One of the primary factors is engine timing. As engine builders know, degreeing a cam is critical for a high-performance build. If you skip the step, aside from the potential of engine damage, there’s a very likely potential for power loss, and while it might be comparatively minor, it’s just not acceptable. As technicians, this isn’t something we do as part of a standard repair, because again, our customer doesn’t care. If you’re replacing a worn-out timing chain or camshaft, your customer will be tickled pink that their engine runs good again, and timing only involves lining up the marks and moving on.

They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits.

Frontwheelbearing noise symptoms

Theoretically, gear drives are stronger and last longer than chains, meaning they can handle all the valve spring pressure you can throw at them. Potential drawbacks include clearance during installation. Often the engine block will require modification and some gear drives require a special cover which could cause interference with engine-mounted accessories.

Many chains are accused of stretching, when in reality, it’s wear occurring on the link pins and gear teeth that create the appearance of a chain increasing in length. Oil changes are one of the most important things that can slow down this occurrence. However, it’s going to happen on any chain over time.

The roller chain, which was developed in the ‘60s, was so named because the barrels that contact the teeth on the timing gears are separate components that rotate around the link pins, ultimately reducing friction, meaning less heat and less drag. A double-row version of the roller chain was developed for better valvetrain control on performance engines and was often used on performance or truck engines of the time, lending to their popularity as a performance modification, but, in many cases, it wasn’t necessary.

Signs of bad wheel bearingswhile driving

Unusual Noises Coming From the Wheels. Listen carefully. The most common and often most-identifiable symptom associated with a bad wheel bearing is noise coming from the wheel or tire area of the moving vehicle. You may mistake this as engine noise, but when you listen closely you will likely hear grinding or grating that gets louder as the vehicle accelerates. Since wheel bearings are not known for wearing out too frequently, the noise is typically suspected to be something else and the problem gets overlooked.

Engine timing has become so critical for overall performance, that not only does the computer store a trouble code with even the slightest of deviance from programmed parameters, but determining a timing issue has become one of the more recent diagnostic topics, and the use of cylinder pressure transducers coupled with an oscilloscope allows us to interpret cylinder pressure, and by comparison as well as learned knowledge, we can determine without teardown if there is a timing-related issue.

Car Feels Loose. Does your car feel loose? When you hear professional drivers talk about a “loose” car, you may not know what that means. It often refers to the steering of the vehicle, which can include wheel bearings. Wheel looseness, or also called wheel play, is another common symptom of a bad wheel bearing. As the bearing begins to wear down, they become loose inside the wheel hub and spindle, which makes your vehicle feel loose while steering.

A: Typically, wheel bearings last between 85,000 to 100,000 miles, but this can vary based on driving conditions and maintenance.

Dodge’s RAM 1500 air ride system boosts comfort, aerodynamics, and functionality. Diagnose issues with a scan tool and proper calibration.

