Quote:
Originally Posted by dghii
Lots of thing seem easy once someone has already done 'it' once.
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Granted they deserve some credit. But any mechanic worth their weight knows that when you work on a timing component you have to make sure you're not upsetting the timing.
It's no accident that Porsche put slots at the ends of the cams. It takes an extra machining step. It's also no accident that those marks line up vertically when the crank is at TDC. It's also no accident that the crank pulley has a hole that lines up with a hole in the case so you can insert a tool to lock it in place. It's also no accident that Porsche designed the chain tensioners to be installed from the outside of the motor, so they can be installed after engine assembly. This is different than most tensioners I've worked with.
So Porsche already had a procedure to lock the cams and crank on TDC, and for removing and installing chain tensioners.
Knowing all that, it's not that big of a leap to think, "Hey I wonder if I can pull this bearing out and put another one in." Especially for someone already quite familiar with these motors and with an extra motor or two lying around.
I figured out that you can take a non-EGR Subaru head, drill and tap a hole in it and install it in an EGR car. Conversely, you can plug the hole in an EGR head and install it in a Non-EGR car. Subaru said you have to use specific heads. People figure out how to do something that the manufacturer says can't be done all the time.
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