Detroit's darkest hour

#21

"aarcuda69062" <nonelson (AT) sbcglobal (DOT) net> wrote

Quote:

In article <4641fbe9$0$18864$4c368faf (AT) roadrunner (DOT) com>,
"TBone" <tboneNOSPAM (AT) nc (DOT) rr.com> wrote:

Really??? How???

Ask the Chevy guys who've had the wax motor fail in cold temps.
Or the Dodge/Chevy guys who've had the vacuum switch on the
T-case fail.
Or the Chevy guys who've had a battery leak and the acid ate up
the disconnect pot.

And this gets then stuck....how??? It might stop the front axle from
engaging but that is not going to get them stuck, unless of course the
rear
axle isn't working either.

You're right, no one buys a 4X4 because it might afford them
better traction. A functioning front drive axle has nothing to
do with stuck or unstuck.

Are you serious? 4x4 front drive axel/hub assembly failures are nearly
NONEXISTENT. Do you have any data indicating they fail any more often than
rear axle assemblies??? What the heck are you talking about???

Quote:

They also leave the differential gears spinning inside the
differential case causing wear. Real lock out hubs might be a
good compromise, but they also can fail leaving you
stranded/stuck/wishing.

Again, how???

I made two statements there, which one would you like clarified?

Both.

Since the axle disconnects in discussion here only disengage the
outer right axle stub from the inner right axle shaft, the left
axle stays engaged with the differential pinion gears, that means
that when the vehicle is moving and 4X4 is not engaged, the
differential pinion gears are still spinning inside the
differential case.

Lock out hubs, I wish I could give you a count of the number of
lock out hubs I've replaced during my years in GM and Ford
dealerships, but I just never kept a record. I can tell you that
in the nine years that I owned my F-150, I replaced the lock out
hubs three times because they would corrode from the winter road
salt so badly that they'd either leak or you couldn't
engage/disengage them anymore. Wasn't unusual to spend an hour
drilling out the allen bolts that held them together to perform a
brake job/bearing pack only to find that they'd still not come
apart due to rot and had to be removed destructively.
Then there's the auto hubs that were used on the Bronco II
/Ranger/Explorer chassis that would fail and when they did, the
customer would be in fear of driving the vehicle in for service
and have it towed.
The auto locking hubs used on the GM K-5 and K-10 chassis were
just plain useless.

You vast experience with ONE F-150?

Since when did trucklet parts (Bronco II/Ranger/Explorer GM K-5 and K-10)
enter in to this discussion.

How many 3/4 & 1-ton (real trucks) lock out hubs have you seen fail? You
know damn well not too many.

Quote:

Anyone who actually depends on their 4 wheel drive working when
it's needed instead of buying it as a penis extension can
certainly appreciate the simplicity and reliability of not having
an added failure point as part of their front drive axle.

You have a Penis fixation too? The more you rave about a nonexistent
problem the sillier you look.

Quote:

If shifting a Tcase manually or maybe
even having to engage hubs (like I did for many years) is too
much
for
you then get a 2wd.

I've never owned anything but manually shifted transfer cases.

But that doesn't mean that they don't exist.

Never said otherwise.

But that is what you have implied.

The only 'implications' in this thread are Snojerk's assertions
that he has some sort of inside information as to why Dodge chose
to do something the way they did or the reasons a consumer might
choose one version over another.

Well your position is questionable at best when you lump it together with
your asinine assertion that lock out hub don't function exactly as designed,
with nearly zero failures for well over 100,000 miles in 99% of all new 4x4
trucks.

Quote:

My buddies Ford has a switch
on the dash and IIRC, Tom L also has a switch for the 4WD on his
DODGE.

I'm happy for both of them.

Given todays fuel market there is no logic excuse
to not disconnect front differentail and drive shaft in 2wd.
None!

Your -opinion-.

I would say the opinion of many.

Could be, but they all haven't chimed in here...

Why would they?

Ask them. I wouldn't pretend to answer for the millions of other
4X4 owners out there.

If you want the real reason, ask the engineer, not some washed up
has been lawn mower guy.

Ah, I see. It is not whether he is correct or not that matters, just
your
dislike of the guy.

I don't dislike the guy (or Snoman for that matter), never met
either of them. But Snoman does give a disproportionate share of
flat out wrong information,

True

and in this case, there is no chance

Quote:

that he's anywhere near the position of knowing the real reasons
of why a particular design choice was made.