When it comes to engine repair, as auto technicians, in many ways we have it easy because we don’t have to make decisions on what to use and how to install it. We use the correct replacement parts and follow instructions. Of course, we still just line up the marks. As long as we get that correct, the computer will do the rest. But, building an engine is a different story, and timing components take no less consideration than any other component. Performance engine builders have to make the choice and have to set it up right. Their reputation is on the line, and the choice comes down to chains, gears, or belts – each one with distinct differences and pros and cons. Timing Chains Different styles of timing chains have been utilized over the years, including the silent chain and single and double-row roller chains. The silent chain, which is a series of links that are contoured to mesh with the gear teeth, is also known as a link belt, or non-roller chain. It was an effective chain for mass produced engines that weren’t intended for high-performance use, but they build heat and create drag. Over time, they developed a reputation for jumping teeth as they wore, which was in part due to some manufacturers using aluminum gears with nylon teeth because it saved a couple pennies. The roller chain, which was developed in the ‘60s, was so named because the barrels that contact the teeth on the timing gears are separate components that rotate around the link pins, ultimately reducing friction, meaning less heat and less drag. A double-row version of the roller chain was developed for better valvetrain control on performance engines and was often used on performance or truck engines of the time, lending to their popularity as a performance modification, but, in many cases, it wasn’t necessary. “Most modern engines do not require a double-row chain,” says Cale Risinger of Melling. “Double-row sets are not required unless the engine has some very heavy valve spring pressures. Basically, if you are going to do something in the engine such as heavy spring pressures that will make the cam more difficult to rotate, then a double row is recommended, but for 99% of all builds, a single row will be more than adequate.” Because modern vehicles have so many electronics to control the engine with crank and camshaft timing sensors, engine builders need to make sure the alignment of the timing chain is “dead-on.” The double-roller chain is still a common modification, even when not necessary, perhaps in part due to use on factory performance engines, and an age-old perception of a necessary upgrade that only grew over time. However, one of the reasons the single-row chains were originally utilized is that they didn’t take up much space on the front of an engine block, so it’s always important to keep in mind that a double roller is twice as wide, and you could run into interference issues with a timing cover or engine block. For 99% of all builds, a single row timing chain is more than adequate. On some roller chains, the pins and barrels do not actually spin or rotate, but because they are round, they still “roll” over the sprocket teeth as they contact them. The reference to a “true-roller” chain came about to differentiate between the two and weed out the “imitators.” Most timing chain gear sets are made of cast iron, but billet gears are the most popular upgrade for extreme durability. Some cam gears are machined to accept a Torrington bearing on the rear, which acts a thrust bearing to reduce friction and block wear. Many chains are accused of stretching, when in reality, it’s wear occurring on the link pins and gear teeth that create the appearance of a chain increasing in length. Oil changes are one of the most important things that can slow down this occurrence. However, it’s going to happen on any chain over time. No matter how you stack it, chains still rule the street build. They are affordable and they get the job done. The double roller may be more than needed for many applications, but is there ever anything wrong with building it strong? Gear Drives The benefit of a gear drive is that they achieve a greater timing accuracy by eliminating any chain-related characteristic of flex or “stretch,” but they are also more expensive than chains, and they can be noisy. The noise, however, is often desirable by some hot-rodders, as it emits a supercharger-type sound. Theoretically, gear drives are stronger and last longer than chains, meaning they can handle all the valve spring pressure you can throw at them. Potential drawbacks include clearance during installation. Often the engine block will require modification and some gear drives require a special cover which could cause interference with engine-mounted accessories. Another potential for problems is the clearance between gears that must be correct in order for the teeth to mesh properly. Align boring can change the distance between the crank and camshafts, so adjustments may be required at the idler gears. Also well-known with engine builders is the concern that a gear drive system can transfer harmonics into to the valvetrain, potentially leading to camshaft or valvetrain failure, and some gear drive manufacturers don’t recommend them for high-revving engines for this reason. Much testing has been done in regard to this, but the jury appears to still be out on this argument. Belt-Drive Systems Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8. As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives. They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits. The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint. Belt-In-Oil Systems In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

A: While possible, replacing a wheel bearing requires specific tools and expertise. It’s recommended to seek professional help for accurate installation.

Signs of bad wheel bearingsnoise

The interesting aspect of modern vehicle technology is that much of it, as it relates to performance, is a result of lessons learned from racing. In the context of engine performance, the same is true, and though most vehicle owners don’t care, as technicians we can easily draw parallels between an everyday driver and the high-performance characteristics that are associated with their engines.

A: Common causes include poor maintenance, water and dirt contamination, extreme driving conditions, and manufacturing defects.

The benefit of a gear drive is that they achieve a greater timing accuracy by eliminating any chain-related characteristic of flex or “stretch,” but they are also more expensive than chains, and they can be noisy. The noise, however, is often desirable by some hot-rodders, as it emits a supercharger-type sound.

