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More acceleration means more load, but all the timing chain sees is the load from the valve train and the rpm’s, it won’t care if you’re pulling those rpm’s while accelerating like mad up a hill, or the same rpm’s cruising downhill. That of course isn’t true for other internal parts of the engine, say rod & main bearings. Stop & go driving was mentioned, but I’m struggling to see how the load on an engine timing chain would vary much between stop & go and steady highway cruising, except that the rpm’s will likely be higher from time to time during stop & go. Think about the load, all the timing chain has to do is spin the cam(s), and bear the load of the valve springs and all the friction points, while a vehicle drive chain has to bear the load of moving the weight of the entire vehicle and cargo up hills, from a dead stop, etc. Consider also the ratio of length to width between engine timing chains and bicycle and motorcycle drive chains. It lives in a sealed environment, with a constant supply of filtered oil. Any lube they do get, tends to attract more dirt and grit, which works its way in between the pin and link, greatly accelerating wear.Ĭontrast that with an engine timing chain. They are out in the elements, with no continuous lubrication source. While its true that bicycle and motorcycle chains wear rather quickly (compared to a timing chain inside an engine that can last the life of the motor), think about the environment they live in. (so always replace chain and sprockets together, if one is worn, so is the other).
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That wear means the chain pitch no longer precisely matches the pitch of the sprockets, so they begin to wear to try and match that pitch. so the chain does grow longer, but it does not actually 'stretch'. To clarify, chains don't 'stretch', they simply wear between the pins and links, and that minute wear from each link adds up to a longer overall chain. ITrader Rating I have a 100 mile one way commute to work, 200 miles a day This means the stop and go pull of the city lights on the chain were minimal as claimed below! This is a rare case! Not to mention, your role model claimed he used this car mainly for only 200mile daily trips on the highway. I don't know how much longer my luck will hold on this vehicle. Only problem dealer found was a leaking transducer on the transmisson. Transmission flush, rear axel and transfer case fluid change. ITrader Rating Liberty in the shop for routine service at 320,000 miles. I read this part here and I can see he had a mechanic performing regular maintaince on this liberty I do not believe all maintenaince has been stated in words. I did follow your link to see the posts about the liberty I am guessing 120k max on the new design. I know the single overhead cam in the middle with 1 chain on the crank did last much longer than the new design where the crank is wrapped around 2 cams on each side. I would never think that would be possible with the new crank to cam designs. I am in awe that the timing chains lasted 325k on a liberty. I know chains on motorcycles stretch and break too.