Greyjaei

Did a compression test today, here are the results from left to right
as you look at the motor from the front of the car.

190 240 185 175

May have been coolant spraying out of the second. There was also a
puddle of oil forming under where the timing belt should be.

any more thoughts on this?

Greyjaei wrote:
> Car info:
> 92 Honda Civic DX
> 340k(engine rebuilt at 300k)
>
> About a week ago my engine troubles started.
> Was driving home when the engine temperature shot up, checked the
> coolant and there was none there.
> Refilled it, took it to a mechanic friend, he said the Thermostat
> wasn't working, which was resulting in the coolant being boiled off.
> Seemed reasonable, changed that, coolant hasn't been dissappearing much
> or at all since then. (timing belt is going, can't drive it around much
> to check)
> WAS going to get the belt changed, but the mechanic at the place I took
> it to was pretty convinced I had a blown head gasket or cracked head.
> All he did was take off the valve cover, didn't do any compression
> tests etc.
>
> There seems to be no coolant in the oil pan, and no oil in the coolant.
> But the inside of the valve cover is covered in this brown sludge.
>
> I'm not sure what to do.
> Is it definitally a blown head gasket/cracked head?
> Could that brown sludge have formed inside the valve cover any other
> way?
>
> Not really willing to dish out the 1500 to repair the head gasket right
> now, or the 3000 to repair the head. Want to be sure of where I go from
> here and would appreciate any opinons. The car is a really nice ride
> and I'll be sorry to see it go.
>
> Here are a couple pictures of the valve cover and lifters etc
> http://i36.photobucket.com/albums/e15/Greyjaei/2.jpg
> http://i36.photobucket.com/albums/e15/Greyjaei/1.jpg

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> Did a compression test today, here are the results from left to right
> as you look at the motor from the front of the car.
>
> 190 240 185 175
>
> May have been coolant spraying out of the second. There was also a
> puddle of oil forming under where the timing belt should be.
>
> any more thoughts on this?
>
Ouch! There isn't much point in putting labor into that engine. Those
numbers tell a grim story and in combination with the other indications a
replacement engine from Japan is going to be your best bet if you want to
keep the car. The others here can give you pointers with that. (That 240 is
actually from the second cylinder?)

Mike

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> Did a compression test today, here are the results from left to right
> as you look at the motor from the front of the car.
>
> 190 240 185 175
>
> May have been coolant spraying out of the second. There was also a
> puddle of oil forming under where the timing belt should be.
>
> any more thoughts on this?
>
Ouch! There isn't much point in putting labor into that engine. Those
numbers tell a grim story and in combination with the other indications a
replacement engine from Japan is going to be your best bet if you want to
keep the car. The others here can give you pointers with that. (That 240 is
actually from the second cylinder?)

Mike

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> Did a compression test today, here are the results from left to right
> as you look at the motor from the front of the car.
>
> 190 240 185 175
>
> May have been coolant spraying out of the second. There was also a
> puddle of oil forming under where the timing belt should be.
>
> any more thoughts on this?
>
Ouch! There isn't much point in putting labor into that engine. Those
numbers tell a grim story and in combination with the other indications a
replacement engine from Japan is going to be your best bet if you want to
keep the car. The others here can give you pointers with that. (That 240 is
actually from the second cylinder?)

Mike

Greyjaei

The 240 is the one that is the second closest to the distributer cap.
Not too sure on the ordering, so bear with me

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> > Did a compression test today, here are the results from left to right
> > as you look at the motor from the front of the car.
> >
> > 190 240 185 175
> >
> > May have been coolant spraying out of the second. There was also a
> > puddle of oil forming under where the timing belt should be.
> >
> > any more thoughts on this?
> >
> Ouch! There isn't much point in putting labor into that engine. Those
> numbers tell a grim story and in combination with the other indications a
> replacement engine from Japan is going to be your best bet if you want to
> keep the car. The others here can give you pointers with that. (That 240 is
> actually from the second cylinder?)
>
> Mike

Greyjaei

The 240 is the one that is the second closest to the distributer cap.
Not too sure on the ordering, so bear with me

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> > Did a compression test today, here are the results from left to right
> > as you look at the motor from the front of the car.
> >
> > 190 240 185 175
> >
> > May have been coolant spraying out of the second. There was also a
> > puddle of oil forming under where the timing belt should be.
> >
> > any more thoughts on this?
> >
> Ouch! There isn't much point in putting labor into that engine. Those
> numbers tell a grim story and in combination with the other indications a
> replacement engine from Japan is going to be your best bet if you want to
> keep the car. The others here can give you pointers with that. (That 240 is
> actually from the second cylinder?)
>
> Mike

