You guys are re-arriving at the same place we were at last summer. Without knowing what problem Honda has (tried to) solve, you are grasping at straws. Theories abounded that, due to European "driving style", there was more engine risk than for US drivers. Many US drivers thought that was *ahem* crapola.

I find this interesting, guys. Keep up the good computrons. But ultimately you're left with questions you can't answer. Very annoying, isn't it.

Hey, if anyone comes up with anything, please post it and let us know. AHM is mum, much to our chagrin!

 

I don't think it is a matter of guessing what the problem is. The engine failure is a real thing that has been documented and a solution was to replace the jet bolts. After comparing the 2 designs there are only 2 conclusions. 1 the spray pattern from the nozzle is changed. 2 the new design restricts the amount of oil that passes through the bolt keeping more pressure in the block. Which of the 2 has yet to be determined until further testing.

 

SanMarino,

I don't want to beat a dead horse, but unfortunately it is a question of guessing the problem.

Depending on how much weight you want to put into our AHM contact on the board, the engine failures that've been documented on s2ki -- particularly by Barry -- (i.e., cyl #4 wall abrasions) are not necessarily solved by the banjo bolt replacement. Our AHM contact said unambiguously that the bolts were not intended to solve this problem, but rather something else. That "something else" has, unfortunately, never been clarified, despite extensive discussion.

We batted this around for a few weeks but were not able to make any final conclusions, SanMarino.

I do not argue your final points... Yes, I agree that the new bolts will affect oil flow by either atomizing it, and/or increasing/decreasing flow at various pressures. What I cannot tell you (and I don't think anyone else here can -- or will) is why Honda believes this change was important (i.e., what problem that solves).