22 Mar 12 14:43, Roger Nelson wrote to Roy Witt:   
      
      
    RW>> In a 145k car, that would take it into the next stage of the engines   
    RW>> life.   
    RW>> By then, in that overhead cammed engine, it will have already gone   
    RW>> through at least three timing belts/chains.   
      
    RN> You already know mine is DOHC and I don't have a problem yet.  Of   
    RN> course, the car has only 73k on it now.   
      
   I've seen both single OHC and DOHC Ford products (Lincolns, Mudstains and   
   F150s) in the shop for timing chain repairs, with less miles on them than   
   your Mark VIII...not to mention spark plugs that seperate due to carbon   
   build-up on the part that stays in the combusion chamber. There have been   
   a few innovative mechanics who've pattened the tools they came up with to   
   remove that broken end and are no longer turning wrenches because they   
   made a fortune on it.   
      
    RW>> RN> I've only put 12k on the car since I bought it, so the ones I   
    RW>> put in   
    RW>> RN> it 2 years ago should last awhile longer, I think, unless all   
    RW>> this   
    RW>> RN> city driving I do shortens that life span, which I'm sure it   
    RW>> will.   
      
    RW>> Only if you used cheap plugs to replace the factory plugs.   
      
    RN> Autolite platinum, and I replaced the plug wires while I was at it   
    RN> and checked out the coils.   
      
   I put a set of those in my 88 Iroc when it turned the odometer to   
   100k...it had 149k on it when I sold it and it was running just like a new   
   engine, even though it burned a quart of oil for every tankful of gas.   
   That was due to the valve guide seals hardening and of course, valve guide   
   wear. A common problem with that era Chevy, whooops, corporate engine.   
      
                   R\%/itt   
      
      
     ... Only those who will risk going too far can possibly   
     ... find out how far one can go ~ TS Eliot   
      
      
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