ACL rod bearings after 150k kms.
- Thread starter Gareth
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
I'm with Wayne on this one. That paper doesn't mention connecting rod bearings anywhere.
It's certainly interesting, but completely irrelevant to the 1HD-T BEB issue.
Yeah I get it. You change them often. Ive done it countless times myself and its not hard, its just lame that in its stock form this engine destroyes bearings so easily. No doubt ill have to compound and boost the s*** out of a 1hdt if I get one, so powering up a motor with bearing problems doesnt quite make sence to me. I think there is a better way of aproaching this problem other than just replacing critical parts so frequently. It seems like other motors with problems like this have had successful mods to lessen similar damage, so why not do it here?
When people refer to BEB's, its a direct reference to the connecting rod. Big end bearing refers to the larger end of the connecting rod which attaches to the crank. The gudgeon or wrist pin bearing which attaches the piston to the con rod is called (you might have guessed) the little end bearing. This term is used a lot in the motorcycle world.
The bearings which support the crank in the block are called main journal bearings or "mains" They are numbered 1 - whatever depending on how many your engine has. #1 is at the front of the engine.
Hope this helped out some.
That's a bit of a stretch, no?
The main issue with the 1HD-T is the large end connecting rod bearings, so it would make sense that if the 1HD-T was truly the subject of the paper (as you seem to think it is), then those bearings would be the focus. I have yet to hear of a 1HD-T main bearing failure.
Straw man argument. If the focus of the paper was the 1HD-T, why would they focus on cavitation in bearings that don't fail or show signs of cavitation in the 1HD-T?
Ok... so I'm sorry, but it was me using wrong terminology.
Thanks for that.
I don't think it matters if Doug's paper is dealing with the 1hdt, but rather it gives a great real life example of how to address this problem.
Sounds rhetorical to me. You make a lot of good points in this forum, but now I understand why you get into so many arguments.
the mains do not show wear.
the BEB do.
the article speaks specifically of damage of the mains and no mention of the BEB.
it is a stretch to think the article is talking about the HDT.
but
IF the mains did show cavitation then it would be easy to understand the BEB failure ... sadly, this is not the case.
don't hold your breath to see if Dougal will ever agree ... once he states something as fact he doesn't change his stance. it would be a sign of weakness in the engineering field.
the BEB do.
the article speaks specifically of damage of the mains and no mention of the BEB.
it is a stretch to think the article is talking about the HDT.
but
IF the mains did show cavitation then it would be easy to understand the BEB failure ... sadly, this is not the case.
don't hold your breath to see if Dougal will ever agree ... once he states something as fact he doesn't change his stance. it would be a sign of weakness in the engineering field.
The last 1hdt we took apart, the BEBs were horrible. Worse than anything ever posted here (i can post pics). Then i disassembled the engine and the mains were perfect, as never kissed by a crank. Does the crank flex? Unlikely the problem, considering it is the same from hz to hdfte. We recently took a 1hdft apart. The BEBs showed some tiny signs of wear, the mains none. I don't have Wayne's experience, nor Doug's math. But changing BEBs on the 1hdt seems like cheap insurance, considering how little work it is. And i will never own a 1HDT for the rest of my sorry life. What a piece of crap that engine was as compared to a 1hdft. I'd rather run a 22r than a 1hdt. Or a pedal car. Cheers Jan
serenity
SILVER Star
Are there any reports of this happening on 1hd-fte's or is it isolated to just the 1hd-t?
I thought they were very similar motors, is there I difference in the fte that prevents this happening?
I thought they were very similar motors, is there I difference in the fte that prevents this happening?
I'm actually getting the beb's on my 1hdfte replaced next Tuesday. Just over 200k kms, oil changed every 10k kms since new. This is purely a precautionary measure plus all these posts have me intrigued. I'll be sure to share the outcome.
Some owners in oz have replaced theirs 3 times and each time they showed excessive wear. This was on a forum for owners who tow caravans around Australia regularly and I think the engines were 1HD FTE.
Ask the question on the exploz forum.There have been numerous posts over the years from owners of 1HD FT and 1HD FTE about beb wear.
I suspect when Toyota changed the number of teeth on the timing gear around 99,it was an attempt to alleviate the problem.
It has happened on 1HZ 's also but its uncommon
i am wondering is adding a turbo to the 1HZ might cause this concern.
i know i change out the BEB when i turbo a PZ or a HZ to help alleviate this.
i will need to pull the caps and do an inspection ... maybe it is the higher load of the turbo'd HDT ... maybe it isn't.
that paper really doesn't help at all with this particular BEB concern.
i know i change out the BEB when i turbo a PZ or a HZ to help alleviate this.
i will need to pull the caps and do an inspection ... maybe it is the higher load of the turbo'd HDT ... maybe it isn't.
that paper really doesn't help at all with this particular BEB concern.