Actually bean counters have been directing engineering choices in Detroit
for way too long, he is not far off...

Quote:

The point is that it is not the engineers designing
this crap, it is the accountants determining how to make a few extra
pennies
of extra profit by cutting back on the engineers designs that makes these
decisions.

Cite?

Again, opinion. And as for "unknowingly," you think it's some
deep dark secret?

It doesn't have to be a deap dark secret for people not to be aware
of
it.

If a purchaser is unaware of a particular aspect of the truck
they're buying, it's their fault for not doing their homework.

Oh, back to the right wing buyer beware huh?

Back to?
Should I reply with; back to the left wing buyers' poor choices
are the fault of everyone else except themselves?

The problem with that way of
thinking is that it allows for a "fuckem if you can" mentality which then
results in your hated "big government".

Sorry, I fail to see the connection between "big government" and
why Dodge Ram trucks don't have front axle disconnects or lock
out hubs and frankly, if were a matter of "big government" to
begin with, then they would have them in the interest of
emissions and energy conservation.
(and just between you and me; that is starting to look a bit like
a lunatic rant)

Funny, my friend just returned from a trip to Colorado in his 04
ram 2500 diesel, pulling a trailer with 4 passengers, he averaged
20 mpg not to mention 30 cents a gallon cheaper for diesel fuel
vs. gasoline.
Same trip when he had a 2000 Ram 2500 gas 5.9, he'd get at best
11 mpg and be wheezing up the mountains... don't forget, the
2000 had front axle disconnect.

Is this the best that you can do? You are comparing apples to
oranges
here.

As does Snoman, frequently, which also happens to be who I was
responding to.

So I guess that you are the same as you accuse him of being then.

Not necessarily. Apples to Oranges isn't the same as talking out
of ones ass.

At least if the two trucks had the same engine you could actually be
making
a point but here....

Friend got the same mpg on his trip as I did with my 97 4X4 CTD
pulling my car to Carlisle. Plenty of fault to find with that
comparison also.

Not enough information here.

What more information would you like?

Not a thing. What do you suppose I meant by "anti-Dodge/diesel?"

While he may be anti-diesel, I just don't see the anti-dodge part of it.

Maybe you're not as familiar with his posts as I am.

As for your "thousands extra in fuel costs," check what the
going rate is to repair late model Ford lock outs and get back to
me, okay?

What makes you think that they are going to fail?

Because it's a known pattern failure.

Really??? What is the frequency of failure.

Impossible to know the total, but that doesn't discount the fact
that it's well known about in the repair industry.

How much is a replacement
rear axle bearing for a late model Dodge 2500?

There are no "axle bearings" in a late model Dodge 2500 rear axle
assembly.

Ok, the rear hub assembly but I think that you knew that.

There is no "rear hub assembly" either.

The point is that
parts fail sometimes and sometimes they are expensive and Ford does not
have
an exclusive on that one.

But if that part is eliminated, then the real possibility exists
that the deletion of that part wasn't strictly based on shaving
pennies off the cost of an axle assembly.

How much will it cost to
repair / replace a transfer case

It costs what it costs.

Then the same goes for the Fords front locking hubs and I'm unaware of a
high failure rate here.

Just because you're unaware doesn't mean it doesn't exist.

No but you are the one making the silly assertion. Provide you proof. You
have been called show your hand!

If this high failure rate is anything other than a figment of your
imagination, you should be able to easily provide all sorts of links to
information about these extensive failures. Otherwise, you are simply
spewing bullshit.

#22

Quote:

information about these extensive failures. Otherwise, you are simply
spewing bullshit.

I can't believe you 2 guys are still posting in this silly thread. Good
grief! Thanks for crossposting and have a nice day! Just call each other on
the phone and get it all straightened out.

#23

In article <n5N0i.8903$wy2.5256@trnddc03>,
"My Name Is Nobody" <nobody (AT) msn (DOT) com> wrote:

Quote:

You're right, no one buys a 4X4 because it might afford them
better traction. A functioning front drive axle has nothing to
do with stuck or unstuck.

Are you serious?

Yes.

Quote:

4x4 front drive axel/hub assembly failures are nearly
NONEXISTENT.