Average lifeof wheel bearings

Also well-known with engine builders is the concern that a gear drive system can transfer harmonics into to the valvetrain, potentially leading to camshaft or valvetrain failure, and some gear drive manufacturers don’t recommend them for high-revving engines for this reason. Much testing has been done in regard to this, but the jury appears to still be out on this argument. Belt-Drive Systems Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8. As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives. They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits. The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint. Belt-In-Oil Systems In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

When you bring your family’s car to Wiygul Automotive Clinic, we take your trust in us seriously. We take the time to get to know you and your vehicle. In addition, we will send you service reminders and maintain service records that help keep your car’s factory warranty valid - which means you don’t have to go to the dealer for service.

When wheel bearings wear out, they can have a significant impact on vehicle performance, leading to increased friction and resistance within the wheel assembly. This extra friction forces the engine to work harder to maintain the same speed, resulting in decreased fuel efficiency. Additionally, worn bearings can cause uneven tire wear, as the compromised alignment and stability of the wheels lead to irregular contact with the road surface. Hitting a pothole or other road hazard can exacerbate bearing damage, potentially causing sudden bearing failure and loss of vehicle control. The deterioration of wheel bearings also affects the proper transfer of torque from the engine to the wheels, further compromising handling and increasing braking distance.

No matter how you stack it, chains still rule the street build. They are affordable and they get the job done. The double roller may be more than needed for many applications, but is there ever anything wrong with building it strong?

A: Driving with a bad wheel bearing is dangerous as it can lead to wheel failure and accidents. It should be addressed immediately.

How to tell whichwheelbearing isbadwhile driving

Every time a spark plug fires, the spark burns a few molecules of metal off the plug’s electrodes. Over time, this eats away the electrodes and rounds off their sharp edges. The erosion gradually increases the gap between the electrodes, which, in turn, increases the firing voltage required to generate a spark. Eventually, the point is reached where the ignition system fails to produce enough voltage and the plug misfires.

The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

Diagnosing wheel speed sensors is essential for wheel bearing replacements. Learn about sensor types, tools, and techniques for accurate fixes.

The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint.

