SpaceKommander wrote:

> Anyway. What's this talk of inferior and weak & flexy crankshafts? Due to
> many reasons - flow restrictions and ECU cutoff - the engine won't rev past
> 5,500 RPM anyway - and I've never heard watercooled VW engines having a
> common failure of throwing a rod or breaking a crankshaft or wearing out
> the main bearings due to "crankshaft flex." I think the lower end is almost
> bulletproof. I have over 200,000 miles on my 1.9L and usually rev it up
> near 5,000 RPM before each shift - and the previous owner did same and
> cruised the highways of Kansas for hours at 4,500 RPM. Kansas isn't a small
> state. 4 hours each weekend at 4,500 RPM should rule out any "crank flex"
> problems. OK, if you are some yahoo with Dellorto 42 IDAs and open headers
> trying to turn 7,500 RPM then maybe you have a valid point.
>
> Comments? Boston Bob? Ken? How many wasserleakers are replaced due to
> broken cranks or connecting rods? I'm sure there are some, just don't think
> it's the primary reason for engine replacement. I think if VW had done a
> proper job with the heads (sleeved steel inserts in an alloy block) the
> engines would routinely turn a quarter of a million miles with no problems.

Here is my question about this: I have seen dozens of broken VW cases where
the rod/piston, whatever fails and explodes through the side of the block.
Why? What failed? Did the crankshaft flex? Did an oil galley fail and a part
seized? Did something get too hot? What could prevent this in hindsight?

AB