Based on your experience as an owner.
An owner who doesn't know the difference between an axle bearing
and a wheel bearing.
What state do you live in?

Quote:

Do you have any data indicating they fail any more often than
rear axle assemblies???

Why are you asking an auto mechanic for statistical data?
Could you possibly be any more absurd?
I am giving you the benefit of my observations, fuck me that I
didn't know to keep detailed records starting back in 1979 when I
first worked in a dealership.
I'd really like to give you the statistics for 1983, it was a
harsh winter, but I was a little busy fixing vehicles, I didn't
have time to stand there with a clip board with my tie tucked
into my shirt.
Tell ya what, -YOU- invent the time machine and we'll both go
back together and you can watch over my shoulder. Sounds fair to
me.

Quote:

What the heck are you talking about???

Apparently, something that is bursting your bubble big time.

Quote:

They also leave the differential gears spinning inside the
differential case causing wear. Real lock out hubs might be a
good compromise, but they also can fail leaving you
stranded/stuck/wishing.

Again, how???

I made two statements there, which one would you like clarified?

Both.

Since the axle disconnects in discussion here only disengage the
outer right axle stub from the inner right axle shaft, the left
axle stays engaged with the differential pinion gears, that means
that when the vehicle is moving and 4X4 is not engaged, the
differential pinion gears are still spinning inside the
differential case.

You've added no comments so I'll just assume that there is no
disagreement and you actually learned something.

Quote:

Lock out hubs, I wish I could give you a count of the number of
lock out hubs I've replaced during my years in GM and Ford
dealerships, but I just never kept a record. I can tell you that
in the nine years that I owned my F-150, I replaced the lock out
hubs three times because they would corrode from the winter road
salt so badly that they'd either leak or you couldn't
engage/disengage them anymore. Wasn't unusual to spend an hour
drilling out the allen bolts that held them together to perform a
brake job/bearing pack only to find that they'd still not come
apart due to rot and had to be removed destructively.
Then there's the auto hubs that were used on the Bronco II
/Ranger/Explorer chassis that would fail and when they did, the
customer would be in fear of driving the vehicle in for service
and have it towed.
The auto locking hubs used on the GM K-5 and K-10 chassis were
just plain useless.

You vast experience with ONE F-150?

Read again, pay more attention to where I say "the number of lock
out hubs I've replaced during my years in GM and Ford
dealerships,"

Quote:

Since when did trucklet parts (Bronco II/Ranger/Explorer GM K-5 and K-10)
enter in to this discussion.

Since the size of the vehicle has nothing to do with the fact
that added components and complexity adds to the likelihood of
more frequent failure.

Quote:

How many 3/4 & 1-ton (real trucks) lock out hubs have you seen fail? You
know damn well not too many.

Why would you even bother to ask given that earlier in your
reply, you expressed dissatisfaction with my methods of recall.
You'll just have to use your imagination since I can't produce
the laboratory grade test results tabulated on a fleet of Cray
super computers amatorized according to congressional voting
districts and cross checked against blood type.

Quote:

Anyone who actually depends on their 4 wheel drive working when
it's needed instead of buying it as a penis extension can
certainly appreciate the simplicity and reliability of not having
an added failure point as part of their front drive axle.

You have a Penis fixation too?

No, but you probably do since it seems to have upset you so.

Quote:

The more you rave about a nonexistent
problem the sillier you look.

So, go buy a Super Duty with vacuum locking hubs and get back to
me in a few years and tell me all about "silly" when your truck
won't pass an emissions test because the seals in the vacuum hubs
are leaking and setting lean trouble codes. (but I'm thinking
this might be a bit over your head)

Quote:

The only 'implications' in this thread are Snojerk's assertions
that he has some sort of inside information as to why Dodge chose
to do something the way they did or the reasons a consumer might
choose one version over another.

Well your position is questionable at best when you lump it together with
your asinine assertion that lock out hub don't function exactly as designed,
with nearly zero failures for well over 100,000 miles in 99% of all new 4x4
trucks.

Luckily, I'm not a whole lot concerned since it's quite apparent
that your experiences are (to say the least) limited.

Quote:

I don't dislike the guy (or Snoman for that matter), never met
either of them. But Snoman does give a disproportionate share of
flat out wrong information,

True

Indeed.

