General Car Talk Discussion Thread
#9161
Ex-OEM King
Also, even with 350hp, you're still ~100hp down on the V8.
![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
Does anyone have experience bedding in race brake pads? It was much easier bedding in street pads in my Camaro, given the extra 700 lbs of mass to stop and double the power and torque to get up to speed.
I hate this squealing shit. "Because race car" won't fly when you have a date, I'd think.
I hate this squealing shit. "Because race car" won't fly when you have a date, I'd think.
The only way to get them to bed is to take it to a track and give 'em hell.
#9162
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
I plan on stacking resonators and keeping a high flow cat for my car, because non-turbo 4-cylinders sound like shit when the exhaust pops and cracks. V8s on the other hand...
Yeah, I agree. But that's not why I'd buy that car. Especially if I do end up moving to Colorado. No point buying a 400hp NA V8 that ends up being the same HP as the Ecoboost because of the altitude ![Big Grin](https://acurazine.com/forums/images/smilies/biggrin.gif)
There's also a meathead component to the V8 muscle cars that I have no interest in being lumped into.
![Big Grin](https://acurazine.com/forums/images/smilies/biggrin.gif)
There's also a meathead component to the V8 muscle cars that I have no interest in being lumped into.
RE: the power difference, Autoblog or some car mag alluded to the Coyote having room for improvements. Speculation said the head casting has partitions for direct injectors. That opens up a whole new world for N/A - I can gain 15-20% more power with just E85, bolt-ons, and a tune.
![](http://images.thetruthaboutcars.com/2010/08/donotbuy2011Mustang.jpg)
Buy new pads, haha. Race pads aren't meant for the street and there's no such thing as a "hybrid pad" as I'm sure you're now realizing. The pads suck at street temps and you're not at race temps most of the time.
The only way to get them to bed is to take it to a track and give 'em hell.
The only way to get them to bed is to take it to a track and give 'em hell.
#9163
Ex-OEM King
RE: the power difference, Autoblog or some car mag alluded to the Coyote having room for improvements. Speculation said the head casting has partitions for direct injectors. That opens up a whole new world for N/A - I can gain 15-20% more power with just E85, bolt-ons, and a tune.
Only problem you'd have with this motor is finding grip for the tires to hook up.
![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
#9164
The Coyote 5.0 is an extremely mod friendly engine. You can gain +15hp just from a CAI and +50hp from headers, exhaust, tune. Adding cams and a Boss 302 intake would throw that even higher.
Only problem you'd have with this motor is finding grip for the tires to hook up.![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
Only problem you'd have with this motor is finding grip for the tires to hook up.
![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
Direct injection + bump in compression ratio will be even better.
#9165
Ex-OEM King
I've been researching this car/motor so much in preparation for what I want to do next spring so I'm learning a lot. I went and drove a 2014 GT a few weeks ago and the thing is explosive. The power is just astonishing for a car that cheap. I'd say it's for sure faster than a C5 Z06 and Camaro SS. With the right bolt ons and tune, you'd be running with C6 LS3 Corvettes.
#9166
Engineer
Have manufacturers made any improvements dealing with the carbon buildup from direct injection?
The power and efficiency gains are great with DI, but I'm not as interested if they are going to be at the cost of long term problems and power loss.
The power and efficiency gains are great with DI, but I'm not as interested if they are going to be at the cost of long term problems and power loss.
#9167
Ex-OEM King
Solution (OEM) is to buy a car with a 100k mile powertrain warranty and let the dealer's service department deal with it.
The end all solution (aftermarket) is to just install a catch can in place of the PCV system. No oil in the intake track = no buildup. Problem solved.
#9168
Toyota's D4-S system works great - in addition to the direct injectors, there are port injectors to clean the valves.
I don't know if it really works but apparently Mazda had something going with their Skyactiv engines. They figured out that with higher intake valve temperatures, the buildup would just burn off. I think the direct injection allows for higher compression, resulting in the higher combustion chamber temps.
#9169
Some of them (Audi) are having a phase where both intake and exhaust valves are open during the fuel injection cycle so that some of the gas goes up there and cleans stuff. They also say to get the engine hot to cause some of the stuff to burn off and also clean out the intake. Toyota is looking into installing heavier valve springs so that the valve seats by brute force. There has been some talk of having a secondary injector in the intake track to spray "cleaning fuel" in order to wash off the valves but I don't think anyone has actually done it.
