While the IM is off

[Kneale Brownson]

I needed to replace my main radiator (patched top neck), power steering
pump and crankcase breather hose, so while I was doing the timing belt, I
took the occasion to replace all the coolant and crankcase hoses, as well
as the auxiliary radiator.  I also redid the spark plug/coil wires and
distributor cap.  I didn't pull the distributor because the tamper
resistant device wasn't there so I presume the distributor had been
replaced with one with a metal gear.  So I also didn't replace the rotor
because I was reluctant to attempt breaking it off way down under the IM.
Several of the OEM hose clamps (stainless bands, plain steel screws) were
so corroded they broke, so I also replaced ALL the hose clamps with
completely stainless assemblies.  That last bit got a little pricey because
I was buying them at the local West Marine outlet.  I made the mistake of
not figuring out in advance just how many of which sizes I'd use and
finding an on-line source.  I could have saved a little by not going with
the metric-headed version, but the all-stainless SAE bands were the
perforated type, and I think those tend to cut hoses more.


At 06:21 PM 12/8/2003 -0500, Dan Wing wrote:
>I am having my metal gear put in next week, as I am near that critical 
>mileage where failure seems likely to occur. I need to either patch or 
>replace the crankcase breather hose, anyway, and that will be easy to do at 
>the same time. Forgetting the HMACDOTHOAP* question of the rotor, though-- 
>and keeping in mind both the DFIIIAB and KTBWOS* principles, what is the 
>answer to "feelstranger's" question? What coolant line are we talking about? 
>And are we talking about the injector O-rings, or some other O-rings? What 
>should be done while the IM is off, on a 135,000 mile car with full factory 
>boost and winter gas mileage of 23.5- 24.0 mpg by both computer and 
>calculation?
\