If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#361
|
|||
|
|||
What are some car-repair jobs you always wished you could do buthave never done?
|
Ads |
#362
|
|||
|
|||
What are some car-repair jobs you always wished you could do buthave never done?
On 6/11/2017 9:36 PM, Vic Smith wrote:
> On Mon, 06 Nov 2017 02:57:16 -0500, wrote: > > >> Only the stop-tech article is written by a pro (Can't open the >> raybestos link so it's useless) > > That "pro" says to replace brake fluid once a year. > I wonder how many people do that. > I never replace brake fluid unless I've got the system open. > Every two years at a minimum was what it used to be. The fluid is hygroscopic and will absorb moisture out of the air or anywhere it can. -- Xeno |
#363
|
|||
|
|||
What are some car-repair jobs you always wished you could dobut have never done?
On 11/5/2017 9:48 PM, RS Wood wrote:
> wrote: > >>> What doesn't last longer on a car nowadays? >> Sometimes things like power lock actuators and some electrical >> connections > > I was watching a video by the MythBusters on how to get out of a car that > is sinking in a pond (pool in their case) where someone mentions to roll > down the windows ... heh heh ... > > When's the last time you saw a roll-down window? About 12 hours ago when I parked the car. |
#364
|
|||
|
|||
What are some car-repair jobs you always wished you could dobut have never done?
On 11/5/2017 9:49 PM, RS Wood wrote:
> I don't hear anyone talking about pushrods, so, all I see here are that > chains last a*lot* longer in general than do belts, where if either one > broke on an interference engine, expensive things can happen. Unless it's a gear driven camshaft the pushrod design will have a chain. Other than bikes I don't there are many gear drives because of the fitting problems. My Harley has gears but they are factory matched. Aftermarket cams tend to be noisier because of the wider tolerance. |
#365
|
|||
|
|||
What are some car-repair jobs you always wished you could dobut have never done?
On 11/5/2017 9:49 PM, RS Wood wrote:
> rbowman wrote: > >> There is more to it than that. FWD is more efficient than spinning a >> drive shaft and rear differential. Bending power 90 degrees costs. FWD >> also allows as much if not more passenger space in the cabin. If you >> ever dealt with the transmission hump from hell you know what I mean. >> Admittedly it's a moot point for me since I go for two bucket seats and >> a center console but I don't haul a family around. FWD designs tend to >> be lighter. >> >> When you're chasing the EPA fleet mileage, FWD looks good. > > But my point is that none of that was *why* they build FWD cars. > > They make 'em for one reason, and one reason only. > > The tradeoffs are legendary, especially in a group that has to DRIVE them > and REPAIR them. Cheaper? No, you're wrong on that one. |
#366
|
|||
|
|||
What are some car-repair jobs you always wished you could do buthave never done?
On 11/6/2017 1:18 AM, RS Wood wrote:
> RS Wood wrote: > >> I just am saying that nobody in this thread has given any logical reason >> why rings would be "better" today than in the days of yore. > > I think I got cranky. > Apologies. > As an alleged engineer you should be ashamed of yourself. Your thinking lacks logic too, if you think a 1955 Chevy rings is the same as used today. https://upcommons.upc.edu/bitstream/...pdf?sequence=1 |
#367
|
|||
|
|||
What are some car-repair jobs you always wished you could do buthave never done?
On 11/6/2017 1:13 AM, RS Wood wrote:
> wrote: > >>> Pads, under extremes of heat, give off gases. It is the presence of >>> those gases *between* the pads and the disc that prevents the friction >> >from happening. The gases make the pads operate more like a hovercraft. >>> The slots provide a means by which the gases can quickly escape. >>> In a road going car, slotted rotors are probably overkill. Not so on >>> high performance vehicles. >> >> >> 100% correct - on both counts. > > Marketing bull**** and applying racing specifics to street cars is classic > bull**** moves, where we've all had this happen to us a billion times. > > Just show a reliable reference on the entire Internet ... just one ... that > proves that without changing anything else ... in a normally driven street > car ... which is what we're talking about here ... that any of that above > isn't anything other than marketing bull****. > > Just one reference from the entirety of the Internet. > You show it ... I'll read it. > > Until then, it's marketing bull****. > Doubt you'll believe it anyway. https://ebcbrakes.com/articles/what-is-brake-fade/ There are principally 2 common types of formulation for a brake pad friction material, organics and sintered metallics (there are also brake pads known as ‘semi-metallics’ but these are a ‘hybrid blend’ of the two aforementioned friction types and thus have properties that typically lie somewhere in the middle). For more information on the different brake pad constructions read our article ‘How to make brakes’. Organic brake pads inherit their name from the organic phenolic resins used to bind together the different compounds used in the pads construction. There are countless different types of thermoset phenolic resin, but they can all be generally considered to have a maximum temperature up to which they are thermally stable. Above its intended maximum operating temperature, just like any organic matter, the phenolic resin used as the binding agent becomes altered by the heat and effectively ‘boils’, expelling an appreciable volume of gas as it degrades. (The actual technical term for this process is sublimation, since once the phenolic material reaches the critical temperature it jumps from its original solid state and changes instantaneously to a gas, with no detectable liquid phase). The dominant mechanism causing brake fade is this thermal degradation of the phenolic resins and other materials in the friction lining, which create a film of gas at the pad-rotor interface and effectively causes the brake pad to skid off the disc. As these gasses build up at the pad-rotor interface, they produce an appreciable backpressure which creates an opposing force to the brake caliper that is trying to hold the pads against the rotor. If there is no way for the gasses to escape, the opposing force as a result of the outgassing can become large enough to prize the pads away from the rotor, reducing the area of pad in contact with the rotor and thus reducing braking power (i.e. brake fade). |
#368
|
|||
|
|||
What are some car-repair jobs you always wished you could dobut have never done?