Solution (OEM) is to buy a car with a 100k mile powertrain warranty and let the dealer's service department deal with it.
The end all solution (aftermarket) is to just install a catch can in place of the PCV system. No oil in the intake track = no buildup. Problem solved.
Solution (OEM) is to buy a car with a 100k mile powertrain warranty and let the dealer's service department deal with it.
The end all solution (aftermarket) is to just install a catch can in place of the PCV system. No oil in the intake track = no buildup. Problem solved.
Toyota's D4-S system is just that, secondary port injectors to help keep the valves clean.
#9170
Ex-OEM King
![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
VW/Audi have many problems with many things.
#9171
Moderator
My year of the 335i has the N54 and the catch can "solution" hasn't really produced much in terms of the DI-sludge problem. That being said, I started noticing hesitation consistent with build up at around 58k miles, so I had the valves cleaned up and it's good as new. Wasn't that big of deal.
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RPhilMan1 (06-20-2014)
#9172
Senior Moderator
Thread Starter
![Chuckle](https://acurazine.com/forums/images/smilies/chuckle.gif)
![](https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-xpf1/t1.0-9/10464399_801469736530745_1279560237354760249_n.jpg)
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Aman (06-19-2014)
#9173
My year of the 335i has the N54 and the catch can "solution" hasn't really produced much in terms of the DI-sludge problem. That being said, I started noticing hesitation consistent with build up at around 58k miles, so I had the valves cleaned up and it's good as new. Wasn't that big of deal.
![EEK!](https://acurazine.com/forums/images/smilies/eek.gif)
I know BMW offered/offers free maintenance on new cars, which I think is a farce. After working for a dealership, I can tell you the only thing a new vehicle should need within the first 2-3 years is oil changes. Maybe the air filter/cabin filter. Very easy to do and cheap. If something breaks, it should be covered under warranty.
#9174
Team Owner
What was the recommended oil change interval? I know a lot of manufacturers recommend 7500 miles, or sometimes longer
full synthetic on a non-turbo engine, that's fine, but turbo cars cook oil.
I know BMW offered/offers free maintenance on new cars, which I think is a farce. After working for a dealership, I can tell you the only thing a new vehicle should need within the first 2-3 years is oil changes. Maybe the air filter/cabin filter. Very easy to do and cheap. If something breaks, it should be covered under warranty.
![EEK!](https://acurazine.com/forums/images/smilies/eek.gif)
I know BMW offered/offers free maintenance on new cars, which I think is a farce. After working for a dealership, I can tell you the only thing a new vehicle should need within the first 2-3 years is oil changes. Maybe the air filter/cabin filter. Very easy to do and cheap. If something breaks, it should be covered under warranty.
#9175
#9176
Moderator
What was the recommended oil change interval? I know a lot of manufacturers recommend 7500 miles, or sometimes longer
full synthetic on a non-turbo engine, that's fine, but turbo cars cook oil.
I know BMW offered/offers free maintenance on new cars, which I think is a farce. After working for a dealership, I can tell you the only thing a new vehicle should need within the first 2-3 years is oil changes. Maybe the air filter/cabin filter. Very easy to do and cheap. If something breaks, it should be covered under warranty.
![EEK!](https://acurazine.com/forums/images/smilies/eek.gif)
I know BMW offered/offers free maintenance on new cars, which I think is a farce. After working for a dealership, I can tell you the only thing a new vehicle should need within the first 2-3 years is oil changes. Maybe the air filter/cabin filter. Very easy to do and cheap. If something breaks, it should be covered under warranty.
#9177
Senior Moderator
#9178
Ex-OEM King
lol, E46 was 15k miles.
Which was perfect to BMW when the engines poop out well after the warranty is over. Only reason they did that was to lower the cost of "free" maintenance.
BMW solves the heat and particulate issue by just having an enormous oil pan with a significant quantity of oil. My E46 330xi used 8 quarts...my Expedition uses 5 and that's a 5.4L V8.
The amount of oil in the turbo bearings is minimal though and the heat generated in the engine itself is compensated for with a higher flow water pump and increased cooling capacity (which I wouldn't trust on a BMW anyway). As long as you let the engine idle for a bit before shutting it off, the heat from the turbo is negligible.
