60k mile Timing belt replacement?

Interesting.

 

Being that your truck is 11 years old it might be a good idea to change the timing belt, water pump, thermostat and idler pulley. $600 is the average price for having it done at the dealer, check other local shops for cheaper prices. Usually do this at 90,000 miles but you have to consider the age of the belt. It is always cheaper to do the work yourself.

 

Very

 

All the maintenance guides are on the Toyota web site. For example 2002: http://www.toyota.com/t3Portal/document/omms/MSTOY02_MS0003/xhtml/MSTOY02_MS0003f.html?locale=en

At 60k there is indeed a requirement to inspect valve clearance, but it's aural-only. "Inspect for excessive lifter noise and engine vibration and adjust if necessary." Unless the valves "sound loud", there's no need to open up the cam cover and insert feeler gauges.

 

Nice find and clarification. I saw inspect and went straight to FSM for inspection notes.

 

Recently had the valves checked on mine. 243k and probably never been done. Heard some slight valve ticking so took it in as I did not want to muck with it. Replaced two shims on one side and that was it. Fairly costly to have done. Think I ended up around $450-500 after everything, but did a job I did not want to do myself. Also got me new valve cover gaskets that it needed as I had a slight leak on the ones on the truck so saved me that job and also got me new intake gaskets.

 

^Wonder what functional harm would result if you simply left it unadjusted. 2nd gen's 1GR-FE doesn't have shims, so some engines have ticking since new.

 

Interfernce wise yes, however the broken belt slapping around inside can cause damage

 

For me i have always changed my timing belt at 60k period. AS for valves unless they are loud dont touch them.

 

Doubt it would ever be a problem on a Tacoma engine, but on motorcycles, what happens is the clearances tighten up over time.
This results in the valve train getting very quiet.
They tighten because of the valve seat and the valve wearing, allowing the valve to recede into the head.

Eventually, all gap will be eliminated, or the gap will fall below the cam bearing clearance specs, which ultimately results in the valve not fully seating.

Two problems:
1 - Compression loss from the poorly seated valve
2 - Contact area loss with the head prevents adequate heat-sinking, and the (typically exhaust) valves burn.