No. 1 Rod Bearing Spinning on Crank Shaft

[psychos2]

mbeach, the rings they are refering to are compression rings. the #1 ring meaning the top compression ring and the #2 ring meaning the second compression ring.the change in procedure is more than likely to be from a change in there supplier.and neither one of these is an oil control ring.

and the continued operation just means that after hearing the noise you did more damage by not shutting off the engine.you did nothing to prevent further damage.if it was me i would more likely prove to them that it did not matter that you drove back to the dealer because once the bearing spins the damage is done the crank is toast.they have a similar clause for boats that have sunk.if you do not do anything to prevent further damage they will not pay.an example is not removing water from the engine thus damaging it further. shawn

[mbeach]

There is a .002" difference in the oil control ring gap from the 99s to 00s.
Look at the "ringgap" file.
Why?

Also, a simple "change in supplier" would not cause a vehicle to be "affected" by anything -in fact, it would go unnoticed at the service level unless a problem or defect had been identified.

[psychos2]

mbeach, they changed there specs from .006-.016 to .006-.018 which really does nothing.if anything it would let more oil by if you where at the .018 mark.you would want to be closer to the .006 gap anyway.and as far as affected vehicles the rings they refer to are the "compression rings" not the oil rings. the " oil control " rings are on the bottom.they are not the #1 or #2 ring. mabye the "affected vehicles " have a compression problem. shawn

[mbeach]

I am aware of how the rings are arranged on a piston. Thanks for the refresher anyhow.

The point is, there is a difference from the 99s -WHY?? .002 isn't much, but it's a difference none the less. From an engineer's perspective, why change what works fine to begin with?

Also, if in fact "AFFECTED" applies to vehicles that have suffered compression problems (or maybe oil blow-by), why are we not aware of this?

This document is significant in terms of the fact that it is the FIRST time that I have ever seen Isuzu acknowledge a failure/defect/replacement procedure for the piston rings on these engines. The same piston rings that have been suspected of allowing drastic drops in oil level in numerous cases.

Notice:
When these bearing failures occur, there is almost always a sudden loss of oil (as read on the dipstick). Where'd it go? I'll bet a dollar to a dogturd that it went out the tailpipe. Combine faulty rings with dirty oil and a clogged "lube hole" in a bearing and BAM you need a new engine.

I check the oil level in both VXs at least once a week. It's a bother, but I like the smell of oil and I deal with it. Despite my preventative measures, I can still loose a motor in an instant (as has nearly happened, search "valve cover gasket"). My solution is to keep 1 engine's worth of $$ in the bank at all times, solely for the purpose of replacement. When I get some space, I'll just buy a motor and keep it in storage until the time comes. This solution may not work for everyone, but it easier than fighting some crappy warranty company and being without my truck for weeks waiting on parts.

This issue has been beat to death. I've already decided that going after Isuzu is a lost cause, hence the "motor fund."
The point for JagUSMC is, deal with your warranty company, not Isuzu.