I did the same, between 7500 and 8k miles. 15k is too long, don't trust it. There were some UOA done that showed significant degradation in performance after 15k mile OCI's.
Which was perfect to BMW when the engines poop out well after the warranty is over. Only reason they did that was to lower the cost of "free" maintenance.
The amount of oil in the turbo bearings is minimal though and the heat generated in the engine itself is compensated for with a higher flow water pump and increased cooling capacity (which I wouldn't trust on a BMW anyway). As long as you let the engine idle for a bit before shutting it off, the heat from the turbo is negligible.
I did the same, between 7500 and 8k miles. 15k is too long, don't trust it. There were some UOA done that showed significant degradation in performance after 15k mile OCI's.
#9179
Chapter Leader (Southern Region)
What about their forever / lifetime ATF..
![Roll Eyes](https://acurazine.com/forums/images/smilies/rolleyes.gif)
#9180
Moderator
#9181
Ex-OEM King
#9182
Your Friendly Canadian
Join Date: Dec 2007
Location: Toronto, Ontario
Age: 31
Posts: 17,433
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#9183
Moderator
#9184
Team Owner
I am too lazy to find the other thread. So Costco, what car did your sister end up getting?
#9185
![pofl](https://acurazine.com/forums/images/smilies/pofl.gif)
lol, E46 was 15k miles.
Which was perfect to BMW when the engines poop out well after the warranty is over. Only reason they did that was to lower the cost of "free" maintenance.
BMW solves the heat and particulate issue by just having an enormous oil pan with a significant quantity of oil. My E46 330xi used 8 quarts...my Expedition uses 5 and that's a 5.4L V8.
The amount of oil in the turbo bearings is minimal though and the heat generated in the engine itself is compensated for with a higher flow water pump and increased cooling capacity (which I wouldn't trust on a BMW anyway). As long as you let the engine idle for a bit before shutting it off, the heat from the turbo is negligible.
I did the same, between 7500 and 8k miles. 15k is too long, don't trust it. There were some UOA done that showed significant degradation in performance after 15k mile OCI's.
Which was perfect to BMW when the engines poop out well after the warranty is over. Only reason they did that was to lower the cost of "free" maintenance.
BMW solves the heat and particulate issue by just having an enormous oil pan with a significant quantity of oil. My E46 330xi used 8 quarts...my Expedition uses 5 and that's a 5.4L V8.
The amount of oil in the turbo bearings is minimal though and the heat generated in the engine itself is compensated for with a higher flow water pump and increased cooling capacity (which I wouldn't trust on a BMW anyway). As long as you let the engine idle for a bit before shutting it off, the heat from the turbo is negligible.
I did the same, between 7500 and 8k miles. 15k is too long, don't trust it. There were some UOA done that showed significant degradation in performance after 15k mile OCI's.
![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
What? I thought that the transmission fluid cleans itself. I heard the next thing in the works is sentient transmission fluid, it's not lifetime but it will shriek when it's being burnt up.
#9186
Nothing yet. It's more of a want than a need. She got a promotion, not quite sure what she's waiting on.
#9187
Saw that this morning at work. Funny how people still have the perception that Jaguars are still as problematic as they were in the 90's.
Work is still expensive as hell, but more reliable none the less.
Work is still expensive as hell, but more reliable none the less.
![Smile](https://acurazine.com/forums/images/smilies/smile.gif)
#9188
Your Friendly Canadian
Join Date: Dec 2007
Location: Toronto, Ontario
Age: 31
Posts: 17,433
Received 1,490 Likes
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Ex-GM Engineer on Company's Culture
http://jalopnik.com/ex-gm-engineer-e.../+laceydonohue
I worked for GM for 10 months, from December 3, 2007 to October 10, 2008. I was a "Design Systems Engineer" and I'm still not entirely sure what the hell that actually means, because I was doing component design and systems integration, officially, but mostly I was attending meetings, for the 2nd-gen mild hybrid powertrain system marketed as eAssist.
Prior to my GM stint, I had ~18 years under my belt, at Ford, DaimlerChrysler, and Metaldyne (a Tier 1 supplier). Well on the far side of 10 million vehicles have been produced with parts of my design. Not a one of them has ever been subject to a recall, an owner notification, or even a TSB. Not just because of me, but because of the hundreds of people I worked with who also bought into the "it has to be right" work ethic.