Quote:

and in this case, there is no chance
that he's anywhere near the position of knowing the real reasons
of why a particular design choice was made.

Actually bean counters have been directing engineering choices in Detroit
for way too long, he is not far off...

While that statement in and of itself is true, that doesn't
necessarily make it the case in this instance.
Snocone has a habit of picking out what -he- considers a flaw
based upon fourth hand information and then preaching it like
it's gospel. He's a self proclaimed master mechanic who's
publicly admitted to farming out his leaking intake manifold
gaskets (2 times on the same truck), beating Dana rear axles
together with a hammer and numerous other atrocities too horrible
to repeat here. (IOWs, he's a shit kicker)
Even if what he is saying were true, based upon what we both
agree on, he deserves a double measure of the same 'no
credibility' ploy as you've attempted to use on me.

Quote:

Just because you're unaware doesn't mean it doesn't exist.

No but you are the one making the silly assertion. Provide you proof. You
have been called show your hand!

Get a job as a mechanic, join i-ATN, then do a search.

Quote:

If this high failure rate is anything other than a figment of your
imagination, you should be able to easily provide all sorts of links to
information about these extensive failures. Otherwise, you are simply
spewing bullshit.

You not being in the right position to be aware does not equal me
spewing bullshit.

Or; state your occupation, number of years of experience,
percentage of work hours doing driveline repairs/overhauls, brand
sponsored and/or aftermarket certifications and which training
centers you've attended and/or taught at.

#24

aardvarkbarracuda69062:

Quote:

In article <n5N0i.8903$wy2.5256@trnddc03>, "My Name Is Nobody"
nobody (AT) msn (DOT) com> wrote:
You're right, no one buys a 4X4 because it might afford them
better traction. A functioning front drive axle has nothing to
do with stuck or unstuck.
Are you serious?
Yes.
4x4 front drive axel/hub assembly failures are nearly NONEXISTENT.
Based on your experience as an owner. An owner who doesn't know the
difference between an axle bearing and a wheel bearing. What state do
you live in?
Do you have any data indicating they fail any more often than rear
axle assemblies???
Why are you asking an auto mechanic for statistical data? Could you
possibly be any more absurd? I am giving you the benefit of my
observations, fuck me that I didn't know to keep detailed records
starting back in 1979 when I first worked in a dealership. I'd really
like to give you the statistics for 1983, it was a harsh winter, but
I was a little busy fixing vehicles, I didn't have time to stand
there with a clip board with my tie tucked into my shirt. Tell ya
what, -YOU- invent the time machine and we'll both go back together
and you can watch over my shoulder. Sounds fair to me.
What the heck are you talking about???
Apparently, something that is bursting your bubble big time.
They also leave the differential gears spinning inside
the differential case causing wear. Real lock out hubs
might be a good compromise, but they also can fail
leaving you stranded/stuck/wishing.
Again, how???
I made two statements there, which one would you like
clarified?
Both.
Since the axle disconnects in discussion here only disengage the
outer right axle stub from the inner right axle shaft, the left
axle stays engaged with the differential pinion gears, that means
that when the vehicle is moving and 4X4 is not engaged, the
differential pinion gears are still spinning inside the
differential case.
You've added no comments so I'll just assume that there is no
disagreement and you actually learned something.
Lock out hubs, I wish I could give you a count of the number of
lock out hubs I've replaced during my years in GM and Ford
dealerships, but I just never kept a record. I can tell you that
in the nine years that I owned my F-150, I replaced the lock out
hubs three times because they would corrode from the winter road
salt so badly that they'd either leak or you couldn't
engage/disengage them anymore. Wasn't unusual to spend an hour
drilling out the allen bolts that held them together to perform a
brake job/bearing pack only to find that they'd still not come
apart due to rot and had to be removed destructively. Then
there's the auto hubs that were used on the Bronco II
/Ranger/Explorer chassis that would fail and when they did, the
customer would be in fear of driving the vehicle in for service
and have it towed. The auto locking hubs used on the GM K-5 and
K-10 chassis were just plain useless.
You vast experience with ONE F-150?
Read again, pay more attention to where I say "the number of lock out
hubs I've replaced during my years in GM and Ford dealerships,"
Since when did trucklet parts (Bronco II/Ranger/Explorer GM K-5 and
K-10) enter in to this discussion.
Since the size of the vehicle has nothing to do with the fact that
added components and complexity adds to the likelihood of more
frequent failure.
How many 3/4 & 1-ton (real trucks) lock out hubs have you seen
fail? You know damn well not too many.
Why would you even bother to ask given that earlier in your reply,
you expressed dissatisfaction with my methods of recall. You'll just
have to use your imagination since I can't produce the laboratory
grade test results tabulated on a fleet of Cray super computers
amatorized according to congressional voting districts and cross
checked against blood type.
Anyone who actually depends on their 4 wheel drive working when
it's needed instead of buying it as a penis extension can
certainly appreciate the simplicity and reliability of not having
an added failure point as part of their front drive axle.
You have a Penis fixation too?
No, but you probably do since it seems to have upset you so.
The more you rave about a nonexistent problem the sillier you look.
So, go buy a Super Duty with vacuum locking hubs and get back to me
in a few years and tell me all about "silly" when your truck won't
pass an emissions test because the seals in the vacuum hubs are
leaking and setting lean trouble codes. (but I'm thinking this might
be a bit over your head)
The only 'implications' in this thread are Snojerk's assertions
that he has some sort of inside information as to why Dodge chose
to do something the way they did or the reasons a consumer might
choose one version over another.
Well your position is questionable at best when you lump it
together with your asinine assertion that lock out hub don't
function exactly as designed, with nearly zero failures for well
over 100,000 miles in 99% of all new 4x4 trucks.
Luckily, I'm not a whole lot concerned since it's quite apparent that
your experiences are (to say the least) limited.
I don't dislike the guy (or Snoman for that matter), never met
either of them. But Snoman does give a disproportionate share of
flat out wrong information,
True
Indeed.
and in this case, there is no chance
that he's anywhere near the position of knowing the real reasons
of why a particular design choice was made.
Actually bean counters have been directing engineering choices in
Detroit for way too long, he is not far off...
While that statement in and of itself is true, that doesn't
necessarily make it the case in this instance. Snocone has a habit of
picking out what -he- considers a flaw based upon fourth hand
information and then preaching it like it's gospel. He's a self
proclaimed master mechanic who's publicly admitted to farming out his
leaking intake manifold gaskets (2 times on the same truck), beating
Dana rear axles together with a hammer and numerous other atrocities
too horrible to repeat here. (IOWs, he's a shit kicker) Even if what
he is saying were true, based upon what we both agree on, he deserves
a double measure of the same 'no credibility' ploy as you've
attempted to use on me.
Just because you're unaware doesn't mean it doesn't exist.
No but you are the one making the silly assertion. Provide you
proof. You have been called show your hand!
Get a job as a mechanic, join i-ATN, then do a search.
If this high failure rate is anything other than a figment of your
imagination, you should be able to easily provide all sorts of
links to information about these extensive failures. Otherwise,
you are simply spewing bullshit.
You not being in the right position to be aware does not equal me
spewing bullshit. Or; state your occupation, number of years of
experience, percentage of work hours doing driveline
repairs/overhauls, brand sponsored and/or aftermarket certifications
and which training centers you've attended and/or taught at.

Beat it, troll.

--
Make friends with a few animals. Then you will become a cheerful man
once more and nothing will be able to trouble you. -- Albert Einstein

#25

"Beryl" <terrapin (AT) coolbits (DOT) net> wrote

Quote:

Beat it, troll.

This is where you should take your own advice.

#26

On Fri, 11 May 2007 00:35:22 -0700, Beryl <terrapin (AT) coolbits (DOT) net>
wrote:

Quote:

aardvarkbarracuda69062:
In article <n5N0i.8903$wy2.5256@trnddc03>, "My Name Is Nobody"
nobody (AT) msn (DOT) com> wrote:
You're right, no one buys a 4X4 because it might afford them
better traction. A functioning front drive axle has nothing to
do with stuck or unstuck.
Are you serious?
Yes.
4x4 front drive axel/hub assembly failures are nearly NONEXISTENT.
Based on your experience as an owner. An owner who doesn't know the
difference between an axle bearing and a wheel bearing. What state do
you live in?
Do you have any data indicating they fail any more often than rear
axle assemblies???
Why are you asking an auto mechanic for statistical data? Could you
possibly be any more absurd? I am giving you the benefit of my
observations, fuck me that I didn't know to keep detailed records
starting back in 1979 when I first worked in a dealership. I'd really
like to give you the statistics for 1983, it was a harsh winter, but
I was a little busy fixing vehicles, I didn't have time to stand
there with a clip board with my tie tucked into my shirt. Tell ya
what, -YOU- invent the time machine and we'll both go back together
and you can watch over my shoulder. Sounds fair to me.
What the heck are you talking about???
Apparently, something that is bursting your bubble big time.
They also leave the differential gears spinning inside
the differential case causing wear. Real lock out hubs
might be a good compromise, but they also can fail
leaving you stranded/stuck/wishing.
Again, how???
I made two statements there, which one would you like
clarified?
Both.
Since the axle disconnects in discussion here only disengage the
outer right axle stub from the inner right axle shaft, the left
axle stays engaged with the differential pinion gears, that means
that when the vehicle is moving and 4X4 is not engaged, the
differential pinion gears are still spinning inside the
differential case.
You've added no comments so I'll just assume that there is no
disagreement and you actually learned something.
Lock out hubs, I wish I could give you a count of the number of
lock out hubs I've replaced during my years in GM and Ford
dealerships, but I just never kept a record. I can tell you that
in the nine years that I owned my F-150, I replaced the lock out
hubs three times because they would corrode from the winter road
salt so badly that they'd either leak or you couldn't
engage/disengage them anymore. Wasn't unusual to spend an hour
drilling out the allen bolts that held them together to perform a
brake job/bearing pack only to find that they'd still not come
apart due to rot and had to be removed destructively. Then
there's the auto hubs that were used on the Bronco II
/Ranger/Explorer chassis that would fail and when they did, the
customer would be in fear of driving the vehicle in for service
and have it towed. The auto locking hubs used on the GM K-5 and
K-10 chassis were just plain useless.
You vast experience with ONE F-150?
Read again, pay more attention to where I say "the number of lock out
hubs I've replaced during my years in GM and Ford dealerships,"
Since when did trucklet parts (Bronco II/Ranger/Explorer GM K-5 and
K-10) enter in to this discussion.
Since the size of the vehicle has nothing to do with the fact that
added components and complexity adds to the likelihood of more
frequent failure.
How many 3/4 & 1-ton (real trucks) lock out hubs have you seen
fail? You know damn well not too many.
Why would you even bother to ask given that earlier in your reply,
you expressed dissatisfaction with my methods of recall. You'll just
have to use your imagination since I can't produce the laboratory
grade test results tabulated on a fleet of Cray super computers
amatorized according to congressional voting districts and cross
checked against blood type.
Anyone who actually depends on their 4 wheel drive working when
it's needed instead of buying it as a penis extension can
certainly appreciate the simplicity and reliability of not having
an added failure point as part of their front drive axle.
You have a Penis fixation too?
No, but you probably do since it seems to have upset you so.
The more you rave about a nonexistent problem the sillier you look.
So, go buy a Super Duty with vacuum locking hubs and get back to me
in a few years and tell me all about "silly" when your truck won't
pass an emissions test because the seals in the vacuum hubs are
leaking and setting lean trouble codes. (but I'm thinking this might
be a bit over your head)
The only 'implications' in this thread are Snojerk's assertions
that he has some sort of inside information as to why Dodge chose
to do something the way they did or the reasons a consumer might
choose one version over another.
Well your position is questionable at best when you lump it
together with your asinine assertion that lock out hub don't
function exactly as designed, with nearly zero failures for well
over 100,000 miles in 99% of all new 4x4 trucks.
Luckily, I'm not a whole lot concerned since it's quite apparent that
your experiences are (to say the least) limited.
I don't dislike the guy (or Snoman for that matter), never met
either of them. But Snoman does give a disproportionate share of
flat out wrong information,
True
Indeed.
and in this case, there is no chance
that he's anywhere near the position of knowing the real reasons
of why a particular design choice was made.
Actually bean counters have been directing engineering choices in
Detroit for way too long, he is not far off...
While that statement in and of itself is true, that doesn't
necessarily make it the case in this instance. Snocone has a habit of
picking out what -he- considers a flaw based upon fourth hand
information and then preaching it like it's gospel. He's a self
proclaimed master mechanic who's publicly admitted to farming out his
leaking intake manifold gaskets (2 times on the same truck), beating
Dana rear axles together with a hammer and numerous other atrocities
too horrible to repeat here. (IOWs, he's a shit kicker) Even if what
he is saying were true, based upon what we both agree on, he deserves
a double measure of the same 'no credibility' ploy as you've
attempted to use on me.
Just because you're unaware doesn't mean it doesn't exist.
No but you are the one making the silly assertion. Provide you
proof. You have been called show your hand!
Get a job as a mechanic, join i-ATN, then do a search.
If this high failure rate is anything other than a figment of your
imagination, you should be able to easily provide all sorts of
links to information about these extensive failures. Otherwise,
you are simply spewing bullshit.
You not being in the right position to be aware does not equal me
spewing bullshit. Or; state your occupation, number of years of
experience, percentage of work hours doing driveline
repairs/overhauls, brand sponsored and/or aftermarket certifications
and which training centers you've attended and/or taught at.

