87 reliant k -car 2.5 timing belt

and this model is non interference by design, so it will not be damaged.



and this model is non interference by design, so it will not be damaged.

I got this from here.


Chrysler upsized the K-car engine in 1986, increasing the displacement to 2.5 L and adding counterrotating balance shafts
to smooth out the vibrations and harsh harmonics normally produced by
long-stroke 4-cylinder engines. The increased displacement came from a
raised deck and longer 104 mm stroke, making the 2.5 engine very undersquare and tuned for low-end torque rather than high-RPM power.

This is why your engine is non interference because of the increased deck.


I got this from here.

Chrysler upsized the K-car engine in 1986, increasing the displacement to 2.5 L and adding counterrotating balance shafts to smooth out the vibrations and harsh harmonics normally produced by long-stroke 4-cylinder engines. The increased displacement came from a raised deck and longer 104 mm stroke, making the 2.5 engine very undersquare and tuned for low-end torque rather than high-RPM power.

This is why your engine is non interference because of the increased deck.

again from the link I gave you.

The 2.2 L straight-4 engine developed by Chrysler for the K-cars is sometimes referred to as the 'K-car engine'. After its debut in 1981, it became the basis for all Chrysler-developed 4-cylinder engines until the Chrysler Neon engine was released in 1995.

The 2.2 was a homegrown replacement for the 1.7 L Volkswagen engine Chrysler had initially used in its Omni and Horizon
models. Many of the features of the 2.2 are based on the company's
experience with the Volkswagen engine, including the aluminum head/iron
block design, the SOHC design with in-line valves, the offset water pump, and the location of both the intake and exhaust manifolds on the rear of the engine.

To reduce overall length, it is a "siamesed" engine: there are no
coolant passages between cylinders. The bore spacing is a tight
87.5 mm, limiting the potential for increased bore diameter.

All 2.2 blocks were made of cast iron and used a timing belt rather than a chain, but they are non-interference engines. The earliest used a two-barrel carburetor, but fuel injection was phased in starting in 1984 on turbocharged models, and 1985 on normally-aspirated models.

you will note the 4th last line.


again from the link I gave you.

The 2.2 L straight-4 engine developed by Chrysler for the K-cars is sometimes referred to as the 'K-car engine'. After its debut in 1981, it became the basis for all Chrysler-developed 4-cylinder engines until the Chrysler Neon engine was released in 1995.
The 2.2 was a homegrown replacement for the 1.7 L Volkswagen engine Chrysler had initially used in its Omni and Horizon models. Many of the features of the 2.2 are based on the company's experience with the Volkswagen engine, including the aluminum head/iron block design, the SOHC design with in-line valves, the offset water pump, and the location of both the intake and exhaust manifolds on the rear of the engine.
To reduce overall length, it is a "siamesed" engine: there are no coolant passages between cylinders. The bore spacing is a tight 87.5 mm, limiting the potential for increased bore diameter.
All 2.2 blocks were made of cast iron and used a timing belt rather than a chain, but they are non-interference engines. The earliest used a two-barrel carburetor, but fuel injection was phased in starting in 1984 on turbocharged models, and 1985 on normally-aspirated models.

you will note the 4th last line.

Both the 2.2 and the 2.5 dirivitive are non interference, yet I note that you have accepted Ekse solution.

Both the 2.2 and the 2.5 dirivitive are non interference, yet I note that you have accepted Ekse solution.

