Comments by "mpetersen6" (@mpetersen6) on "I Do Cars" channel.

  1. That oil change due light had only been flashing for maybe 25,000 miles
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  2.  @johnmclean2010  They have reputation?
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  3. ​  @andrewallason4530  Headlight switches that were labeled Dim, Flicker and Pray.
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  4. ​ @Andrew-ep4kw  I agree. And l don't like it for the extra wear on the starter.
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  5. ​ @andrewallason4530  I remember Car and Driver doing a comparision test of three Honda Accords. As identical as possible. One from Ohio, one from Japan and one from the UK. The one from the UK the electrical system was strange.
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  6. ​ @kenstein  Different head casting on the passenger side means a whole second machining line. Or a forth depending in the situation.
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  7. Zipping the main bolts out it sounds like Space Invaders
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  8. The issues in the Northstar can be traced to one specific fault. And that issue in the Northstar is not the known ones. Its the one that cost cuts every single item line on the build sheet. I've seen i number of comments about what caused the head gasket failures. The wrong size headbolts and thread choice is one l have heard. Another I've heard is the alloy in the block. If the alloy was an issue this could be due to lowering the percentage of alloying elements in the aluminum. As l understand it most aluminum blocks have a high Silicon alloying content. High as in 3 to 5 %. Less alloying elements mean less cost. And GM is not the only one. Chrysler with the 4.7 choose a cheaper polymer material for the timing chain guides which led to problems (1). Their 2.7 issues with coolant in the oil due to the water pump placement and drive. I'm sure Ford has done similiar things. 1) The 4.7 was originally designed by AMC but l don't think they ever got to the production ready status and ordering tooling. I am kind of surprised that Chrysler never put DOHC 4 valve heads on it.
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  9. That's th he trouble with going through the drive through. You get Joe Pesci'd.
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  10. Look at just about any V-6 produced in the last 30 years with an aluminum block. Deep skirts, 6 bolt main caps, windage trays cast or stamped, cast oil pans etc. One engine that amazed me it did not have cross bolt mains was the GM Atlas family. Simply to increase stiffness in the lower end.
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  11. I don't know what is scarier. An indicated 145 in a unibody Chrysler or 1970 era tires at that speed. And brakes.
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  12. ​ @tim9817  A lot of older inline that had 4 main bearings were low hp, low stress engines so they could get away with it. And once the V-8s took off in the US six cylinder development pretty much stalled for twenty years.
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  13. Oil changes should be based on engine hours not milage.
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  14. ​ @repro7780  Just consider this. A full time 40 hours a week job is around 2,080 hours.
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  15. ​ @lyrebirdcyclesmarkkelly9874  And the Merlin is the same displacement as the Liberty V-12. Down to the same bore and stroke.
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  16. I had two of the related 3.3 liter engines. I was very happy with the service l got out of them. Living in the northern tier of the US rust got the vehicles before l had any major or even minor issues. Replaced an intake cover gasket on one and zero repairs on the other. Never even had to change the serpentine. I always thought the related 3.5 with the transmission from the LH cars would make a decent drive train for a homebuilt mid engined car.
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  17. Now I'm starting to wonder if GM was responsible for all those unwound cassette tapes on the side of the road in the 70s and 80s.
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  18. ​ @governmentcalamari9785  Look at one of the most maligned V-6s out there. The Chrysler 2.7 Sludge-o-Matic. Aside from the decision to drive the coolant pump off of the timing chains and mount it internally the rest of the engine is pretty impressive (1). 6 bolts on the steel main bearing caps. 4 vertically and two cross ways. Generous enough bore spacing to allow good coolant flow. Forged crank. The sintered rods were forged post sintering. Pistons I'm not sure what material. Internal gearotor oil pump mounted on the crank snout. Cast aluminum windage tray. Cast aluminum oil pan. The head bolts have 3 to 4 times the bold diameter threaded into the block. Same for the main bearing bolts. All threaded holes are thread formed for stronger threads. High Silicon Aluminum alloy for increased strength. Stellite valve seats and guides. The chain tensioners might be a problem. I never understood why designers just don't use a sprocket. 1) l suspect the coolant pump location was retained from the 3.5 V-6 whether pump is driven off of the timing belt. When the belt needs servicing (115k miles) just change the pump.
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  19. Buick sold the tooling for for the V-6 to Kaiser Jeep. AMC bought Jeep. Then around 75 they sold the tooling back to GM.
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  20. The design of this engine was actually begun by AMC prior to its aquisition by Chrysler. How much further work was done by Chrysler post aquisition before the decision to bring to production l don't know. I know l did see machining lines under construction at Ingersoll in Rockford, ll. I'm not sure if it was for the 4.7 or the Hemi. One thing I'm surprised was not done was developing the 4.7 along the lines of Ford and their original model modular V-8.
