![]() ![]() Not only are chains good choices there due to packaging concerns, but the system is not nearly as complex as it is on a V-style engine because there's only one cylinder head. It probably is legitimately difficult to design a quality timing belt system for a modern transverse inline-4 due to the concerns noted above. I think the move away from belts by most of the industry so they could market "maintenance-free" chains was perhaps too large a swing. I think timing chains and belts are both legitimate timing system designs, but are optimal in different scenarios. Belt systems are usually far simpler with fewer components, which generally means less weight and higher reliability. Chains generally have more friction than belts and V-style engines usually require multiple chains (sometimes as many as four separate chains). On the "plus" side for timing belts are higher efficiency and quieter operation. That's definitely a negative aspect of timing belts - they take up a lot of room. Exacerbating this is the trend towards continuously variable valve timing, where the cam phaser wheel takes even MORE room at the front of the engine, requiring a timing system that's absolutely as compact as it can be. Because inline-4s are usually mounted transversely, they need to keep that engine length (width, as installed in the car) as short as possible, and a timing belt system really conflicts with that goal.not only because the timing belt system itself is bulkier than a chain system (belt is wider than a chain), but because they also need room to access it for periodic service. I suspect one reason that most inline-4s have gone to timing chains (including Honda's K-series, etc.) is due to packaging concerns. The Sonata with chain was barely any notice of issue and was shot. Other cars I had all had belts and went 200k plus with normal replacement. If I had a timing belt I would have just changed it 2x by then and maybe still be driving it for another 100k miles. So - yea - I could have spent over $2k to maybe fix a 13 year old 220k mile vehicle or invest in a used Accord. The part is Hyundai only at $500-600 and would need total disassemble of timing again and more to replace the bottom of motor. IF the BSM was bad you might not know unless you reassemble it and check. The timing chain/tensioners etc was about $1500. I think that chain stretched/jumped or broke causing out of time balancing. Right behind the timing chain is a separate chain and tensioners that drive the oil pump and balance shaft module. So those owners never will see the alleged benefit of the longevity of a chain.Ĭlick to expand.No proof because of repair cost/labor if not but at 220k the timing chain engine in my Sonata started vibrating then shortly after started leaking oil around that area with oil pump warnings etc. Plus, some engines (like Chrysler 2.7s and Ford 3.5s) have the water pump driven internally by the chain, and failure of the water pump is a very costly venture, which, just like with a Honda 3.5, requires taking the timing components off anyway. ![]() It's not easy or cheap, and this would easily be a $2,000 job. The timing cover is sealed and you usually have to remove the front face of the engine to get to it. But they're also not designed to be replaced.so replacement of timing chain components is a very invasive job. The chain may have lengthened, tensioners and guide tracks will have worn.no timing chain system will last forever. So after 200k miles, you've changed the belt twice, changed the water pump twice, and you're on your way for the next 100k miles, having spent $2,000 in maintenance.Īfter 200,000 miles, most timing chain systems will have become pretty worn. Timing belts have a scheduled replacement interval of about 100k miles, which usually includes the water pump (and it's a $1,000 job give or take). Both systems have pros and cons, and I think the cost of ownership of both is likely pretty comparable if you own the car for a long time. I think it's generally a six-of-one-half-a-dozen-of-another type of deal. ![]()
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