Related Articles - Smart Battery Management - Hydraulic Suspension Bushings - Brake Problems The interesting aspect of modern vehicle technology is that much of it, as it relates to performance, is a result of lessons learned from racing. In the context of engine performance, the same is true, and though most vehicle owners don’t care, as technicians we can easily draw parallels between an everyday driver and the high-performance characteristics that are associated with their engines. One of the primary factors is engine timing. As engine builders know, degreeing a cam is critical for a high-performance build. If you skip the step, aside from the potential of engine damage, there’s a very likely potential for power loss, and while it might be comparatively minor, it’s just not acceptable. As technicians, this isn’t something we do as part of a standard repair, because again, our customer doesn’t care. If you’re replacing a worn-out timing chain or camshaft, your customer will be tickled pink that their engine runs good again, and timing only involves lining up the marks and moving on. Years ago, nothing about the stock engine was that precise anyhow. But, that was back then. Today’s world is different. Anything less than perfect timing has never been acceptable in the performance world, and now, it’s not acceptable by auto manufacturers either. The critical importance of valve timing is not lost to them, and variable valve timing coupled with computer-controlled technology means today’s engines, regardless of where they rank in the performance world, rely on perfect timing for drivability, performance and economy.  Engine timing has become so critical for overall performance, that not only does the computer store a trouble code with even the slightest of deviance from programmed parameters, but determining a timing issue has become one of the more recent diagnostic topics, and the use of cylinder pressure transducers coupled with an oscilloscope allows us to interpret cylinder pressure, and by comparison as well as learned knowledge, we can determine without teardown if there is a timing-related issue. When it comes to engine repair, as auto technicians, in many ways we have it easy because we don’t have to make decisions on what to use and how to install it. We use the correct replacement parts and follow instructions. Of course, we still just line up the marks. As long as we get that correct, the computer will do the rest. But, building an engine is a different story, and timing components take no less consideration than any other component. Performance engine builders have to make the choice and have to set it up right. Their reputation is on the line, and the choice comes down to chains, gears, or belts – each one with distinct differences and pros and cons. Timing Chains Different styles of timing chains have been utilized over the years, including the silent chain and single and double-row roller chains. The silent chain, which is a series of links that are contoured to mesh with the gear teeth, is also known as a link belt, or non-roller chain. It was an effective chain for mass produced engines that weren’t intended for high-performance use, but they build heat and create drag. Over time, they developed a reputation for jumping teeth as they wore, which was in part due to some manufacturers using aluminum gears with nylon teeth because it saved a couple pennies. The roller chain, which was developed in the ‘60s, was so named because the barrels that contact the teeth on the timing gears are separate components that rotate around the link pins, ultimately reducing friction, meaning less heat and less drag. A double-row version of the roller chain was developed for better valvetrain control on performance engines and was often used on performance or truck engines of the time, lending to their popularity as a performance modification, but, in many cases, it wasn’t necessary. “Most modern engines do not require a double-row chain,” says Cale Risinger of Melling. “Double-row sets are not required unless the engine has some very heavy valve spring pressures. Basically, if you are going to do something in the engine such as heavy spring pressures that will make the cam more difficult to rotate, then a double row is recommended, but for 99% of all builds, a single row will be more than adequate.” Because modern vehicles have so many electronics to control the engine with crank and camshaft timing sensors, engine builders need to make sure the alignment of the timing chain is “dead-on.” The double-roller chain is still a common modification, even when not necessary, perhaps in part due to use on factory performance engines, and an age-old perception of a necessary upgrade that only grew over time. However, one of the reasons the single-row chains were originally utilized is that they didn’t take up much space on the front of an engine block, so it’s always important to keep in mind that a double roller is twice as wide, and you could run into interference issues with a timing cover or engine block. For 99% of all builds, a single row timing chain is more than adequate. On some roller chains, the pins and barrels do not actually spin or rotate, but because they are round, they still “roll” over the sprocket teeth as they contact them. The reference to a “true-roller” chain came about to differentiate between the two and weed out the “imitators.” Most timing chain gear sets are made of cast iron, but billet gears are the most popular upgrade for extreme durability. Some cam gears are machined to accept a Torrington bearing on the rear, which acts a thrust bearing to reduce friction and block wear. Many chains are accused of stretching, when in reality, it’s wear occurring on the link pins and gear teeth that create the appearance of a chain increasing in length. Oil changes are one of the most important things that can slow down this occurrence. However, it’s going to happen on any chain over time. No matter how you stack it, chains still rule the street build. They are affordable and they get the job done. The double roller may be more than needed for many applications, but is there ever anything wrong with building it strong? Gear Drives The benefit of a gear drive is that they achieve a greater timing accuracy by eliminating any chain-related characteristic of flex or “stretch,” but they are also more expensive than chains, and they can be noisy. The noise, however, is often desirable by some hot-rodders, as it emits a supercharger-type sound. Theoretically, gear drives are stronger and last longer than chains, meaning they can handle all the valve spring pressure you can throw at them. Potential drawbacks include clearance during installation. Often the engine block will require modification and some gear drives require a special cover which could cause interference with engine-mounted accessories. Another potential for problems is the clearance between gears that must be correct in order for the teeth to mesh properly. Align boring can change the distance between the crank and camshafts, so adjustments may be required at the idler gears. Also well-known with engine builders is the concern that a gear drive system can transfer harmonics into to the valvetrain, potentially leading to camshaft or valvetrain failure, and some gear drive manufacturers don’t recommend them for high-revving engines for this reason. Much testing has been done in regard to this, but the jury appears to still be out on this argument. Belt-Drive Systems Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8. As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives. They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits. The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint. Belt-In-Oil Systems In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

If you suspect you are driving with a broken — or nearly broken — wheel bearing, stop in and see us today. Our team of trained technicians will quickly assess and repair your vehicle and have you back on the road in no time!

