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Is the possibility of crankwalk enough to avoid buying a 2G Eclipse

S

Syringer

Lifer
I've been reading some stuff on it..and can't really get a precise view on it. Some people say it's very rare and just a "theory", while others say it's simply inevitable. Does anyone have any experience with high mileage Eclipses? Is crankwalk really enough to sway me elsewhere?
 
I'm sure you have checked out this site. I had a 1G Talon TSI and many people I new from the car group had the 2G. Not sure about the crankwalk but the timming chain is a PITA and if it is not aligned just right it tears up the motor. It must be replaced at 70K (If I remember correctly) or it will brake and cause even more damage. I had mine done at 60K buy the dealer and they screwed it up several times before they sent me to a specialist. It cost alot more money to do this than most cars for that reason.

Hope this helps
 
I'm not too familiar with it, or with cars in general..but it has something to do the crank moving and then after a short time rendering the engine useless, which then requires a $3000 engine swap.
 
When I was helping my friend look for an Eclipse, most people either said get a 1g or a 1997 plus. In the end most of the advice was the same, you're probably better off with a 1G or a 1G motor in your 2G if things go south.
 
"Crankwalk" as you guys call it is the lateral movement of the crankshaft, all engines have a set amount of crankshaft endplay, this is controlled by two methods, one of the crankshaft bearings has a lip on it, this is called the thrust bearing, this thrust bearing is machined along with the crankshaft journal to a specified dimension yielding a thrust bearing clearance, once this bearing or crank journal wears, the engine must be torn down and remachined along with bearing replacement.
The other method is is by shimming such as on old Beetle engines and Porsche engines, the thrust bearing is right behind the flywheel, shims are stacked between the flywheel and bearing until the correct clearance is obtained. (In the Porsche's case .0055 is ideal)
 
Nice description.

Originally posted by: Roger
"Crankwalk" as you guys call it is the lateral movement of the crankshaft, all engines have a set amount of crankshaft endplay, this is controlled by two methods, one of the crankshaft bearings has a lip on it, this is called the thrust bearing, this thrust bearing is machined along with the crankshaft journal to a specified dimension yielding a thrust bearing clearance, once this bearing or crank journal wears, the engine must be torn down and remachined along with bearing replacement.
The other method is is by shimming such as on old Beetle engines and Porsche engines, the thrust bearing is right behind the flywheel, shims are stacked between the flywheel and bearing until the correct clearance is obtained. (In the Porsche's case .0055 is ideal)
Click to expand...

 
from what i've HEARD, crankwalk is hella bad (obviously) and the motor and all goes kaput, but it doesn't happen as often as everyone says it does... it's like the myth behind all rotary engines just popping randomly, except that rotaries don't pop randomly... and besides, people don't post with topics such as "hey, my 2g eclipse didn't get crankwalk this whole year, and it's running SWEET!!" people only post bad stuff, so... go fig. only thing is that no one knows why crankwalk happens... so not really anything you can do about it, iirc
 
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