouring in coolant, and finding two hoses which were not hooked up, which lead to coolant spewing everywhere. I also discovered a leak in the top radiator hose, and had to run to buy a replacement. This was all amplified in intensity, when reaching for a wrench I spilled coffee onto Marissa's laptop--her ninja like reflexes prevented any serious damage, and the computer was okay.
I finally arrived at the great moment of turning the ignition key, and when I braved the wilds of my doubts and turned the key, only a click occurred. I scratched my head, took a failure bow, and began searching for the cause. I double checked all the engine ground wires, and then tested the battery with a volt meter. The battery did not have the 12volts needed to start the engine, so I took my deep cycle battery from my solar panel setup, and used it to jump the car battery.
THE FIRST FIRE UP WAS AMAZING--The truck hummed like a sweet beast! The timing was nearly perfect, and the engine had an almost quite hum to it. Here is a video of the initial fire up, after I ran from the driver's seat to the front of the car:
I then timed the engine using a timing strobe light. This was my first time doing this, and it was fairly simple. It is amazing how much information you can find in manuals and via the internet:
I adjusted the valves again after the initial camshaft break in, and here is a picture of the top end open in the late afternoon sun (very nice and clean):
This project was a meditation in conviction, acceptance of failure, the pursuit of knowledge and confidence, and the commitment to keep breathing and growing.
