I worked at Detroit Diesel Allison (then a division of GM) when Olds introduced the diesel. I owned 5 of them. (Cutlasses & Toronados and a Grand Prix). The engineers at DDA all said to get rid of them before 50k miles, which I did. They were great while I owned them and with my employee discount (which was pretty good back then) I actually sold some of them for more than I paid for them. The Cutlasses and Grand Prix were pretty noisy. But they ended up being an engineering/marketing disaster. I heard an unverified story that one exec even figured that a short life for a diesel car meant the owner would have to buy a new one sooner rather than later.
I left GM because I got a few promotions and as I got closer to the decision makers, I just couldn't see myself working for such arrogant and incompetent managers the rest of my career. Most of them were just concerned with making themselves look good to get their next promotion. Why did GM fail? Look back to the era of Gerstenberg, Murphy, Smith, Stempel, etc. As B&D says, the culture created by the bean-counters over the years made failure inevitable.
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Today's Featured Article - Fasteners: The Nuts and Bolts of Nuts and Bolts - by Curtis Von Fange. The nuts and bolts of nuts and bolts is an interesting and essential piece of knowledge that applies to our older tractors. An improperly torqued capscrew on an engine head or a shear bolt that is too hard on the driving shaft of a bushog can create havoc and make an expensive and uncalled for repair. Let�s examine the purpose and design of these fasteners in order to ensure their proper use. Fasteners are probably one of the aspects of mechanics that is given the least amount of thought.
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