Quote:
Originally Posted by Diseasel300
Unless it's a Euro-market car, it should have the turbo engine. A #15 head is not a turbo head, US market cars came with 14 and 17 heads, 20 and 22 were sold as replacement parts. The cracked head business gets more credit than it deserves, if the engine wasn't run low on coolant and beat on, it should probably be fine. Clues that you have a cracked head or breached head gasket are coolant consumption or pressurization of the cooling system.
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I've been trying to sign up with Imgur to show you pics, but I can't seem to register for some reason...
Anyway, it seems the #15 head was an early revision of the #14 head... I found the following in a PeachParts Forum thread entitled "OM602 & OM603 Head Revision Reference."
"Production change for protection against cracks in water jacket"
"Since 10/87 the bolt flutes on the exhaust side have been reinforced and the recesses (hollows) between the coolant ducts on the outlet side filled to prevent cracks in the cylinder head water jacket."
This appears to be a #15 head (although a casting number change is not mentioned) which would pre-date the next change:
"The reinforcements at the valve tappet guides and exhaust passages have been reinforced. Modified cylinder heads can be recognized by the cast no. on the intake side, see table."
Engine ----- previous cast no. --- new cast no. --- Production Breakpoint
_______________________________________________________
602 ---------- 602 016 03 01 --- 602 016 07 01 --- 09/89
602 Turbo----- 602 016 06 01 --- 602 016 08 01 --- 07/89
603 ---------- 603 016 10 01 --- 603 016 16 01 --- 10/89
603 Turbo----- 603 016 15 01 --- 603 016 17 01 --- 07/89
In any case, I take your point that it's still possible the head is good. When you say "pressurization of the coolant system," do you mean this as a diagnostic test?