Beat it, troll.

lmfao. holy jumpin and down martha. barrow, you gotta be kidding. you
are the biggest troll around........well steve b may be a very close
ssecond, but you are still number one. you should be happy though, at
least you made it to number one at something.

#27

Roy wrote:

Quote:

"Beryl" <terrapin (AT) coolbits (DOT) net> wrote in message
news:13486vm7442afcb (AT) corp (DOT) supernews.com...

Beat it, troll.

This is where you should take your own advice.

Nah. aardvarkbarracuda is another feces-hurling punk from the Ford
balljoint thread that you once thought was important that I read, but
then refused to say why. What was your problem there?

--
Make friends with a few animals. Then you will become a cheerful man
once more and nothing will be able to trouble you. -- Albert Einstein

#28

"Beryl" <terrapin (AT) coolbits (DOT) net> wrote

Quote:

Roy wrote:
"Beryl" <terrapin (AT) coolbits (DOT) net> wrote in message
news:13486vm7442afcb (AT) corp (DOT) supernews.com...

Beat it, troll.

This is where you should take your own advice.

Like I said take you own advice.

#29

Roy wrote:

Quote:

"Beryl" <terrapin (AT) coolbits (DOT) net> wrote in message
news:1349hck7nqtjg03 (AT) corp (DOT) supernews.com...

Roy wrote:

"Beryl" <terrapin (AT) coolbits (DOT) net> wrote in message
news:13486vm7442afcb (AT) corp (DOT) supernews.com...

Beat it, troll.

This is where you should take your own advice.

Like I said take you own advice.

Like you snipped:

Quote:

Nah. aardvarkbarracuda is another feces-hurling punk from the Ford
balljoint thread that you once thought was important that I read, but
then refused to say why. What was your problem there?

Hmm? Skippy?
Hello?

--
Make friends with a few animals. Then you will become a cheerful man
once more and nothing will be able to trouble you. -- Albert Einstein

#30

In article <1349hck7nqtjg03 (AT) corp (DOT) supernews.com>,
Beryl <terrapin (AT) coolbits (DOT) net> wrote:

Quote:

Roy wrote:
"Beryl" <terrapin (AT) coolbits (DOT) net> wrote in message
news:13486vm7442afcb (AT) corp (DOT) supernews.com...

Beat it, troll.

This is where you should take your own advice.

Nah. aardvarkbarracuda is another feces-hurling punk from the Ford
balljoint thread that you once thought was important that I read, but
then refused to say why. What was your problem there?

You're just another one of Snofraud's sock puppets.

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Detroit's darkest hour

Chevy/GMC trucks Chevy/GMC trucks (alt.trucks.chevy)

Re: Detroit's darkest hour - 05-10-2007 , 05:33 PM

Re: Detroit's darkest hour - 05-10-2007 , 06:13 PM

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Re: Detroit's darkest hour - 05-11-2007 , 02:35 AM

Re: Detroit's darkest hour - 05-11-2007 , 05:56 AM

Re: Detroit's darkest hour - 05-11-2007 , 09:58 AM

Re: Detroit's darkest hour - 05-11-2007 , 02:39 PM

Re: Detroit's darkest hour - 05-11-2007 , 03:54 PM

Re: Detroit's darkest hour - 05-11-2007 , 05:54 PM

Re: Detroit's darkest hour - 05-11-2007 , 06:03 PM