Coolant filter

[Planerdude]

Anyone add or thinking about adding a coolant filter, like the mshimoto one available for the jk wranger?
Does the gladiator 3.6 gas have same sand casting issues of the jk series?

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[CookieSoup]

never heard of one. now im looking at them and fell like its a solution to a problem that doesn't exsist

 

[ShadowsPapa]

Anyone add or thinking about adding a coolant filter, like the mshimoto one available for the jk wranger?
Does the gladiator 3.6 gas have same sand casting issues of the jk series?

The block of the 2nd gen 3.6 is high pressure die cast - so anything made with the 3.6 should not have sand. They use steel molds and the aluminum is forced in under pressure.
There's no sand in the block of a Gladiator 3.6

Never heard of sand problems. Is that filter perhaps a solution looking for a problem?

 

[ShadowsPapa]

never heard of one. now im looking at them and fell like its a solution to a problem that doesn't exsist

There's no sand used in the making of the 3.6 blocks. High pressure die cast.
Of all of the years I've dealt with sand cast engines blocks, I've frankly not seen sand as an issue except for very rarely you see a little bit.

 

[mog]

No direct knowledge, but coolant filters seem to be an 'option' for fixing some of the Ford 6.0 (6.7) issues?

https://www.dieselworldmag.com/ford/power-stroke-coolant-filter-a-solution-to-oil-cooleregr-issues/

 

[ShadowsPapa]

No direct knowledge, but coolant filters seem to be an 'option' for fixing some of the Ford 6.0 (6.7) issues?

https://www.dieselworldmag.com/ford/power-stroke-coolant-filter-a-solution-to-oil-cooleregr-issues/

I wonder why they would be having troubles - what's the combination of factors involved with that one?
Coolant matters as well - the type, the pH, and other factors.
Even on legacy vehicles with old-school coolants, it takes a long time for sludge to form.
There must be something up with those engines.

 

[WesternJeep401]

The early-gen 6.0 IH engines had sand issues, which ultimately escalated several "weak links", resulting in catastrophic engine failure (although it isn't clearly understood the extent or consistent root-failure). Larger medium and heavy powertrains utilize a coolant filtration system that serves to filter contaminants as well as feeding the engine coolant additive package, thus extending coolant life between PMI's.
"

 

[jjdustr340]

Never heard of sand problems. Is that filter perhaps a solution looking for a problem?

Off the top of my head, I think it was the ‘12 and some ‘13 JKs that had an issue with the heads (AA and AB parts?) having sand in them that was clogging up heater cores and radiators. My guess is the OP had read about that somewhere and thought maybe it was still an issue.

 

[Rusty PW]

The block of the 2nd gen 3.6 is high pressure die cast - so anything made with the 3.6 should not have sand. They use steel molds and the aluminum is forced in under pressure.
There's no sand in the block of a Gladiator 3.6

Never heard of sand problems. Is that filter perhaps a solution looking for a problem?

You forgot about the Chevy Vega blocks. Those things would leak oil right out of the block. My first wifey had one.


I've seen the results of sand in the coolant. The water pump impeller gets chewed up. Friends shop had a Ford in with cooling issues. You could feel the grit in the anti freeze.

 

[ShadowsPapa]

You forgot about the Chevy Vega blocks. Those things would leak oil right out of the block. My first wifey had one.


I've seen the results of sand in the coolant. The water pump impeller gets chewed up. Friends shop had a Ford in with cooling issues. You could feel the grit in the anti freeze.

I wouldn't say it can't happen, never happens, or hasn't happened - only that of all of the engines I've torn down over the years, including the 6 in my shop (I'll probably never get back to) I haven't seen it.
My "guess" is that it's not a widespread "general" issue, but more of a "it's most likely in this engine family" thing - due to the processes, the shape/form of the casting and so on. And I've not done much with post-2010 engines.
Then there's the issue of if it happens, where is the negative impact most likely to be? Engines where coolant travels through small spaces in certain flow patterns. Water/coolant or any liquid flows in certain ways, around curves in certain ways.

So - never say "never" but with a die cast engine block you can say never because there's no sand!

And we all know the modern internet - 10 people with a problem and it means every single vehicle ever produced has this problem and you must buy this product a company has come up with. Marketing - see a way to resolve a problem, suggest that you, too, will have this issue and you need this product, and everyone has this problem - just ask 'em because they bought that product and would never admit that perhaps it wasn't needed. Psychology.

VEGA - the throw-away engine. Literally. It was made to last until it failed and then be discarded. The cylinders were teflon coated. There's no repair (not that I can remember, anyway)

And back to cast blocks and such - there's possible "core shift".
10 people have a block of a specific make and size and 9 of them can bore the thing out .060 over and sonic testing shows they are good - plenty of meat left.
The 10th person runs into a problem with over-heating and a cracked cylinder because the walls of the cylinder ended up too thin.
I sleeved my 1970 1 year only 390 block - .040 over. Gee, I should have had no trouble going .060 over.
5 of the cylinders were just fine at only .040, 3 of them wouldn't have been, and yet there's a lot of folks running .060 over on all 8 with 0 issues.

Not a problem on die cast blocks.

 

[ShadowsPapa]

Off the top of my head, I think it was the ‘12 and some ‘13 JKs that had an issue with the heads (AA and AB parts?) having sand in them that was clogging up heater cores and radiators. My guess is the OP had read about that somewhere and thought maybe it was still an issue.

I don't recall off the top of my head about the sand bit - but I recall there WERE head issues in that time period with those.
My guess is that your guess is right.

 

[Rusty PW]

I wouldn't say it can't happen, never happens, or hasn't happened - only that of all of the engines I've torn down over the years, including the 6 in my shop (I'll probably never get back to) I haven't seen it.
My "guess" is that it's not a widespread "general" issue, but more of a "it's most likely in this engine family" thing - due to the processes, the shape/form of the casting and so on. And I've not done much with post-2010 engines.
Then there's the issue of if it happens, where is the negative impact most likely to be? Engines where coolant travels through small spaces in certain flow patterns. Water/coolant or any liquid flows in certain ways, around curves in certain ways.

So - never say "never" but with a die cast engine block you can say never because there's no sand!

And we all know the modern internet - 10 people with a problem and it means every single vehicle ever produced has this problem and you must buy this product a company has come up with. Marketing - see a way to resolve a problem, suggest that you, too, will have this issue and you need this product, and everyone has this problem - just ask 'em because they bought that product and would never admit that perhaps it wasn't needed. Psychology.

VEGA - the throw-away engine. Literally. It was made to last until it failed and then be discarded. The cylinders were teflon coated. There's no repair (not that I can remember, anyway)

And back to cast blocks and such - there's possible "core shift".
10 people have a block of a specific make and size and 9 of them can bore the thing out .060 over and sonic testing shows they are good - plenty of meat left.
The 10th person runs into a problem with over-heating and a cracked cylinder because the walls of the cylinder ended up too thin.
I sleeved my 1970 1 year only 390 block - .040 over. Gee, I should have had no trouble going .060 over.
5 of the cylinders were just fine at only .040, 3 of them wouldn't have been, and yet there's a lot of folks running .060 over on all 8 with 0 issues.

Not a problem on die cast blocks.

Speaking of core shift. I was putting together a 340 6 pack block. Had one cylinder shifted just enough to ruin the block. The 340 6 pack blocks were hard to come by too.

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