A timing belt failure can be disastrous for an engine that doesn’t have enough clearance to prevent the pistons from smashing into the valves if the cam stops turning. When such a collision occurs, it usually results in bent or broken valves, and sometimes even a shattered piston. What would have been a couple hundred dollar job to replace the timing belt now becomes a major repair expense. At the very least, the cylinder head will have to be removed so the damaged valves can be replaced. If the head has additional damage (like damaged seats, guides or combustion chambers), further head repairs or replacement will be necessary. And if an open valve took out a piston? An overhaul or engine replacement may be required. A timing belt failure can be disastrous for an engine that doesn’t have enough clearance to prevent the pistons from smashing into the valves if the cam stops turning. When such a collision occurs, it usually results in bent or broken valves, and sometimes even a shattered piston. What would have been a couple hundred dollar job to replace the timing belt now becomes a major repair expense. At the very least, the cylinder head will have to be removed so the damaged valves can be replaced. If the head has additional damage (like damaged seats, guides or combustion chambers), further head repairs or replacement will be necessary. And if an open valve took out a piston? An overhaul or engine replacement may be required.

The damage can be really bad. The damage can be really bad.

It's also possible for nothing to be damaged at all.
In your motor, timing is everything. That’s why your timing chain
and/or timing belt are so vital to the operation of your entire
vehicle. You see, without a properly installed and adjusted timing
chain or timing belt, the valves on your engine don’t open and close at
the appropriate times. A sloppy timing chain can result in poor
running, valve clatter, and loss of power, while a broken timing belt
can cause your engine to stop running or, on an interference
application, cause your valves to crash into your pistons. If that
sounds expensive to you, you’re right. If a broken timing belt can
cause so much damage, why doesn’t everyone use a timing chain? For all
its advantages, a timing chain is noisier, less efficient, and more
expensive than a timing belt. These timing belt / timing chain
comparisons are particularly relevant on the overhead cam engines that
are so common these days. Since an OHC timing chain would be so long, a
timing belt actually has less lash and stretch resulting in better
camshaft timing and improved efficiency. So don’t think that, just
because your manufacturer specified a timing belt for your favorite
ride, they’re looking forward to the day they can supply you with a
remanufactured engine. In many cases, a timing belt makes more sense
than a timing chain. While a timing chain may last the life of an
engine, a timing belt has specific requirements for replacement
intervals. Check your owner’s manual for timing belt replacement
mileage and follow those requirements to the T. If you have a timing
chain instead of a timing belt, signs that your timing chain may need
replacement include loss of power and noise from the timing cover at
the front of your engine. Unlike the timing belt crowd, you probably
won’t destroy your engine by running with a worn out timing chain. You
might get run over by a semi on the interstate, however, trying to
accelerate with that clapped out engine and its stretched timing chain!
Keep me posted,
Nathan


It's also possible for nothing to be damaged at all.
In your motor, timing is everything. That’s why your timing chain and/or timing belt are so vital to the operation of your entire vehicle. You see, without a properly installed and adjusted timing chain or timing belt, the valves on your engine don’t open and close at the appropriate times. A sloppy timing chain can result in poor running, valve clatter, and loss of power, while a broken timing belt can cause your engine to stop running or, on an interference application, cause your valves to crash into your pistons. If that sounds expensive to you, you’re right. If a broken timing belt can cause so much damage, why doesn’t everyone use a timing chain? For all its advantages, a timing chain is noisier, less efficient, and more expensive than a timing belt. These timing belt / timing chain comparisons are particularly relevant on the overhead cam engines that are so common these days. Since an OHC timing chain would be so long, a timing belt actually has less lash and stretch resulting in better camshaft timing and improved efficiency. So don’t think that, just because your manufacturer specified a timing belt for your favorite ride, they’re looking forward to the day they can supply you with a remanufactured engine. In many cases, a timing belt makes more sense than a timing chain. While a timing chain may last the life of an engine, a timing belt has specific requirements for replacement intervals. Check your owner’s manual for timing belt replacement mileage and follow those requirements to the T. If you have a timing chain instead of a timing belt, signs that your timing chain may need replacement include loss of power and noise from the timing cover at the front of your engine. Unlike the timing belt crowd, you probably won’t destroy your engine by running with a worn out timing chain. You might get run over by a semi on the interstate, however, trying to accelerate with that clapped out engine and its stretched timing chain!
Keep me posted,
Nathan