Re: How Many Miles?
 

I live in Southeast MI, I don't see nearly as many foreign cars as you do,
or when I lived in the South for 22 years...LOTS of Nissans, Hondas and
Toyotas. The way things are going for the Big Three that's changing fast,
and I have seen a lot more Hondas and Toyotas lately around here.

Remember the Honda Oddity (Odyssey) my wife lease a while back...we had to
file a lemon law suit to make them buy it back because they couldn't fix the
oil leak. Leaked a quart every 300 miles. Each morning there would be a
puddle under the car. Had to park it over a catch pan. I prefer American
nameplates but the Honda had the features we wanted. Of course by the time
they finally took it back the Fords and Chryslers caught up.

"L.W.(Bill) ------ III" <----------@cox.net> wrote in message
news:450E849A.C9BCDB26@cox.net...
> Those too, along with German cars, seen a Volkswagen Golf, lately?
> God Bless America, Bill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
> Matt Macchiarolo wrote:
>>
>> Nah, he just can't see that those cars going to the crusher aren't
>> Japanese,
>> they're Korean. To him, they all look alike anyway... :-)

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.
> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.

The 2L Pinto (German block) had soft cams and solid lifters in them.
Wear the lobes off in 30k miles.
They weren't interference engines.
I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
and never break.
Turbocharged, on alcohol, they ran like a raped ape.

Don't know much about the 2.3L version except they were hydrolic lifters
and bigger, heavier block.

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.
> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.

The 2L Pinto (German block) had soft cams and solid lifters in them.
Wear the lobes off in 30k miles.
They weren't interference engines.
I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
and never break.
Turbocharged, on alcohol, they ran like a raped ape.

Don't know much about the 2.3L version except they were hydrolic lifters
and bigger, heavier block.

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.
> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.

The 2L Pinto (German block) had soft cams and solid lifters in them.
Wear the lobes off in 30k miles.
They weren't interference engines.
I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
and never break.
Turbocharged, on alcohol, they ran like a raped ape.

Don't know much about the 2.3L version except they were hydrolic lifters
and bigger, heavier block.

Re: How Many Miles?
 

"clay" <clay@mation.com> wrote in message
news:osCPg.6115$Ij.2720@newssvr14.news.prodigy.com ...
> L.W.(Bill) ------ III wrote:
> > The Pinto died because no one followed the maintenance manual and
> > replaced the timing belt as it only last seventy thousand before it bend
> > ever valve. They're still one of the strongest sand buggy engines
> > around.
> > The Vega died because no one followed the maintenance manual again,
> > and didn't change coolant and the acid eat through their aluminum
> > blocks.
>
> The 2L Pinto (German block) had soft cams and solid lifters in them.
> Wear the lobes off in 30k miles.
> They weren't interference engines.
> I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
> and never break.
> Turbocharged, on alcohol, they ran like a raped ape.
>
> Don't know much about the 2.3L version except they were hydrolic lifters
> and bigger, heavier block.

The German block was the good one.

Earle

Re: How Many Miles?
 

"clay" <clay@mation.com> wrote in message
news:osCPg.6115$Ij.2720@newssvr14.news.prodigy.com ...
> L.W.(Bill) ------ III wrote:
> > The Pinto died because no one followed the maintenance manual and
> > replaced the timing belt as it only last seventy thousand before it bend
> > ever valve. They're still one of the strongest sand buggy engines
> > around.
> > The Vega died because no one followed the maintenance manual again,
> > and didn't change coolant and the acid eat through their aluminum
> > blocks.
>
> The 2L Pinto (German block) had soft cams and solid lifters in them.
> Wear the lobes off in 30k miles.
> They weren't interference engines.
> I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
> and never break.
> Turbocharged, on alcohol, they ran like a raped ape.
>
> Don't know much about the 2.3L version except they were hydrolic lifters
> and bigger, heavier block.

The German block was the good one.

