I really think that the reformulated gas is perhaps only one part of several factors. One is oil consumption, two is engine temp and usual operating conditions, three, four, five, and suddenly the problem occurs. I'm sure it isn't just some fluke that can happen to anyone at any time.

I think that M.F. had some sorry oil consumption figures, which would've identified some problem at a point somewhere. My theory is that, with the day-to-day short trips at cool temperatures (high airflow, low temperature ineffcient burning, then cooldown) something gradually built on the valve stems, and never got the opportunity to go away. Then, SLOWLY the crap on the valve stems started to cause oil consumption through the seals, and suddenly voila #3 starts to go downhill rapidly.

Deposits get so bad, some of it breaks off and that's the end of that.

Maybe the #3 cylinder is the first one to cool off, or the coolest running cylinder for whatever reason. Or the hottest. I don't know. But soemone else just posted about their turd of a 960, with a #3 zero-compression issue.

Here's the dangerous thing in this discussion, and the one that makes me almost hesitant to go much farther:

This is as dangerous as the 1984 B23 discussion. It had been mentioned that someone just blew their B23 randomly. Well, I mentioned I had seen several others (four total) that had taken a random dump and shot a rod through the block. One I had heard of, three I had seen here or there, ever since I was maybe sixteen. It didn't mean much to me, because ANYTHING happens, right?

That little statement got me called "asshole" "idiot" and things worse, just for suggesting it. Discussions like this are dangerous because in speculating that there is a certain problem, you run the risk of polarizing the discussion. There is ALWAYS a certain group of people who refuse to believe anything that they don't want to believe, and a certain group of people who will NOT see anything but:

1. "Reformulated Gas"
2. "960"
3. "Blowed up"

The simple chance that there are twenty OTHER factors involved has nothign to do with it. It attracts people based on the merits of those things listed above, and suddenly people are offended, in total disbelief, or just plain pissed and seeing red. There are undoubtedly other issues, but at this point it's just sorting through all of this crap to find out why on earth it happens.

My intent is simply to ascertain the causes of problems like this. I wrench on a LOT of Volvo product, and a lot of marine products during the season.

I'm the kind of guy who isn't really happy with the thought that two cars sitting side by side suffered locked heads on the same day. That raises questions that I'll feel better about when I've answered them to the fullest potential.

It is in no way meant to assert that there is some deficiency with anyone's car specifically, or any certain brand or model of manufacture.

Additionally, the 740T that I've been working on was no cream puff, but I can't envision what would make it susceptible to failure as I'd mentioned, especially when a Rodeo that was idling in the space next to it had the same problem. Maybe they were BOTH abused the same way, but I think that it was just a combination of issues that did it.

And twice in a row with the 740... well, that's pretty obvious. Fortunately, with the 740, we were able to loosen the valves with consecutive applications of PB Blaster and carb cleaner on the valve stem and through the upper end of the valvetrain, using a rubber mallet and a sledgehammer applied gently.

Hopefully this will answer some more questions as it unfolds, sadly again at the expense of Mullah Fuqua.
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Chris Herbst, near Chicago, IL. 93 940, 91 240, 90 240, 88 740, 87 240