Posted by dhermesc on April 22, 2009 at 07:27:44 from (24.248.193.103):
In Reply to: Re: Fair deal? posted by Brokenwrench on April 22, 2009 at 05:51:04:
The 3.8 has the same issues with the intake manifold gaskets. We had 5 from 1998 to 2002 - 4 needed the intake manifold gaskets replaced near the 100k mark.
I don't think it makes a differance but the two Pontiac Bonnevilles with 3.8s were run up to 150/160K without an issue - the guy that drove that car ran the **** out of it - just needed the intake manifold gaskets replaced. The three Buick Le Sabres (1998, 2000, 2002) all suffered internal lube failure. The 1998 had a failed oil pump - replaced the pump and sold the car at 110K. The 2000 suffered a failed oil pump at 100K, replaced the pump and rebuilt the upper end of the engine - immediately sold the car. The 2002 spun a bearing and locked up the engine at 120K (failed oil pump?) replaced with a salvage engine and sold. The Buicks were driven by the company owner and his wife with oil changes at Midas every 3K. I hear they are great engines but they didn't impress me much.
The new 3.9 in the Impalas seems to a be a good engine. We have 2 with 80k and 1 with 50k, none have been to the shop for anything but oil changes. They are unassigned and with mixed driving they average about 25-26 MPG with everyone running the **** out of them.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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