The scheduled replacement interval for that belt is 150,000 miles (with no time limit and no reduction for 'severe duty' specified). That's in the 2013+ Ford Escape and numerous other small / midsize Fords globally. The 1.6L / 1.5 L EcoBoost (inline 4, DOHC, variable valve timing, relatively high RPM interference engine) runs a "BIO" / "Belt-In-Oil" timing belt. Im not thrilled about changing a belt and rollers every 100K, and would prefer a chain - but chains aren't a panacea anymore and IF you have a problem it will be many times more expensive than a belt rig.Ĭlick to expand.There's 'belts' and then there's 'belts'. Timing chain stretch is such a severe problem that oil formulations like dexos are made to take better care of the chains as DI soot can exacerbate stretch/ wear. ![]() Oil changes are cheap - but twice as many does take a toll on your time and wallet especially if you take the truck in for them that ultimately starts to even out the long term costs a bit. With the popularity of TGDI and DOHC long chains driven mills with numerous sprockets can be very hard on oil shearing it down quickly 5K being the longest interval some of these engine can take before shearing out of grade - and if starting with a 20 its imperative that you change that oil out - the new Titan is an example of this.ĭI engines typically have a bit of fuel in the oil making it even harder to stay in grade warranting a conservative OCI GM 6's with chains had a run of absolute disasters with the early OLM calibration being way off.Īdditionally almost timing chain tensioners are hydraulically tensioned and can rattle pretty hard on startup if between clicks, and it only take a tiny bit of stretch to trigger a check engine light - which makes it impossible to get a smog check in california until fixed. This is an extremely expensive job- around 4K. A quick read through the f150 forums will find many many ecoboost engines with premature chain failure. Damn, I think I got an Aamco rebuilt transmission installed for that type of cost back in the day.Ĭhains typically last longer but not always. That fluid could result in a $400-$500 fluid change. Two issues that come to mind with V6 Hondas are the timing belt and the the 9 speed fluid that may work it's way to the next gen RL. If you are going to keep a car for the long haul, it's a good idea to research some of the costs. That means a grand for a timing belt that I wouldn't have to do with a Toyota. ![]() I usually keep my cars for 10 years, 100k miles. It's the good old you might as well syndrome." Yes, 1k is not a big deal but for those of us low mileage drivers that get to the time limit (7 or 8 years) before the mileage limit it's just something an owner doesn't want to spend money on. It's a good idea to replace the tensioner (and pulleys) at the same time the belt and water pump is replaced but I've never seen it advertised as part of the job. Also, the timing belt tensioner is a problem/confusion area. The Toyota V6 is silky smooth and uses a chain. ![]() Let's see what Honda does with the turbo V6. IMO, timing belts are becoming dated or need a longer interval.
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