My job at GM largely consisted of attending meetings, as I said. On alternating weeks, I was either in 30 hours of meetings or 32 hours of meetings, spread across 6 buildings on 3 campuses, so add in another 5-6 hours of transit time per week. As you can see with basic math, that didn't leave much time for engineering out of a 40 hour work week.
On any given week, I neither contributed to nor gleaned useful-to-my-job information from 90% of the meetings I attended. So why go? you ask. I asked, because I felt it wasn't a good use of my time. I was admonished that I needed to be in these meetings (for various vehicles in development, such as the Alpha - eventually the Cadillac ATS - which was considering the mild hybrid setup), even if our area of the vehicle wasn't on the agenda that week, because the vehicle team "might do something that would be detrimental to our systems" and thus "we have to have representation there to address that" — even if that week's agenda was a discussion of the front bumper system or the seats, systems that had exactly zero interface with a mild hybrid system.
Most of these meetings were held in rooms crammed past fire code, where the goal was to arrive early enough to get a power outlet for your laptop (and, at that time in most of the Warren Tech Center, access to one of the ethernet hubs as those buildings lacked wifi), which would allow you to try to do the job tasks you would be doing if you weren't "showing your face" (and just occupying space) in these meetings.
"So, when am I supposed to be engineering? I've got about 3 hours a week not in meetings or transit to/from meetings."
"You should be working however many hours to perform your tasks, even if that means answering emails at 11pm and again at 5am."
"Am I going to get paid for working 70+ hours a week every week?"
"No, you're an exempt employee. Casual overtime is expected."
"Working 45-50 hours a week during those occasional times when we've got something hot and heavy is casual overtime. 70 hour weeks every week as a matter of standard practice isn't casual overtime."
"Well, that's what we expect."
About 3 months in, I was asked by one of the component engineers for advice on a press-in coolant tube on the motor-generator unit. Since I'd been a cooling system engineer for most of my career, this was something I could do while drunk, asleep, blindfolded, and with both hands tied behind my back, so I sketched it out, dimensioned the sketch, and the designer modeled it. Job done, I thought.
The next day, my "supervisor" (dotted line) pulled me into a conference room, closed the door, and proceeded to scream at me at the top of his lungs for about 30 minutes. My crime? I'd made a design decision — in other words, I'd done my job. I was told that my experience (more, I might add, than my "supervisor" had) didn't count at all because it wasn't at GM; that I had no authority to make design decisions, that I had made a "handle" that someone could use to move the engine around when it was on the hoist and damage the tube and was thus dangerous (my response: "So? They can pick up the whole engine off that tube. Won't bother the tube a bit."), and that from there on out, I was only permitted to advance ideas to him, and if they met with his approval, then we could consider them.
Then, by way, I suppose, of trying to knock me down another peg, he asked how many vehicles had been made with press-in coolant tubes I'd designed. I found this an odd metric, particular since I knew his lifetime "production" vehicle count was lower than the annual volume for the lowest-volume program I'd ever worked on (about 12,000 units/year), but I did some math in my head and came up with "As of today, about ten and a half million vehicles, give or take a couple hundred thousand, and anywhere from 1500-2000 new ones rolling off lines every day."
It took him a minute or so to contemplate that number, which killed all his frothy momentum, and he ended the "conference" muttering something about how he would be changing it to what he wanted, but then called up the cooling system engineer to quiz him about my design. Said cooling guy emailed me "WTF?" — the cooling guy fraternity is pretty small, and we all at least knew of each other — while telling my "supervisor" that everything I'd done was standard practice and exactly right. Then cooling guy called me and I gave him the Cliff's Notes version.
When I got home that night, I reactivated my resume on Career Builder and Monster (LinkedIn wasn't at a maturity level that was useful yet). The next day, I managed to squeeze in a few minutes with my Chief Engineer (who was my real manager), who assured me that I was indeed allowed to make decisions and do my job, that my "supervisor" would be counseled about what had happened the day before (our conference room walls were maybe 2" thick. EVERYONE in the office heard him yelling and didn't hear my very quiet responses) but I could read the writing on the wall.
I knew I was going to be cut loose more than a month before they told me I was fired for installing a desktop weather application on my company computer.
That's right: the only justification they could find for firing me was my installation of Intellicast's weather app on my laptop.
