honda maintenance interval

last weekend, i did some work on a friend's 89 civic. it turned out, the timing belt hadn't been changed in 262k miles. yup, you read that right, it was >150k miles and >15 years over schedule.
not only did he have the full service history from new, he'd driven it for 150k of that and could personally vouch for his portion. so when i took the timing cover off, i was looking particularly for any evidence of prior change. nothing. the tensioner bolt still had its original paint seal intact, and you can't change the belt without slacking the tensioner. nor did the crank pulley bolt show any signs of ever being wrenched - they always get stuck and need some serious impact driving to remove which always leaves evidence.
so, while it's best to stick to the factory service schedule, honda were apparently quite conservative with their components back in the late 80's.
i have the old belt as a souvenir. it's got the older style label graphics of the era. the only other discernible difference between that and a 7-year old 120k mile belt from one of my hondas is that the high mileage one is noticeably more flexible - i'm guessing because honda changed cordage some time in the 90's,
oh, and i checked the coolant pump. still in great condition, so i left it on there. same for the seals. something to think about next time you're forking out $600-$800 for a belt/pump/seal change and get to wondering what exactly is specified in the honda service schedule vs. what seems to unquestioningly have been accepted by the public as "stuff you always pay for".
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wrote:

er, were using high quality components.
I would *love* to take a brand new Civic and see what happens if I beat it like a rented mule today. 'Twould be fascinating.
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On 11/18/2012 04:06 AM, Elmo P. Shagnasty wrote:

i wouldn't bother. i was looking at the guts of a modern civic si's motor last night. not only was it a 4-weight crank [ridiculous on something you're supposed to be high revving], but the weeny little main bearings had gone. i gather that the lads trying to race this thing [stripped down, roll cage, full "race prepped" macpherson civic!] haven't been enjoying much luck with it.
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"jim beam" wrote in message

i wouldn't bother. i was looking at the guts of a modern civic si's motor last night. not only was it a 4-weight crank [ridiculous on something you're supposed to be high revving], but the weeny little main bearings had gone. i gather that the lads trying to race this thing [stripped down, roll cage, full "race prepped" macpherson civic!] haven't been enjoying much luck with it.
Am curious. Was this a current version with the K24Z7 engine or the previous 2 ltr. Would like your opinion on the 2.2 ltr S2000 engine as you obviously know what you are talking about.
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On 11/22/2012 07:08 AM, tww1491 wrote:

k20z3. forgot to mention - the crank i've been looking at is cast not forged. i'm disgusted - i never thought honda would stoop that low.

not really - i've never stripped one down so i can't really comment with authority.
why do you ask? if you're looking for a high output honda motor, there are builders out there that know what they're doing. but you have to do a bunch of homework on who. and be prepared to pay.
to illustrate that point, a few years ago i met a guy doing some restoration work on this actual vehicle: <
http://en.wikipedia.org/wiki/File:Jules_Goux_wins_Indianapolis.jpg
it has a one-piece block/head with twin cams and 16 valves [the inspiration for the offenhauser engines in fact] and to restore the vehicle to have a working motor, they'd had to re-cast a new block/head assembly from scratch. it cost $30k for the casting - which i thought was actually pretty cheap given the molding work involved.
anyway, you can get pretty much anything made custom if you're prepared to pay. and if you know who to pay it to. [as opposed to some of these clowns that'll rip you off $25k for a rebuilt chevy motor.]
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