Another potential for problems is the clearance between gears that must be correct in order for the teeth to mesh properly. Align boring can change the distance between the crank and camshafts, so adjustments may be required at the idler gears.

Wheelbearing replacement cost

Tire Wear and Tear. What about your tires? We all know the importance of rotating your tires to promote even wear, but did you know a broken wheel bearing can lead to uneven tire wear too? The looseness of the wheel and the vibration that reverberates through the wheel cause your tires to wear unevenly, meaning you are more likely to have to invest in new tires sooner.

What does abad wheelbearing sound like

Most timing chain gear sets are made of cast iron, but billet gears are the most popular upgrade for extreme durability. Some cam gears are machined to accept a Torrington bearing on the rear, which acts a thrust bearing to reduce friction and block wear. Many chains are accused of stretching, when in reality, it’s wear occurring on the link pins and gear teeth that create the appearance of a chain increasing in length. Oil changes are one of the most important things that can slow down this occurrence. However, it’s going to happen on any chain over time. No matter how you stack it, chains still rule the street build. They are affordable and they get the job done. The double roller may be more than needed for many applications, but is there ever anything wrong with building it strong? Gear Drives The benefit of a gear drive is that they achieve a greater timing accuracy by eliminating any chain-related characteristic of flex or “stretch,” but they are also more expensive than chains, and they can be noisy. The noise, however, is often desirable by some hot-rodders, as it emits a supercharger-type sound. Theoretically, gear drives are stronger and last longer than chains, meaning they can handle all the valve spring pressure you can throw at them. Potential drawbacks include clearance during installation. Often the engine block will require modification and some gear drives require a special cover which could cause interference with engine-mounted accessories. Another potential for problems is the clearance between gears that must be correct in order for the teeth to mesh properly. Align boring can change the distance between the crank and camshafts, so adjustments may be required at the idler gears. Also well-known with engine builders is the concern that a gear drive system can transfer harmonics into to the valvetrain, potentially leading to camshaft or valvetrain failure, and some gear drive manufacturers don’t recommend them for high-revving engines for this reason. Much testing has been done in regard to this, but the jury appears to still be out on this argument. Belt-Drive Systems Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8. As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives. They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits. The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint. Belt-In-Oil Systems In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

We want to take the stress out of getting your vehicle serviced. We’ll never talk down to you or pressure you, but we will be completely thorough honest about what your car does need - specifically noting anything that could be a safety issue.

Signs of bad wheel bearingsreddit

On some roller chains, the pins and barrels do not actually spin or rotate, but because they are round, they still “roll” over the sprocket teeth as they contact them. The reference to a “true-roller” chain came about to differentiate between the two and weed out the “imitators.”

Chances are when you start hearing a loud noise from under the hood of your car as you’re driving, you automatically think it’s an exhaust leak or your car is going to break at any moment. But have you thought about the possibility of a broken — or nearly broken — wheel bearing causing that noise?