200 other engineers were "fired" on the same day, but GM did not call it a layoff. A layoff, you see, would have to be reported as such to the state. The HR guy (oh, my exit interview was rich — I forced it on the HR guy, told him about how hostile the work environment was — he didn't take any notes, which told me everything I needed to know there, got assurances he would investigate it, which was a lie and I told him so: "You didn't take any notes. That tells me how honest you're being") assured me they wouldn't contest my unemployment filing.
They contested my unemployment filing. They lost. They appealed. They lost the appeal. I didn't find out about that until some time after I'd gotten another job and moved to Houston for it. Here's the kicker: you can't sneeze at GM without it costing $10,000 in overhead. Someone there — and I'm sure they contested, lost, appealed, and lost again for every single one of those 200 engineers fired the same day I was, so multiply this times 200 — thought it was a good idea to spend at least $20,000 trying to recover all of $3680 in UIC I received during the 10 weeks I was out of work.
It wasn't long after I'd moved to Houston that GM filed for Chapter 11 in 2009. They gave Rick Wagoner the boot, and shuffled the desks on the executive floor, but the CYA-with-bureaucracy-and-empire-building-above-all-else low- and mid-level managers who are the root cause of GM's troubles, then and now, are all still in their positions, doing them exactly the same way they always have. I know my "supervisor" is still there, as is my manager.
If GM is to change the way it does things, there needs to be a massive forced attitude shift in those low- and mid-levels of management. THAT is where the problems lie. THAT is where the fix needs to happen, not on Mahogany Row. If it means wholesale replacement of hundreds, if not thousands, of people with new managers who actually give a shit about doing things the right way, well, I won't shed a tear if two of them find themselves fighting GM's contesting of their UIC filing.
Postscript: When the Buick Lacrosse eAssist debuted, I made a point of looking under the hood of one. The coolant tube on the MGU was my design.
Prior to my GM stint, I had ~18 years under my belt, at Ford, DaimlerChrysler, and Metaldyne (a Tier 1 supplier). Well on the far side of 10 million vehicles have been produced with parts of my design. Not a one of them has ever been subject to a recall, an owner notification, or even a TSB. Not just because of me, but because of the hundreds of people I worked with who also bought into the "it has to be right" work ethic.
My job at GM largely consisted of attending meetings, as I said. On alternating weeks, I was either in 30 hours of meetings or 32 hours of meetings, spread across 6 buildings on 3 campuses, so add in another 5-6 hours of transit time per week. As you can see with basic math, that didn't leave much time for engineering out of a 40 hour work week.
On any given week, I neither contributed to nor gleaned useful-to-my-job information from 90% of the meetings I attended. So why go? you ask. I asked, because I felt it wasn't a good use of my time. I was admonished that I needed to be in these meetings (for various vehicles in development, such as the Alpha - eventually the Cadillac ATS - which was considering the mild hybrid setup), even if our area of the vehicle wasn't on the agenda that week, because the vehicle team "might do something that would be detrimental to our systems" and thus "we have to have representation there to address that" — even if that week's agenda was a discussion of the front bumper system or the seats, systems that had exactly zero interface with a mild hybrid system.
Most of these meetings were held in rooms crammed past fire code, where the goal was to arrive early enough to get a power outlet for your laptop (and, at that time in most of the Warren Tech Center, access to one of the ethernet hubs as those buildings lacked wifi), which would allow you to try to do the job tasks you would be doing if you weren't "showing your face" (and just occupying space) in these meetings.
"So, when am I supposed to be engineering? I've got about 3 hours a week not in meetings or transit to/from meetings."
"You should be working however many hours to perform your tasks, even if that means answering emails at 11pm and again at 5am."
"Am I going to get paid for working 70+ hours a week every week?"
"No, you're an exempt employee. Casual overtime is expected."
"Working 45-50 hours a week during those occasional times when we've got something hot and heavy is casual overtime. 70 hour weeks every week as a matter of standard practice isn't casual overtime."
"Well, that's what we expect."
About 3 months in, I was asked by one of the component engineers for advice on a press-in coolant tube on the motor-generator unit. Since I'd been a cooling system engineer for most of my career, this was something I could do while drunk, asleep, blindfolded, and with both hands tied behind my back, so I sketched it out, dimensioned the sketch, and the designer modeled it. Job done, I thought.