Greyjaei

The 240 is the one that is the second closest to the distributer cap.
Not too sure on the ordering, so bear with me

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159044378.196017.204120@k70g2000cwa.googlegr oups.com...
> > Did a compression test today, here are the results from left to right
> > as you look at the motor from the front of the car.
> >
> > 190 240 185 175
> >
> > May have been coolant spraying out of the second. There was also a
> > puddle of oil forming under where the timing belt should be.
> >
> > any more thoughts on this?
> >
> Ouch! There isn't much point in putting labor into that engine. Those
> numbers tell a grim story and in combination with the other indications a
> replacement engine from Japan is going to be your best bet if you want to
> keep the car. The others here can give you pointers with that. (That 240 is
> actually from the second cylinder?)
>
> Mike

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> The 240 is the one that is the second closest to the distributer cap.
> Not too sure on the ordering, so bear with me
>

Yeah... my concern is that typical (not necessarily all) head gasket
failures are in the center of the head, and especially those resulting from
overheating. If you had 185-160-150-175 I'd think a head gasket would get
you looking decent again. With the possibility of coolant in the oil but not
oil in the coolant and the atypical compression numbers, plus the other
observations you have, I'm concerned you will find a crack in the head or
block. That would allow coolant into the crankcase without letting oil into
the coolant. It also is not what you want to deal with. A replacement engine
is the clearest path to daylight again.

Mike

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> The 240 is the one that is the second closest to the distributer cap.
> Not too sure on the ordering, so bear with me
>

Yeah... my concern is that typical (not necessarily all) head gasket
failures are in the center of the head, and especially those resulting from
overheating. If you had 185-160-150-175 I'd think a head gasket would get
you looking decent again. With the possibility of coolant in the oil but not
oil in the coolant and the atypical compression numbers, plus the other
observations you have, I'm concerned you will find a crack in the head or
block. That would allow coolant into the crankcase without letting oil into
the coolant. It also is not what you want to deal with. A replacement engine
is the clearest path to daylight again.

Mike

Michael Pardee

"Greyjaei" <greyjaei@gmail.com> wrote in message
news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> The 240 is the one that is the second closest to the distributer cap.
> Not too sure on the ordering, so bear with me
>

Yeah... my concern is that typical (not necessarily all) head gasket
failures are in the center of the head, and especially those resulting from
overheating. If you had 185-160-150-175 I'd think a head gasket would get
you looking decent again. With the possibility of coolant in the oil but not
oil in the coolant and the atypical compression numbers, plus the other
observations you have, I'm concerned you will find a crack in the head or
block. That would allow coolant into the crankcase without letting oil into
the coolant. It also is not what you want to deal with. A replacement engine
is the clearest path to daylight again.

Mike

Greyjaei

That slow creeping dreadfull feeling inside of me was right

Thanks again!

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> > The 240 is the one that is the second closest to the distributer cap.
> > Not too sure on the ordering, so bear with me
> >
>
> Yeah... my concern is that typical (not necessarily all) head gasket
> failures are in the center of the head, and especially those resulting from
> overheating. If you had 185-160-150-175 I'd think a head gasket would get
> you looking decent again. With the possibility of coolant in the oil but not
> oil in the coolant and the atypical compression numbers, plus the other
> observations you have, I'm concerned you will find a crack in the head or
> block. That would allow coolant into the crankcase without letting oil into
> the coolant. It also is not what you want to deal with. A replacement engine
> is the clearest path to daylight again.
>
> Mike

Greyjaei

That slow creeping dreadfull feeling inside of me was right

Thanks again!

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> > The 240 is the one that is the second closest to the distributer cap.
> > Not too sure on the ordering, so bear with me
> >
>
> Yeah... my concern is that typical (not necessarily all) head gasket
> failures are in the center of the head, and especially those resulting from
> overheating. If you had 185-160-150-175 I'd think a head gasket would get
> you looking decent again. With the possibility of coolant in the oil but not
> oil in the coolant and the atypical compression numbers, plus the other
> observations you have, I'm concerned you will find a crack in the head or
> block. That would allow coolant into the crankcase without letting oil into
> the coolant. It also is not what you want to deal with. A replacement engine
> is the clearest path to daylight again.
>
> Mike

Greyjaei

That slow creeping dreadfull feeling inside of me was right

Thanks again!

