American V8 Engines That Constantly BREAK DOWN
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- Опубликовано: 15 окт 2024
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I had a chrysler Newport 1975 with the 400, à Demon 1971 with the 340, and a camaro Z28 with the 350, à vaillant 1973 with the 318, and they were all better than any cars they sold today. Very easy to maintain, repair, and there was plenty of parts. You could fix it in an afternoon in your backyard. Good luck doing this today. They weren't as powerful and fast as today's car, obviously, the mustang with the coyote engine is a beast, so are the camaro ZL1 and the dodge demon, but you can't fix them easily if they break.
Had a 71 Ford halfton , 300 six , burnt oil bad . I pulled it into the shop after work , did rings , rods&mains , valve grind . Drove it home in time for late supper
You don't want to change the heater core in a new car....A radiator flush is $800...
The slant six was also great.
@@billhuffman4327 I worked with a old hot rodder in the late seventies. He claimed that a slant six was the only engine you could put a roots blower on a totally stock engine and expect it to last . He could have been right , every time I saw someone try to put one on a stock engine it would self destruct in just a few miles
I had a 1972 Newport with the 400, and it was a nice car.
I am a retired auto tech , but you are spot on with these engines , when Cadillac came out with the 4100 I was rebuilding them constantly and would tell the customer "there is no warranty " we used brass shims on the crankshaft just like on a Model T . This video brings back memories .
Yes, you forgot the Northstar.
Aw😂 here it is, I was wondering where I was going to see it.
Was not,when it is studded which Northstar Performance sells a head stud kit for it including a stud kit for the bottom end
Back in the mid 90's I went to college and took a machining class. One of the things we learned was how to identify various metals by their inherent physical characteristics.
It was in that timeline that the new and outrageously expensive Torque-to-yield head bolts started coming into play. We got a brand new set of them from the auto tech department and did some testing.
Turns out they have the exact same base range of stretch, torsion and hardness values as common generic low-end general-purpose grade 3 bolts. THATS WHY THEY FAIL!
I believe "torque to yield" and perhaps "torque plus additional angle" allows the factory to use smaller or cheaper head bolts with no strength reserve.
That was the biggest problem with that diesels head gasket.I worked on many of those engines' as most shops would not touch them.
@@davidpowell3347 It was exactly that on too many models. I have had several vehicles over the years that were well-known for blowing head gaskets at a specific cycle of miles.
The first time they blew one they got all high-grade bolts torqued to 120% of spec. No matter how hard I ran them, I never had a head gasket blowout on any of them after that.
Gotta love those rubba-bolts.
can't believe the 32 valve Northstar engine didn't make the list.
That guy probably never changed a spark plug in a lawnmower .
Or knows what a lawn is
Is it even a real person? Or is it an AI generated voice?
It's an AI voice. I've heard it on lots of different videos, entirely different subject matter.
Hard for a robot to do that, yes.
I used to have a Chrysler Newport -78 with the Lean Burn 440. And, the system failed. But I had a normal, used spare points distributor, so I just put it in. And I could not tell the difference. It run just the same with the points ignition. Perhaps the engine was just big enough for that. The stupid thing with that computer was that it was cooled by the air inside the air cleaner. But it had the heated air for cold weather, so when it got near freezing, the heated air fried the computer. Engine started to misfire, but I got home and replaced the distributor to the points one. And worked with my back towards the sun, no shirt in the spring. Worst sunburn of my life...
The Chrysler 4.7L did not replace the “out going” AMC 4.0L I6. It replaced the outgoing Chrysler Magnum 5.2L and 5.9L V8
There are quite a few inaccuracies in this video. To be expected with AI narration, I guess.
The 3.7 liter version did.
Left out the Ford 351M and 400,bottom ends due to bad crankshafts from the factory.the Cadillac 4100 also had camshaft problems,they were too soft.The 3 valve 5.4 also has oil has cam phaser and oil pump problems.The 6.0 powerstroke,most machine shops give the customer bad news,find cracks in the heads magnafluxing them.Known for cracked heads and the fix is buy new heads
Had a, 76 Chrysler Cordoba with the 400 cid engine, one of the best cars I've ever owned, had to drop the oil pan at 160,000 miles to remove the pieces of the cam gear, decided this would be a good time to replace the crank bearings, looked at them and they were in such good shape decided to leave them alone. Sold it about 6 months later when I bought a new car to a friend, he drove it until it had 200,000 miles on it. Only problem with it was rust behind the rear wheel wells and in the trunk
Yes, the Chrysler 400 was a VERY under rated engine just because of that Leanburn system that Chrysler "had" to put on it. It had the largest bore size of ANY Chrysler engine ever produced.