The next day, my "supervisor" (dotted line) pulled me into a conference room, closed the door, and proceeded to scream at me at the top of his lungs for about 30 minutes. My crime? I'd made a design decision — in other words, I'd done my job. I was told that my experience (more, I might add, than my "supervisor" had) didn't count at all because it wasn't at GM; that I had no authority to make design decisions, that I had made a "handle" that someone could use to move the engine around when it was on the hoist and damage the tube and was thus dangerous (my response: "So? They can pick up the whole engine off that tube. Won't bother the tube a bit."), and that from there on out, I was only permitted to advance ideas to him, and if they met with his approval, then we could consider them.
Then, by way, I suppose, of trying to knock me down another peg, he asked how many vehicles had been made with press-in coolant tubes I'd designed. I found this an odd metric, particular since I knew his lifetime "production" vehicle count was lower than the annual volume for the lowest-volume program I'd ever worked on (about 12,000 units/year), but I did some math in my head and came up with "As of today, about ten and a half million vehicles, give or take a couple hundred thousand, and anywhere from 1500-2000 new ones rolling off lines every day."
It took him a minute or so to contemplate that number, which killed all his frothy momentum, and he ended the "conference" muttering something about how he would be changing it to what he wanted, but then called up the cooling system engineer to quiz him about my design. Said cooling guy emailed me "WTF?" — the cooling guy fraternity is pretty small, and we all at least knew of each other — while telling my "supervisor" that everything I'd done was standard practice and exactly right. Then cooling guy called me and I gave him the Cliff's Notes version.
When I got home that night, I reactivated my resume on Career Builder and Monster (LinkedIn wasn't at a maturity level that was useful yet). The next day, I managed to squeeze in a few minutes with my Chief Engineer (who was my real manager), who assured me that I was indeed allowed to make decisions and do my job, that my "supervisor" would be counseled about what had happened the day before (our conference room walls were maybe 2" thick. EVERYONE in the office heard him yelling and didn't hear my very quiet responses) but I could read the writing on the wall.
I knew I was going to be cut loose more than a month before they told me I was fired for installing a desktop weather application on my company computer.
That's right: the only justification they could find for firing me was my installation of Intellicast's weather app on my laptop.
200 other engineers were "fired" on the same day, but GM did not call it a layoff. A layoff, you see, would have to be reported as such to the state. The HR guy (oh, my exit interview was rich — I forced it on the HR guy, told him about how hostile the work environment was — he didn't take any notes, which told me everything I needed to know there, got assurances he would investigate it, which was a lie and I told him so: "You didn't take any notes. That tells me how honest you're being") assured me they wouldn't contest my unemployment filing.
They contested my unemployment filing. They lost. They appealed. They lost the appeal. I didn't find out about that until some time after I'd gotten another job and moved to Houston for it. Here's the kicker: you can't sneeze at GM without it costing $10,000 in overhead. Someone there — and I'm sure they contested, lost, appealed, and lost again for every single one of those 200 engineers fired the same day I was, so multiply this times 200 — thought it was a good idea to spend at least $20,000 trying to recover all of $3680 in UIC I received during the 10 weeks I was out of work.
It wasn't long after I'd moved to Houston that GM filed for Chapter 11 in 2009. They gave Rick Wagoner the boot, and shuffled the desks on the executive floor, but the CYA-with-bureaucracy-and-empire-building-above-all-else low- and mid-level managers who are the root cause of GM's troubles, then and now, are all still in their positions, doing them exactly the same way they always have. I know my "supervisor" is still there, as is my manager.
If GM is to change the way it does things, there needs to be a massive forced attitude shift in those low- and mid-levels of management. THAT is where the problems lie. THAT is where the fix needs to happen, not on Mahogany Row. If it means wholesale replacement of hundreds, if not thousands, of people with new managers who actually give a shit about doing things the right way, well, I won't shed a tear if two of them find themselves fighting GM's contesting of their UIC filing.
Postscript: When the Buick Lacrosse eAssist debuted, I made a point of looking under the hood of one. The coolant tube on the MGU was my design.
#9189
Just more reinforcement for my refusal to buy a new GM product.
I love the CTS-V, ZL1, Z/28, and Z06 because they all stand tall enough on their own. But the more dirt gets dug up on the company, somehow the worse it gets. And the worse it gets.