Years ago, nothing about the stock engine was that precise anyhow. But, that was back then. Today’s world is different. Anything less than perfect timing has never been acceptable in the performance world, and now, it’s not acceptable by auto manufacturers either. The critical importance of valve timing is not lost to them, and variable valve timing coupled with computer-controlled technology means today’s engines, regardless of where they rank in the performance world, rely on perfect timing for drivability, performance and economy.  Engine timing has become so critical for overall performance, that not only does the computer store a trouble code with even the slightest of deviance from programmed parameters, but determining a timing issue has become one of the more recent diagnostic topics, and the use of cylinder pressure transducers coupled with an oscilloscope allows us to interpret cylinder pressure, and by comparison as well as learned knowledge, we can determine without teardown if there is a timing-related issue. When it comes to engine repair, as auto technicians, in many ways we have it easy because we don’t have to make decisions on what to use and how to install it. We use the correct replacement parts and follow instructions. Of course, we still just line up the marks. As long as we get that correct, the computer will do the rest. But, building an engine is a different story, and timing components take no less consideration than any other component. Performance engine builders have to make the choice and have to set it up right. Their reputation is on the line, and the choice comes down to chains, gears, or belts – each one with distinct differences and pros and cons. Timing Chains Different styles of timing chains have been utilized over the years, including the silent chain and single and double-row roller chains. The silent chain, which is a series of links that are contoured to mesh with the gear teeth, is also known as a link belt, or non-roller chain. It was an effective chain for mass produced engines that weren’t intended for high-performance use, but they build heat and create drag. Over time, they developed a reputation for jumping teeth as they wore, which was in part due to some manufacturers using aluminum gears with nylon teeth because it saved a couple pennies. The roller chain, which was developed in the ‘60s, was so named because the barrels that contact the teeth on the timing gears are separate components that rotate around the link pins, ultimately reducing friction, meaning less heat and less drag. A double-row version of the roller chain was developed for better valvetrain control on performance engines and was often used on performance or truck engines of the time, lending to their popularity as a performance modification, but, in many cases, it wasn’t necessary. “Most modern engines do not require a double-row chain,” says Cale Risinger of Melling. “Double-row sets are not required unless the engine has some very heavy valve spring pressures. Basically, if you are going to do something in the engine such as heavy spring pressures that will make the cam more difficult to rotate, then a double row is recommended, but for 99% of all builds, a single row will be more than adequate.” Because modern vehicles have so many electronics to control the engine with crank and camshaft timing sensors, engine builders need to make sure the alignment of the timing chain is “dead-on.” The double-roller chain is still a common modification, even when not necessary, perhaps in part due to use on factory performance engines, and an age-old perception of a necessary upgrade that only grew over time. However, one of the reasons the single-row chains were originally utilized is that they didn’t take up much space on the front of an engine block, so it’s always important to keep in mind that a double roller is twice as wide, and you could run into interference issues with a timing cover or engine block. For 99% of all builds, a single row timing chain is more than adequate. On some roller chains, the pins and barrels do not actually spin or rotate, but because they are round, they still “roll” over the sprocket teeth as they contact them. The reference to a “true-roller” chain came about to differentiate between the two and weed out the “imitators.” Most timing chain gear sets are made of cast iron, but billet gears are the most popular upgrade for extreme durability. Some cam gears are machined to accept a Torrington bearing on the rear, which acts a thrust bearing to reduce friction and block wear. Many chains are accused of stretching, when in reality, it’s wear occurring on the link pins and gear teeth that create the appearance of a chain increasing in length. Oil changes are one of the most important things that can slow down this occurrence. However, it’s going to happen on any chain over time. No matter how you stack it, chains still rule the street build. They are affordable and they get the job done. The double roller may be more than needed for many applications, but is there ever anything wrong with building it strong? Gear Drives The benefit of a gear drive is that they achieve a greater timing accuracy by eliminating any chain-related characteristic of flex or “stretch,” but they are also more expensive than chains, and they can be noisy. The noise, however, is often desirable by some hot-rodders, as it emits a supercharger-type sound. Theoretically, gear drives are stronger and last longer than chains, meaning they can handle all the valve spring pressure you can throw at them. Potential drawbacks include clearance during installation. Often the engine block will require modification and some gear drives require a special cover which could cause interference with engine-mounted accessories. Another potential for problems is the clearance between gears that must be correct in order for the teeth to mesh properly. Align boring can change the distance between the crank and camshafts, so adjustments may be required at the idler gears. Also well-known with engine builders is the concern that a gear drive system can transfer harmonics into to the valvetrain, potentially leading to camshaft or valvetrain failure, and some gear drive manufacturers don’t recommend them for high-revving engines for this reason. Much testing has been done in regard to this, but the jury appears to still be out on this argument. Belt-Drive Systems Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8. As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives. They eliminate harmonics from being transferred into the valvetrain, and they are excellent for high-rpm applications. Belt drive systems are the choice of Pro Stock, NASCAR, and many other forms of racing due to their benefits. The fact that they run dry means it is easy to make cam timing adjustments since the belts are open on the front of the engine, and front-mount distributors are a commonly available option that can be beneficial to racers from both a service and design standpoint. Belt-In-Oil Systems In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