Cadillac north star
I was onboard when a Mopar 340 Six Pack threw a Rod Cap...that was something, Damn straight threw the oil pan, and part of the hood!
I beg to differ on the Ford flattie - it was a VERY reliable engine, though it was prone to overheating due to the exhaust running thru the block. If it was truly unreliable, it would certainly not have survived for 20 years.. Please remember, flathead were the state of the art when it was designed - ohv v8 designs , with rare exceptions, didn't happen for another 17 years.
I think the final version was more reliable than the first generation "y block" that followed it.
The flathead transferred a lot of heat to the water jacket which was probably a blessing in Arctic climates. More heat available for the cab.
As long as a big enough radiator was used should have been O.K. in summer.
Caddy ht4100 problem was having cast iron cylinder heads.
Head bolts were too small diameter and too fine threaded. 😮
Bolts were not cast iron!!
The flat head Ford was bullet proof , my Dad had a Schramm air compressor that was half engine which drove the other half as an air compressor , it finally through a rod bearing which was easily fixed.
@6:42 It has a timing CHAIN, not a belt.
The Cadillac 4100 was such a bad design the engine remanufactureres refused to build them. They had problems getting enough oil to the cam and the cylinders were sleeves held in the block and aligned by clamping pressure from the cylinder heads. Here was one company, Engineer Supply in Phoenix that modified these engines to make them live. They patented the parts they used and offered them for sale with a full warrenty, but it took years to develope the parts needed to make that engine livable.
I have an off road Ford 302 V-8 with a 1 barrel Holley. This engine is so smooth and efficient with the "1945" model carb. US made some of the best v 8's. Just go down the list of iconic V-8's that still around today
Just curious any reason why you went with the 1945 over the autolite 1101 or a carter yf or yfa?
@@jasonnelson6624 had a couple slant sixes, the carb was free, really works better than 2barrel Motorcraft
@@tcmits3699 makes sense since slant six was the only one I remembered using the 1945. Yeah from my experience the 2 barrel motorcraft on the 302 was trash. The only good thing about them was they were really cheap. But one and toss the old one in the thrash. I don't know why I never considered just using a better carb. Guess I just liked how they tried to look liked a 4 barrel from the top but nothing underneath lol.
Maybe a two barrel Holley..?? Never heard of a one barrel 302...
@@markmark2080 Gotta tell ya, was curious how a 1 barrel would work on a V-8. It's been on my 302 home made farm tractor for over 20yrs. Just removed 1"thick PCV spacer, made 1" thick aluminum adapter, 2 barrel gasket on bottom, 1 barrel gasket on top. That's the pattern
Gm for quite a few years on the small blocks had bad camshaft and lifters.I replaced many of them with sealed power parts.
In 1979, I was working in a trim shop across the street from the Olds dealer. On a few occasions, one of these brand new diesel cars wouldn't start after left in the shop overnight. The service techs would bring a battery cart and starting fluid. I guess they needed more cranking amps than the gas V8's.
Diesel engines require considerably higher compression ratios, so yes, they require more energy to crank them over to start.
I marvel at how Mr& Mrs average Can buy a car with the worst engine and have no trouble and the Will last for ever
The gm diesel lf9 has not been produced since 1985
Literally said nothing about why the 267 was unreliable. We all know thats bs anyway because its a small block chevy.
It was quite reliable... But, good lord it was absolutely GUTLESS.
The 8-6-4 was ahead of it's time, but the ECU was not..
What are you saying @@JohnSmith-rw8uh
All but a few American V8s are anvil reliable.
I had a new 1968 Plymouth Valient, I ordered it with a 318 cubic inch engine, This engine never ran correctly, ran rough, dealer and Plymouth refused to fix it. I heard this was not the same 318 of previois years, evidently a 273 bored out to 318 became the 1968 318 version. It was a horror story. A few years later starting in 1972 I drove a new 318 Dodge 1/2 ton pickup for 63,000 miles, and loved it. I still wonder what the problem was with that 1968 Pymouth Valient 318 engine.
When he was talking about the Oldsmobile 5.7 diesel he accidentally said gasoline there diesel!
Very good content my brother, just subscribed!~~
Tritton 5.4 timing belts? I don't think so
Ford 5.4 Triton. Biggest turd I ever owned.
Oldsmobile 403. had a tendency to overheat because of the siamese cylinders.
Did it have bottom end problems? I believe the 307 Olds if not "hotrodded" held up reasonably well but 403 might have been pushing the weakened Oldsmobile lightweight block too far. The earlier engines such as the 330 and the wide 400s and 425s had more support around the main bearing cap area. I think early 350 had the stronger block but later ones may have been lightweight and weak.
