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Actually, he should be a bit concerned about that bolt. First off, we're talking about the serious M10 bolt that holds the oil pump pulley in a 16-valve engine, not the wimpy little bolts that hold the water pump. You're forgiven, the unwashed masses unfamiliar with the B234F don't know about this pulley. The torque spec for the oil pump pulley bolt at 40 ft-lbs (actually 15 ft-lbs plus a further 60 degrees) is basically torque to yield. Over-torqued or re-torqued and a standard grade bolt (class 8.8 metric) would be prone to sheering from metal fatigue. That's why a class 10.9 metric bolt is now called for. Thread locking compound (red Loctite) is called for as the pulley turns in the direction that would tend to loosen the bolt, but it's hard to imagine that happening if the bolt is anywhere near properly torqued.
Although having that oil pump pulley bolt sheer was not a common problem in the first place, it was something to be avoided as expensive top end damage was the result if it ever failed (remember that the B234F is an interference engine). Furthermore, the problem was likely more prevalent in the original 1989 (and possibly early 1990) B234Fs with a manual T-belt tensioner rather than the later B234Fs that used the automatic (hydraulic) tensioner that Erwin has where the belt is not easily over-tensioned.
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Dave -940's, prev 740/240/140/120 You'd think I'd have learned by now
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