Michael Pardee wrote:
> "Greyjaei" <greyjaei@gmail.com> wrote in message
> news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
> > The 240 is the one that is the second closest to the distributer cap.
> > Not too sure on the ordering, so bear with me
> >
>
> Yeah... my concern is that typical (not necessarily all) head gasket
> failures are in the center of the head, and especially those resulting from
> overheating. If you had 185-160-150-175 I'd think a head gasket would get
> you looking decent again. With the possibility of coolant in the oil but not
> oil in the coolant and the atypical compression numbers, plus the other
> observations you have, I'm concerned you will find a crack in the head or
> block. That would allow coolant into the crankcase without letting oil into
> the coolant. It also is not what you want to deal with. A replacement engine
> is the clearest path to daylight again.
>
> Mike

Elle

Greyjaei,

Sorry for what appears to be continuing bad news. This is an
interesting one. I hope you'll keep the group updated.

Michael, interesting Sherlock Holmsian analysis!

Dunno about shipping a new engine to Northern Canada, but
when helping some friends try to locate an engine for their
Isuzu recently, there sure were a lot of American companies
who ultimately emailed me to give me a price and shipping
charge. I think I found one of those master sites where one
types in exactly what one is seeking for an engine, and asks
for shipping. Shipping was not expensive, at say $100 for
some companies, but I'm in the "lower 48." I do remember
seeing a site with Honda engines closer to $500 in cost
IIRC.

If you haven't googled already, keywords {Honda Civic engine
swap} turn up a lot of hits. Ebay often sells engines, too.

"Greyjaei" <greyjaei@gmail.com> wrote
> That slow creeping dreadfull feeling inside of me was
> right
>
> Thanks again!
>
> Michael Pardee wrote:
>> "Greyjaei" <greyjaei@gmail.com> wrote in message
>> news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
>> > The 240 is the one that is the second closest to the
>> > distributer cap.
>> > Not too sure on the ordering, so bear with me
>> >
>>
>> Yeah... my concern is that typical (not necessarily all)
>> head gasket
>> failures are in the center of the head, and especially
>> those resulting from
>> overheating. If you had 185-160-150-175 I'd think a head
>> gasket would get
>> you looking decent again. With the possibility of coolant
>> in the oil but not
>> oil in the coolant and the atypical compression numbers,
>> plus the other
>> observations you have, I'm concerned you will find a
>> crack in the head or
>> block. That would allow coolant into the crankcase
>> without letting oil into
>> the coolant. It also is not what you want to deal with. A
>> replacement engine
>> is the clearest path to daylight again.
>>
>> Mike
>

Elle

Greyjaei,

Sorry for what appears to be continuing bad news. This is an
interesting one. I hope you'll keep the group updated.

Michael, interesting Sherlock Holmsian analysis!

Dunno about shipping a new engine to Northern Canada, but
when helping some friends try to locate an engine for their
Isuzu recently, there sure were a lot of American companies
who ultimately emailed me to give me a price and shipping
charge. I think I found one of those master sites where one
types in exactly what one is seeking for an engine, and asks
for shipping. Shipping was not expensive, at say $100 for
some companies, but I'm in the "lower 48." I do remember
seeing a site with Honda engines closer to $500 in cost
IIRC.

If you haven't googled already, keywords {Honda Civic engine
swap} turn up a lot of hits. Ebay often sells engines, too.

"Greyjaei" <greyjaei@gmail.com> wrote
> That slow creeping dreadfull feeling inside of me was
> right
>
> Thanks again!
>
> Michael Pardee wrote:
>> "Greyjaei" <greyjaei@gmail.com> wrote in message
>> news:1159059886.927360.286250@e3g2000cwe.googlegro ups.com...
>> > The 240 is the one that is the second closest to the
>> > distributer cap.
>> > Not too sure on the ordering, so bear with me
>> >
>>
>> Yeah... my concern is that typical (not necessarily all)
>> head gasket
>> failures are in the center of the head, and especially
>> those resulting from
>> overheating. If you had 185-160-150-175 I'd think a head
>> gasket would get
>> you looking decent again. With the possibility of coolant
>> in the oil but not
>> oil in the coolant and the atypical compression numbers,
>> plus the other
>> observations you have, I'm concerned you will find a
>> crack in the head or
>> block. That would allow coolant into the crankcase
>> without letting oil into
>> the coolant. It also is not what you want to deal with. A
>> replacement engine
>> is the clearest path to daylight again.
>>
>> Mike
>