Different styles of timing chains have been utilized over the years, including the silent chain and single and double-row roller chains. The silent chain, which is a series of links that are contoured to mesh with the gear teeth, is also known as a link belt, or non-roller chain. It was an effective chain for mass produced engines that weren’t intended for high-performance use, but they build heat and create drag. Over time, they developed a reputation for jumping teeth as they wore, which was in part due to some manufacturers using aluminum gears with nylon teeth because it saved a couple pennies.

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“Most modern engines do not require a double-row chain,” says Cale Risinger of Melling. “Double-row sets are not required unless the engine has some very heavy valve spring pressures. Basically, if you are going to do something in the engine such as heavy spring pressures that will make the cam more difficult to rotate, then a double row is recommended, but for 99% of all builds, a single row will be more than adequate.”

Vehicle Pulling to One Side While Driving. Are you doing the steering, or is the car driving where it wants to? When a wheel bearing corrodes or becomes pitted, the smooth exterior lining is gone and the vibration is transmitted to the tires which may feel like it is “pulling” to one side or the other. As the bearing on one side deteriorates, it puts more pressure on the opposite bearing, leading to uneven wear and increased friction. This uneven wear generates heat, which further accelerates the degradation of the bearing. As a result, the affected wheel may start to wobble or vibrate, robbing the vehicle of its stability and smooth handling, especially when cornering or driving at higher speeds.

In standard production engines, timing belts offer the same benefits as they do for performance. They are lightweight, quiet and offer minimal friction compared to chains. Traditionally, we have always known that if engine oil gets on a timing belt, it’s going to cause problems. Replacing the front engine shaft seals is a normal part of a timing belt service. In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble. The advantage of these systems, at least as it is claimed by manufacturers, is reduced friction versus a standard belt of up to 30%. It all goes toward improved fuel economy and reduces emissions. Can it add performance? Well, reduced friction is reduced friction. I’ve heard of systems being available for the small block Chevy, but I’ve yet to find any information on them. Will the high-performance world of engine building see this innovation, or is it already out there in illusive form? I wouldn’t be surprised to see development of these systems in the future – all in the quest for perfect timing.

In recent years, the use of belt-in-oil timing drives has grown. I thought it was awful strange at first due to what I was familiar with, however, these new systems are very specific to the engine oil they require. Not only is the belt material better, but the oil contains special additives that protect the rubber and prevent aging of the belts. As can be expected, the oil change interval becomes even more critical than ever, and if it’s ignored, it can spell trouble.

As with most traditional timing belts, they run dry. Cam and crank seals that come as part of the kits keep the oil in the engine and off the belt. The belts don’t stretch and they’re quiet, offering minimal friction compared to chains or gear drives.

The double-roller chain is still a common modification, even when not necessary, perhaps in part due to use on factory performance engines, and an age-old perception of a necessary upgrade that only grew over time. However, one of the reasons the single-row chains were originally utilized is that they didn’t take up much space on the front of an engine block, so it’s always important to keep in mind that a double roller is twice as wide, and you could run into interference issues with a timing cover or engine block.

Wheel bearings are essential in the operation of your vehicle. More precisely, a wheel bearing is crucial for the proper function of the hub, tire, and wheel assemblies to work together. The wheel bearing allows friction-free movement and rotation of the hub assembly, and thereby provides smooth tire and wheel rotation. Worn-out or damaged wheel bearings can lead to a range of problems that affect vehicle performance and safety, making it essential for drivers to recognize the signs of trouble.

Belt-drive systems are nothing more than a traditional toothed timing belt setup, similar to what we are used to seeing on overhead cam engines. They are the most expensive since they are the most radical departure from a stock cam drive, but they offer a lot of advantages when adapted to a traditional overhead valve V8.