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  21. The only reason l can see for the timing chain set-up is it allowed Ford to use tye same heads on both sides. GM did that with the LQ-1 but got around it by using a belt drive with a longer cam carrier and cams on the passenger side. Depending on how many machining lines you have the cycle times on the lines can ge equal between blocks and heads or twice as fast on the heads.
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  22. I think the reason for cooking the #5 & #6 pistons is stagnant coolant flow in the back end of the block on higher milage engines. One the AMXJ channel the drivetrain engineer they interview talks about adding coolant lines that would shoot extra coolant into the block the #5 whelch plug.
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  23. I had my Town and Country in the shop for misfires. The guy at the desk told there's a complete kit for these to do the timing chains.
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  24. So Ford built a Sludge-o-Matic too.
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  25. One would think this type of failure would have been discovered and corrected in the development phase. Any engine known to have major usage in emergency and police ve gu icles is going to have high amou ts of idle time. The same applies to taxis in major metro areas. Small weep holes in the base end of lifter body would have gone along way to prevent these failures if they were not present to start with.
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  26. If you increase pump output you can run into the issue of sucking the sump dry because you have too much oil in the upper engine and it can't drain back fast enough. But definitely the pulp output pressure should be higher. I wonder how much the relief valve in the pump opening reduces pump output.
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  27. Changing plugs on my Town and Country van. Have to take the upper plenum off plus other stuff on the intake. The fun part is l found oil in the throttle body. Time to change out the PCV valve.
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  28. One thing about platninum or iridium plugs is 100k service life. Had random misfires. If you're changing plugs might as well change the plug coils too. Just wish l hadn't sold my torque wrenches when l retired.
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  29. ​ @HenrySomeone  Took my van in for an oil change a couple of weeks ago. 6 quarts of Mobile 1 and filter. 140 bucks. Cheaper than a new or rebuilt. But that's getting insane.
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  30. ​ @kellismith4329  The Chevy inline six went through three or four generations that saw improvements. I believe it started out as a three main bearing engine with splash oiling on the rods. Complete with rod dippers. Later updated to 4 main bearings and then seven main bearings. Nash had four and seven main bearing sixes. One way to tell is the use of a different bore center distance between the cylinders with a bearing in between versus the ones that didn't. I believe the Toyota sixes started out as a license built version of the Chevy. Nissan l believe licensed a copy of a Mercedes design. The Holden in Australia was slightly scaled down version of the Chevy. The Chevy started out as a 4.400 bore center and stayed that way until the end. This probably why the SBC had a 4.400 bore center.
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  31. What really caused a lot of water pump failures comes down to two things. One is the mechanical seal failing between the impeller and the bearings. Second is the belts start to slip and idiots overtighten the belts putting a heavy side load on the bearings. The material in the housing itself gas little to do with it. I've seen guys build minature drill presses using water pump bearing assemblies (1) as the spindle. Turn or grind a taper on one end to mount the chuck. 1) The shaft and bearing assembly came in from the manufacturer as a unit. Sealed bearings. The weep hole in the pump should keep coolant away from the bearings but shit happens.
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  32. ​ @dannysdailys  My 2011 T&C still puts out 90psi when cold. Now I'm getting misfires. Time to change plugs.
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  33.  @magneticpulseengine3605  I remember the first time l saw one of the 2.7s. 6 bolt mains. Forged crank. Floating wrist pins. Oil squirters on the rods. Cast pan and windage tray. Deep skirt block. And then they put the water pump internally. 😞
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  34. When l was about five l had a toy clock with a complete gear train. Been fascinated with gear trains ever since.
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  35.  @bipolarflatbedder6622  I surprised the local cops, sheriff's deputies or state troopers let it sit that long.
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  36. The best by any manufacturer? That's debatable. Another good candidate would be the Volvo Red Block 4 cylinder. The Ford Barra used in taxis would rack up some truely incredible numbers of miles or kms. One thing that's really needed for an engine to have a long lasting potential life is a good oiling system.
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  37. That oil pan looked like a rhinestone suit they use to wear at the Grand Old Opry. The bottom end of these things just look strange to me.
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  38. Audi VP in charge of customer service. "Hans, make sure the timing chains are on the back of the engine. That way we can add 5,000 Euros to the repair cost.
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  39. One thing this channel proves is negligent maintenance will kill literally anything. Except maybe a Buick 3800 or a Jeep 4.0. But even then they are killable.
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  40. You can kill these engines just like any other. If you neglect it totally.
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  41. It would be interesting to see just what the total engine hours were on this engine. My van has 112+ thousand on the odometer with 4k plus hours.
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  42. I guess that windage tray ran out of wind.
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