Alright alrigh alright,
Slightly off subject, but I was tinkering with the truck this morning again (yup, 4am) and it's SUPER petty but I think I can finally explain why I'm never worried about the truck breaking down even though it always seems like SOMETHING happens on all of our runs
So, it's rough history aside (and I know I'm going to irritate someone with this one) Mrs. Hungary and I joke that Hungary's national motto is "eh, it's good enough".
Where this comes from is probably a long geo-political topic that spans several hundred years, but I will say that being here has made me a far better mechanic than I ever would have been had I stayed back in the states. Supply issues, extremely long shipping times, extremely high shipping costs, VAT that gets charged to the part AND the shipping cost... there is good motivation for you to find something that works locally instead of trying to find the CORRECT part from somewhere else. In fact, it's as natural to a Hungarian as breathing is.
Case and point:
I attempted to change my spark plugs this morning (now how in the world could THAT possibly go wrong???). Here goes:
I attempted to change my spark plugs this morning as I've been meaning to do an ignition health tune up in an effort to stay ahead of things that I'm currently caught up on. The plugs (cap, rotor, wires, etc) in the truck now were all installed in December of 2021, and they've got a few miles on them considering the work they've done between Ukraine and Africa.
I always have a spare set of plgs on the shelf, and usually keep my old ones in my truck box (just in case), so I moved forward thinking I would be good with what I had on hand. Now coming out of the truck were "NGK BPR5ES" and what was going in were NGK BPR5EY. I figured this is just what the parts store had on hand, and I was comfortable with going forward without checking any cross-reference sheets.
The first three went in ok. The removed spark plugs needed a 19mm sockets, and the ones going in needed a 17mm socket, but my mind didn't trigger that as something I needed to worry about.
Until I got to the fourth hole.
On cyl #4, I did my usually 19mm socket out, 17mm socket in but on this one the 17mm didn't fit the spark plug I was installing!
crap.
I look at the plug and sure enough it's "NGK BPR5EY", but why is it different than the other "NGK BPR5EYs" I'm installing???
Answer: From the parts store, I was given 3ea NGK BKR5EY, and one BPR5EY. So when I looked at the top plug in the stack I was handed, I saw BPR5EY and went on my way. When I checked the stack again in my garage, the top was the same, so I went on my way. When I gapped them I gapped the top one first and when I installed them I did so in reverse order thinking all my plugs were the same.
they weren't.
(3ea BKR shown at top of photo, 1ea BPR shown at bottom)
The difference between a BPR and a BKR plug isn't just the wrench size needed, but the insulation porcelain is thicker on the BPR and the base is taller as well (internal depth, is the same and honestly it probably would have worked if I tried to start the engine).
So our helpful FLAPS (Friendly Local Auto Parts Store) representative probably thought "aw man, I only have 1ea BPR... Well, this looks the same" and sent me out the door thinking I'd be Hungarian about it.
Except I'm not (sorry dude) and here's why (spoiler alert, it's trivial):
The thinner insulation means that the rubber boot doesn't fit on the spark plug as tight as it should. Which would 100% go unnoticed for 99% of the time I'm operating the truck. But you start to add Sahara sand, African red dirt, or maybe you try to ford a river or even spray down your truck at the car wash and... well, now you can't say for certain that this is going to work anymore (and that's where we seem to be running into problems).
and that's what I've been finding all through the truck. The truck works. It's just that I keep finding DECADES of "eh, it's good enough" that pop up at the most unfortunate times and I have to go and undo them (and luckily I prevented this one).
So yeah.
I ended up digging all through the garage and took inventory of potential spark plugs for the truck. Here's what I found:
3ea BKR5EY (top)
1ea BPR5EY (first row)
3ea BPR5EGP
and the four BPR5ESs I removed from the engine.
In the end, I gapped the 3ea PBR5EGP and installed them in holes #2, 3, and 4. I put the 1ea PBR5EY in hole #1 while I order a fourth BPR5EGP. I probably wont be driving the truck much, but if I run into long supply lead times then it'll be nice to have it mobile.
what a hassle for simple spark plugs, huh?
So yeah, that's all. It may be small fish, and it may still act up from time to time, but I'm 100% confident that there can be only so much "good enough" that remains behind at this point
(Chart for your spark plug translating pleasure)
I've also been trying to get that clutch slave cylinder to repeat its shenanigans. Not knowing what fluid is in there, but noticing that the line does kind of run close to the header, I'm going to bleed the system and run fresh fluid. I might have a situation where the metal line got a little hot from the exhaust and boiled the old fluid.
good times.