Date: Fri, 22 Jun 2007 12:12:39 -0400
Reply-To: Benny boy <huotb@VIDEOTRON.CA>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Benny boy <huotb@VIDEOTRON.CA>
Subject: Re: Timing Chains, Belts, Gears, etc
Hi (longish and boring stuff for those who don't like engine stuff)
Gear Driven (cam to crank) gas engine have NO good torque/HP and poor torque
curve, i know, i have owned a Honda CB 1000 with that system. That bike had
NOTHING before 6000-7000 rpm, i said nothing. It felt like something was
wrong, to tight. The funny thing is a broke one gear teath on the crank...
The relation between the cam and crank have big variation in engine power
curve and torque. With a belt, that very slight flexibility produce torque.
We all know the story about DOHC VS single VS 4 valves per cylinder, many
went DOHC with as much as 5 valves per cylinder (Yamaha Genesis), in cars,
almost all went back to single (SOHC) 4 valves per cylinder. It was the
best simplicity VW power VS fuel consumption. Chain, he he he, anyone here
who have owned a Honda CX bike will stay away from timing chain, binder problem.
My ZR 600 broke a chain because of a faulty bender, now, get that chain out
of there... no easy way, that engine need to go on the surgery table.
Now, let me do my corruptor thing about T-Belt change, that kind of pis****
me off (he he he), i had a few p-mail about that subject, and i find that a
bit... sorry to say, stupid. Most modern engine have T-Belt, they all need
preventive change at 60k miles. In the case of a Subi, it's a joke, no more
dificult than on Honda or Toyota, what the big deal on those???? On your
wasser, you may go on 4 head gasket change in that 60k miles, you may even
need new heads or a total rebuilt, so tell me, WHAT is the big deal on
timming belt? Sorry guys but a timming belt does't break, that's urban legend.
Now, another thing, about Subi head gasket problems... i have did my
research way before i choose that path. The early 2.5L DOHC big scary flat
four had """some""" problem (even, now we nead to undersand what "some"
mean), even "Some" late 2.5L had heads gasket problem, Honda 1.6L and 1.7
also have their share of ealy head gasket problem, now let see how bad this
is! Fist of all, most problem found were in general between 60k mile and
100k miles, on top, it is easy to see the problem as occasional overheating
occur, so that said, ok, let say you need head gasket job, first there is NO
need for new heads, it can be easily done with the engine in the "Van", no
rusty bolt, no damage water jacket, no bent push-rod, bottom end O-ring
replacement, pushrod seal.
Now, how many of you will reach 60k-110K miles with your westy in the next
few years? Also, in general, people have done more than 150k miles before a
head gasket job was needed on most Japanese engine, and that is TOTALY
normal on most 4cyl engine. So, now you may have to spend 600$-1000$ for a
heas gasket job, a new T-belt, guide and maybe a tensionor after 100k miles
of driving your Westy! Very far from a total Wasser engine rebuilt or
re-seal each 30k-50k miles.
I "would" take a Honda/Subaru belt or head gasket job anytime over a Wasser
head job. 1/5 of the price on the Japanese engine and my hands stay way cleaner.
NO one here will ever convince me otherwise. But don't get me wrong, a well
maintain Wasser still as in place in the back of our Vanagon, i will give a
honorable mention to that engine who worked so hard over the years to get us
there, where we wanted to go.
Ben
http://www.benplace.com/vw2.htm
On Fri, 22 Jun 2007 06:52:56 -0500, John Rodgers <inua@CHARTER.NET> wrote:
>Just reading the post about "New Engine Conversion" - and I wonder -
>besides cost, is there any reason why engines have not had meshed gears
>to drive the cams. Piston type aircraft engines all have gear driven
>cams. No body wants to try to pull over and park on a cloud when a
>timing chain fails.
>
>Just curious.
>
>John Rodgers
>88 GL Driver
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