I love the CTS-V, ZL1, Z/28, and Z06 because they all stand tall enough on their own. But the more dirt gets dug up on the company, somehow the worse it gets. And the worse it gets.
#9190
Your Friendly Canadian
Join Date: Dec 2007
Location: Toronto, Ontario
Age: 31
Posts: 17,433
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I'm surprised this type of thing still exists (if everything is true). Thought this kind of corporate culture died out in the early 2000s.
#9191
Senior Moderator
I usually focus more on:
http://autos.jdpower.com/ratings/201...ss-Release.htm
.....because the cream rises to the top OVER TIME!
http://autos.jdpower.com/ratings/201...ss-Release.htm
.....because the cream rises to the top OVER TIME!
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Aman (06-20-2014)
#9193
Senior Moderator
Just food for thought.
![Shrug](https://acurazine.com/forums/images/smilies/shrug.gif)
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Costco (06-20-2014)
#9194
Ex-OEM King
Going to a constantly changing and evolving industry fixes the problem because everything is new in a matter of 5-10 years so it doesn't matter what you did before, you simply can't do it that way anymore.
Agreed, they're all on a power trip and trying to get credit for the work of others. Even though they make the decision, chances are they went with the design of their engineer anyway.
#9195
Drifting
Join Date: Jun 2012
Location: City of Champs, MA
Age: 33
Posts: 2,969
Received 657 Likes
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478 Posts
Has anyone in here dealt with these guys?
http://www.repairmyrim.com/
Just wondering if they are legit, I'm planning on sending some TE37's to them for some lovin'.
http://www.repairmyrim.com/
Just wondering if they are legit, I'm planning on sending some TE37's to them for some lovin'.
#9196
A fraction of profit for each car goes to funding the union pension fund, which will only grow each year. GM should have cut the union off during the whole bailout period. Made taxpayers pay to keep the lights on for another several months, pfft.
That's why I prefer Ford over Chrysler and GM. Not only are their products better overall
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
I judge cars based on the final product and price, but still. Something that lingers in the back of my head.
#9197
Senior Moderator
It's just one tick on the list.
A fraction of profit for each car goes to funding the union pension fund, which will only grow each year. GM should have cut the union off during the whole bailout period. Made taxpayers pay to keep the lights on for another several months, pfft.
That's why I prefer Ford over Chrysler and GM. Not only are their products better overall
they also didn't take bailout money. And that whole recall fiasco. I owned a GM product, and it's apparent as to where they cut corners.
I judge cars based on the final product and price, but still. Something that lingers in the back of my head.
A fraction of profit for each car goes to funding the union pension fund, which will only grow each year. GM should have cut the union off during the whole bailout period. Made taxpayers pay to keep the lights on for another several months, pfft.
That's why I prefer Ford over Chrysler and GM. Not only are their products better overall
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
I judge cars based on the final product and price, but still. Something that lingers in the back of my head.
Then...let me ask you something else...considering how the Japanese have not really apologized for their atrocities in WW2 to the Asian countries...why are you in a Toyota?
#9198
Team Owner
I have no problem with Japanese cars but the moment they start investing more in military and get approved to be on the P5 nations. That is when i will start boycotting their shit. They need to pay for what they did in WWII and they have to understand that.
#9199
Senior Moderator
Because to them (Japanese), they did not do anything wrong. It is cleared stated in this history book and that is what they have been teaching their kids nowadays.
I have no problem with Japanese cars but the moment they start investing more in military and get approved to be on the P5 nations. That is when i will start boycotting their shit. They need to pay for what they did in WWII and they have to understand that.
I have no problem with Japanese cars but the moment they start investing more in military and get approved to be on the P5 nations. That is when i will start boycotting their shit. They need to pay for what they did in WWII and they have to understand that.
So, perspective-wise, one could argue the Japanese auto-makers are worse due to what the country signified in WWII.
Food for thought.
#9200
![Bite Lip](https://acurazine.com/forums/images/smilies/bitelip.gif)
I see your point though, that's much worse than a union parasite.
Have to be careful not to tread into R&P territory, but at this moment in time... Germany and Japan are probably more kindly regarded overall by the rest of the world than the US is. So, pick your poison
![Smile](https://acurazine.com/forums/images/smilies/smile.gif)