Earle

Re: How Many Miles?
 

"clay" <clay@mation.com> wrote in message
news:osCPg.6115$Ij.2720@newssvr14.news.prodigy.com ...
> L.W.(Bill) ------ III wrote:
> > The Pinto died because no one followed the maintenance manual and
> > replaced the timing belt as it only last seventy thousand before it bend
> > ever valve. They're still one of the strongest sand buggy engines
> > around.
> > The Vega died because no one followed the maintenance manual again,
> > and didn't change coolant and the acid eat through their aluminum
> > blocks.
>
> The 2L Pinto (German block) had soft cams and solid lifters in them.
> Wear the lobes off in 30k miles.
> They weren't interference engines.
> I ran one for years in a 145 hydroplane. Stock, they would spin 7000 rpm
> and never break.
> Turbocharged, on alcohol, they ran like a raped ape.
>
> Don't know much about the 2.3L version except they were hydrolic lifters
> and bigger, heavier block.

The German block was the good one.

Earle

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.

The Pinto had excellent mechanicals. There were several Ford OHC
fours, either Brit or German Ford engines or US versions thereof. The
parts did not interchange, meaning the Brit engines are far and away
the best because there are a excellent supply of hot rod parts availale
there. US built ones mean going to Esslinger, a high dollar supplier.
THe Pinto/Mustang II front end is still a staple of the schlock rod
business.


> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.


I'm calling -------- here on you, Bill. Because even though that might
well have been a common thing had the little engines lived long enough,
most died before enough time passed for that to happen. Either the
aluminum bores gave out (they ran a silicon etched aluminum bore and an
iron plated piston) or the valve guides wore horribly and the car was
repowered or scrapped. In California and other such places many became
drag cars, and are most of the Vegas around today. Out here they
already had rust perforation by then and so did not receive a
lifesaving transplant, but were scrapped.

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.

The Pinto had excellent mechanicals. There were several Ford OHC
fours, either Brit or German Ford engines or US versions thereof. The
parts did not interchange, meaning the Brit engines are far and away
the best because there are a excellent supply of hot rod parts availale
there. US built ones mean going to Esslinger, a high dollar supplier.
THe Pinto/Mustang II front end is still a staple of the schlock rod
business.


> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.


I'm calling -------- here on you, Bill. Because even though that might
well have been a common thing had the little engines lived long enough,
most died before enough time passed for that to happen. Either the
aluminum bores gave out (they ran a silicon etched aluminum bore and an
iron plated piston) or the valve guides wore horribly and the car was
repowered or scrapped. In California and other such places many became
drag cars, and are most of the Vegas around today. Out here they
already had rust perforation by then and so did not receive a
lifesaving transplant, but were scrapped.

Re: How Many Miles?
 

L.W.(Bill) ------ III wrote:
> The Pinto died because no one followed the maintenance manual and
> replaced the timing belt as it only last seventy thousand before it bend
> ever valve. They're still one of the strongest sand buggy engines
> around.

The Pinto had excellent mechanicals. There were several Ford OHC
fours, either Brit or German Ford engines or US versions thereof. The
parts did not interchange, meaning the Brit engines are far and away
the best because there are a excellent supply of hot rod parts availale
there. US built ones mean going to Esslinger, a high dollar supplier.
THe Pinto/Mustang II front end is still a staple of the schlock rod
business.


> The Vega died because no one followed the maintenance manual again,
> and didn't change coolant and the acid eat through their aluminum
> blocks.


I'm calling -------- here on you, Bill. Because even though that might
well have been a common thing had the little engines lived long enough,
most died before enough time passed for that to happen. Either the
aluminum bores gave out (they ran a silicon etched aluminum bore and an
iron plated piston) or the valve guides wore horribly and the car was
repowered or scrapped. In California and other such places many became
drag cars, and are most of the Vegas around today. Out here they
already had rust perforation by then and so did not receive a
lifesaving transplant, but were scrapped.