On 11/6/2017 8:35 AM, rbowman wrote:
> On 11/5/2017 9:49 PM, RS Wood wrote: >> I don't hear anyone talking about pushrods, so, all I see >> here are that >> chains last a*lot* longer in general than do belts, where >> if either one >> broke on an interference engine, expensive things can happen. > > Unless it's a gear driven camshaft the pushrod design will > have a chain. Other than bikes I don't there are many gear > drives because of the fitting problems. My Harley has gears > but they are factory matched. Aftermarket cams tend to be > noisier because of the wider tolerance. My Corvairs are geared-cam. -- Andrew Muzi <www.yellowjersey.org/> Open every day since 1 April, 1971 |
#370
|
|||
|
|||
What are some car-repair jobs you always wished you could do but have never done?
On Mon, 06 Nov 2017 03:32:52 -0500, "Steve W." >
wrote: >RS Wood wrote: >> Steve W. wrote: >> >>> Chains don't mean a lot when they drop them down to bicycle sizes with >>> small pins. Things stretch like cheap rope. >> >> I think the only reason manufactures went to belts is to increase their >> profits, so I wonder if there is any value to a belt AFTER you look at the >> tradoffs. >> >> The real question for a repair group would be the main factors: >> 1. Reliability of chain versus belt >> 2. Damage potential of chain versus belt >> 3. Repair hassle of chain versus belt >> >> Let's ignore the marketing bull**** (e.g., lighter, quieter, etc.) for this >> thread to concentrate on the reliability and repair-related issues. >> >> As I already noted, I *wish* I had replaced a timing chain in my life, but >> just like I've never owned a FWD vehicle (and I lived in a "snow state" for >> decades), I have never had a belt car and I've never had a chain break on >> me. >> >> So I have no experience. >> But.... >> >> I posit that: >> 1. The chain is *far* more reliable than the belt >> 2. Both can ruin an interference engine if they break >> 3. Repair hassle is probably about the same >> >> The question is how long is the typical MTBF for a belt versus a chain? > >Depends on the particular engine. Most belts are around 60K change >interval, and many are not hard to do. Then you have vehicles with >chains, a good design will go 2-300K with no real issues. The ****ty >designs fail around 50-60K and do more damage than just the valves if it >drops into the lower sprocket on a stick that rolls a bit. >GMs 3.6 and some others use a VERY light chain that stretches and breaks. "Garbage Machines" |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Automotive repair information, auto repair data and diagnostics, auto repair manuals, auto maintenance, labor estimating, integrated repair, estimating, shop management software solutions, Alldata, Mitchell, year 2007 | [email protected] | Ford Explorer | 0 | May 3rd 07 09:00 PM |
Automotive repair information, auto repair data and diagnostics, auto repair manuals, auto maintenance, labor estimating, integrated repair, estimating, shop management software solutions, Alldata, Mitchell, year 2007 | [email protected] | 4x4 | 0 | May 3rd 07 08:57 PM |
Automotive repair information, auto repair data and diagnostics, auto repair manuals, auto maintenance, labor estimating, integrated repair, estimating, shop management software solutions, Alldata, Mitchell, year 2007 | [email protected] | Saturn | 0 | May 3rd 07 08:53 PM |
Automotive repair information, auto repair data and diagnostics, auto repair manuals, auto maintenance, labor estimating, integrated repair, estimating, shop management software solutions, Alldata, Mitchell, year 2007 | [email protected] | Honda | 0 | May 3rd 07 02:34 AM |