Necessary to replace head bolts?
#22
I really hate word games "abecedarian". You know exactly what I'm talking about, I hope you show a little maturity in the future. Why even post, if you're not contributing anything?
#24
normally i just take the grinder to the end of the bolt careful not to damage the threads couple thousands off each bolt and put em back in. i have done dozens and dozens and dozens of cars exactly like this and never had an issue.
ive been an ASE certified mechanic for 13 years. BUT if you have the money and your spending the money to do a complete rebuild. then the head bolts should be on your list of parts to buy. just makes sense.
and dont forget the rod bearings
ive been an ASE certified mechanic for 13 years. BUT if you have the money and your spending the money to do a complete rebuild. then the head bolts should be on your list of parts to buy. just makes sense.
and dont forget the rod bearings
#28
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I had to pull the head on my motor after only 8k when the cheap aftermarket plastic timing guide set shattered and caused my engine to jump time and bend all of my valves. I learned my lesson...
#30
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valve angles are often the determining factor of whether the engine is 'interference' or 'non-interference'.
valves moving near parallel to the bore often are non-interfernce while valves moving at an angle when compared to the bore centerline can cause the lip of the valve to move down into the bore farther thus making 'interference'. also, piston design, combustion chamber geometry, and other issues can make the difference.
valves moving near parallel to the bore often are non-interfernce while valves moving at an angle when compared to the bore centerline can cause the lip of the valve to move down into the bore farther thus making 'interference'. also, piston design, combustion chamber geometry, and other issues can make the difference.
#31
valve angles are often the determining factor of whether the engine is 'interference' or 'non-interference'.
valves moving near parallel to the bore often are non-interfernce while valves moving at an angle when compared to the bore centerline can cause the lip of the valve to move down into the bore farther thus making 'interference'. also, piston design, combustion chamber geometry, and other issues can make the difference.
valves moving near parallel to the bore often are non-interfernce while valves moving at an angle when compared to the bore centerline can cause the lip of the valve to move down into the bore farther thus making 'interference'. also, piston design, combustion chamber geometry, and other issues can make the difference.
Last edited by rev. chuck; 11-21-2008 at 07:50 PM.
#32
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they manufacture them because sometimes the design criteria- horsepower, torque, compression, etc., intake, exhaust et al, combined with the physical constraints imposed by body lines, etc. require certain designs.
So the engineers build what they have to in order to make it work.
So the engineers build what they have to in order to make it work.
#33
they manufacture them because sometimes the design criteria- horsepower, torque, compression, etc., intake, exhaust et al, combined with the physical constraints imposed by body lines, etc. require certain designs.
So the engineers build what they have to in order to make it work.
So the engineers build what they have to in order to make it work.
#34
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it's not just machining a relief into the piston that matters.
the shape of the piston, the shape of the chamber in the head, all play a part in how the flame front moves within the combustion area, and any sharp edges cause hot spots... deep reliefs lower the compression ratio.
it sounds really simple to just say "make room for the valves", but making room for the valves has consequences.
the shape of the piston, the shape of the chamber in the head, all play a part in how the flame front moves within the combustion area, and any sharp edges cause hot spots... deep reliefs lower the compression ratio.
it sounds really simple to just say "make room for the valves", but making room for the valves has consequences.
#35
it's not just machining a relief into the piston that matters.
the shape of the piston, the shape of the chamber in the head, all play a part in how the flame front moves within the combustion area, and any sharp edges cause hot spots... deep reliefs lower the compression ratio.
it sounds really simple to just say "make room for the valves", but making room for the valves has consequences.
the shape of the piston, the shape of the chamber in the head, all play a part in how the flame front moves within the combustion area, and any sharp edges cause hot spots... deep reliefs lower the compression ratio.
it sounds really simple to just say "make room for the valves", but making room for the valves has consequences.
leading to hundreds of dollars in DIY repair much less having to take it too a mechanic to fix.
i just dont get it.
Last edited by rev. chuck; 11-21-2008 at 08:16 PM.
#36
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considering replacing the 22re timing chain (an interference engine) at the recommended service interval is cheaper than replacing the timing belt on a 3vze (a non-interference engine) at the recommended service interval (according to the time I would spend doing either), I fail to see your point.
Last edited by abecedarian; 11-21-2008 at 09:17 PM.
#37
considering improper installation of the chain on the interference engine or failure before its service recommendation (which happens) would lead to pretty well the complete destruction of the valve train and cost alot more money then the belt on the non interference engine.
i fail to recognize your failure to see my point as a competent argument.
i fail to recognize your failure to see my point as a competent argument.
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