I don't have experience with a 4-stroke trimmer,but I can tell you,that, even if it's still running,when you turn it upside down,and owner's manual says not to do it,and it keeps running;it doesn't mean that it's not getting damaged................Look at the older Ford V-8s;when they spin a rod bearing,they keep running,even though the crank gets all ground up....but it kept runnung,.and you can drive them about 30 MPH,but you made it home............................a little extreme ,but I think you get the point...........some part of the engine won't get lubed,and you'll run into problems in the future.................

It's tough to keep plated parts shiny when exposed to road salt. But, one cause of failing plating is shoddy plating. Chrome plating requires a multi-step plating procees to make it durable, that is, last at least 3 years. Chrome plate, although can be polished to a high shine, is porous and chemicals can penetrate it to the layer below. This is its achillies heel. One plating formula calls for plating with copper, nickel, and finally chrome. Nickel has good corrosion resistance, but requires a base of copper to stay on steel. If either the copper or nickel plate is missing, chrome plating will fail within a couple of years. It fails from underneath itself. The first notice is blistering. Once this is visable, the plating has already failed. Its just a matter of time before the remainder peels off. As you can see, there are places to cut cost in the formulation for chrome plating, and it will be at the cost of durability. And yes, thickness of each layer counts too. A scratch through the top two layers of plating will open the plate to faster deterioration; cut a scratch all the way to the base metal and add moisture, corrosion is assured in a short time. At one time, it was rumored that Ford designed their coatings to last 5 years for the climate of Cincinnatti, OH. For the rest of us living in a climate zone north of Cincinnatti, we're out of luck. However, my information is very much dated and the present day situation may be different.

I bought a 1995 Acura Legend in 1998 with 32,000 miles on it. It was a 36-month lease turn-in and was literally in PERFECT condition. It sat unsold on the Acura dealerâs used lot because it was the least expensive model, the L 4-door, with cloth interior and 5-speed manual transmission. But it was exactly what I wanted, White with Taupe interior, Bose stereo, Power seats with memory and (the best part) the sweetest 200hp 3.2L V6 Iâve ever experienced! I paid $26,000 out-the-door, which felt like a fortune at the time (I was 23). I drove it 40-50k miles per year until I was t-boned by a commercial truck in August 2005. It had just turned 329,000 miles at the time and didnât burn a drop of oil (synthetic), the clutch had only been replaced once and the transmission shifted like new. Other than scheduled maintenance, the only thing I ever had to replace was the A/C compressor and two ABS sensors. The impact was so hard the passenger-side door panel ended up breaking my right hand and forearm (it was in the middle of the car). The rearview mirror broke loose during the crash and hit me in the head just above my right ear. It left most of the glass mirror fragments in my head and took 38 staples to close the wound! I also had damage to two discs in my cervical spine that required a 3-level c-spine fusion the following year. But I was able to recover from all of those injuries, which was pretty amazing considering how bad my poor Legend looked. I bought a 2006 Mazda3 Hatchback to replace it in December 2005. Eight years later, Iâm just past 190,000 miles and going strong!

I note a bit of confusion about the term, "balancer" or "Harmonic balancer", as applied to the ring bonded by an elastomer to the hub on the front end of the crank shaft. It is not a balancer. A better term is "torsional vibration damper". It is there to damp down torsional vibration modes in the crankshaft when the crank is operated near or at a torsional mode of oscillation. The amount of mass fastened on the other end of the crank shaft (clutch assembly / flex plate and drive half of a torque converter) affect the torsional natural frequencies of the crank shaft - and associated masses. Some of these frequencies are not avoidable within the normal operating range thus a control is needed to limit stresses and torsional oscillations.