<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Razor &raquo;</TD></TR><TR><TD CLASS="quote">

oil starvation</TD></TR></TABLE>


yep that'll definitely do it

 

your comparing a d16 engine with rods the thickness of a pinky to a purpose-built motor that is made to rev, and do it often. the reason it failed will become aparent once they disassemble the bottom end.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by johnzm &raquo;</TD></TR><TR><TD CLASS="quote">your comparing a d16 engine with rods the thickness of a pinky to a purpose-built motor that is made to rev, and do it often. the reason it failed will become aparent once they disassemble the bottom end.</TD></TR></TABLE>

doesn't matter- still apples to apples. Auto manufacturers design and build engines to withstand at least their own power for tens of thousands of miles with a good amount of headroom. The factory redline on several d15/d16 vtec engines is well over 7k rpm, certain models over 8k. I personally have over 170k+ on my stock d16z6 civic motor and I beat the living **** out of it. But I also keep it religiously maintained.

My point is, if you've ever gotten your hands dirty and actually been inside engines yourself you know that the reason isn't always obvious even once the motor is apart. Normally if the engine is well maintained and the oil level is watched closely especially on these vehicles which are known for oil consumtion, bearings are all in reasonably good shape, etc, then the more likely cause of this type of failure is simply a stress fracture in the rod itself. This could be caused by any number of reasons, most often is either manufacturing defect similar to the porous casting problem Honda is currently dealing with, or just fatigue from age which was the case in my girlfriend's d15 at 150k+ miles.

 

it does not matter what a d16 has been built to. it isint an apples to apples comparison! your comparing a motor thats made to get someone from A to b with little respect to power output to a motor thats designed from the very beginning to race. hell i wonder which one will break first if u rev both to 10,000rpm
anyways. a broken rod is usually easilly diagnosed, since theres only a couple of ways a rod can go bad. most are easily dignosed

 

as i said before, if you have ever actually gotten your hands dirty and been inside engines yourself, you would know better and that every situation is different. Parts fail for various reasons. Yes, the easy ones are easily diagnosed- chewed up bearings & hot spots generally mean low oil -&gt; low oil causes rod to sieze on crank -&gt; something has to give and due to the rod being the weakest link and also the angle of the stress and point of seizure, it's almost always the rod. ANy ******* retard with half a lick of common sense could figure that out.
I definitely don't claim to be the master of all by any means, but I've been inside, built and rebuilt enough motors at this point, both domestic and import, to have a good amount of experience to speak by, not just my big internet kak.
I also have enough friends that are professional Honda techs and parts reps to know what most commonly goes wrong with them and for what reasons.
Again, just my $0.02.