Click bait? Listened ten seconds and walked .
The Chrysler 2.7 is way worse than the 4.7
Many 4.7 are still on the road at up to 20 years old. I think they only have a high failure rate if they have been overheated.
(or ran without good oil or on "extended" oil changes)
Video badmouthed the 4.7 while showing the inline 6 Jeep.
That’s right 2.7 way worse and the 4.7 dropped valve seats mine dropped finally at 220,000 miles but I fixed already back running good
Only the 6.0 powerstroke was particularly bad. The 7.3L powerstroke was an excellent engine
Where did you get info from WOW. Cast iron head bolts that's new one or calling timing chain a timing belt LOL.
I think high grade fasteners are forged and the threads are "rolled" as a sort of forging like operation while cheap threads are cut.
@@davidpowell3347 You missed the part cast iron bolts no one has cast iron bolts. Bolts have different grading like grade 3, 5, 8 and either of them are cut or rolled. Mass producing bolts most are rolled. Making small batch most are cut
5.4 3 v engine is a great engine if properly maintained
267 is a good engine, you yourself said it’s reliable. So why is it on a list of engines that constantly break down? The rest, I have no issue with.
cannot interchange with 305 or 350, those you can swap parts. The 267 is a stand-alone engine.
@@madmike2624 doesn’t mean the engine itself is unreliable. It’s just as reliable as any other small block Chevy. It’s just gutless
@madmike2624 I Put 305 Heads On A 4.4l And It Ran So Much Better!!! Head Bolt Pattern Is The Same!!! I Just Used 4.4l Head Gaskets!!!
Woke The Engine Right Up!!!
Was also the victim of the GM fiasco of the cam/lifters case hardening failure. The lifter foot was soft and would quickly become dished. This stopped lifter rotation in its bore and presented the edge of the lifter body to the cam lobe and acted like a scraper, carving the lobes down and distributing swarf through the engine. GM's comment when trying to get warranty on a 14 month old Cutlass? Tough.
LOL, How many those LS9 did we fixed w CRACKED head?
Cant count that high!
Holden 253 (4,2) engine loved by some disted by others
If synthetic motor oil or detergent oil …. The engines would of lasted lots longer …. Dry starts killed the bearings. Tho. They ALL NEEDED TIMING CHAINS AND GEARS AND A TRANSMISSION SERVICE AT ABOUT 100k …. The diesel engines were fkn crap 💩. 4-6-8 drive. A jumper wire took care of that
7.3 Powerstroke doesnt have any of the issues the 6.0 has Ford should have kept it along with the Windsors
can we have more ads please.....?
Ai voice-over is an instant NO.
Did you just say timing belts instead of timing CHAINS, on the "cheap Ford".
Really?!?
This narrator is AI generated.
I had a 2004 Ford F-250 6.0 diesel for 9 years and 80,000 miles and never had a problem. I used Stanadyne fuel additive with every fill up and Hot Shot Secret every 15000 miles. It was never “hopped up” and performed flawless even towing a 10k trailer many times.
So, you used it pretty light compared to how most diesel pickups get used.
Not surprised why it didn't give you any trouble.
The EPA and California are responsible for all these failures. Government mandated CARB emissions standards, and a little oil embargo on the side.
Kinda weird how Japanese and European engineers looked at the upcoming California and federal emission standards that all manufacturers would have to comply with and responded by designing reliable engines that met those standards....
Unfortionatly these were the best engines America made. I wont buy an american car with a 4 cyl.
The bad Japanese engines I got stock with.
The 3V Triton does NOT belong on that list! The only people who ever had problems with it before 150k miles were work trucks that idled all day, and so didn't get their oil changed often enough (because they did it by miles instead of engine hours).
Properly maintained, they were 300k+ mile engines; I have 2...
That unbearable AI voice... I'm gone.
AMC 4.0L inline 6
The mustang never had a tritan motor there was 5.0 and 4.6 witch were very reliable Many Mustangs with v8 engines got 500k to 700k Miles out of them. You better do better research
Best sounding and Best maid V8 would be the Ford FE
I agree. ( "made" is what you meant to type, amigo ).....
Although.......don't forget the Pontiac 428 for a fiercesome sound!
@@67marlins Auto correct hats all of us.
@tcmtech7515 Did I do a grammar / spelling mistake too....?
@@67marlins I have kno Idea. I is pubik skool edukateted.
This is depressing 🤦♂️
Just more AI buttnuggetry.
Chevy 305
Cadillac 4-6-8 😮 junk
Disconnect the variable displacement module and it ran fine.
@@Andrew-bb3lc they should have told people that 40 years ago 🤣
You people don't know a thing about cars. this is a total lie.