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Home » Public Forums » GMCnet » [GMCnet] Reviving the Cad 500  () 1 Vote
Re: [GMCnet] Reviving the Cad 500 [message #165342 is a reply to message #165291] Wed, 04 April 2012 15:38 Go to previous messageGo to previous message
Matt Colie is currently offline  Matt Colie   United States
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Registered: March 2007
Location: S.E. Michigan
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Bob de Kruyff wrote on Wed, 04 April 2012 11:03

JohnL455 wrote on Wed, 04 April 2012 08:24

Well I can say I've had most all the GM flavored engines over the years. Still have a 76 Grand LeMans with a real Pontiac 350, albiet a 2BBL. Never had a problem and in that low HP version and being a 350 out of the same block, I don't think it's possible to have it hurt itself. I'll hang on to it. I guess you would need the NTSB then to find out what went wrong wten they exploded, and that was not the real focus of the testing. I was just curious of what led to the failures and what the weak points of the Buick and Cad were. I know on the Northstars it's the head bolt creep that causes Dexcool thirst.


Although I wouldn't dismiss the results entirely, these were transmission test and we would routinely disassemble the trannies to check wear, etc. We didn't do any of that for the engines and ran them till they gave up. On the otherhand, there are engine dynamometer tests that will run at WOT for 500 hours in a similar abusive state. Usually, there was a rod flying out of the side of the block but it's hard to say what the root causes were, other than some brands were distinctly worse than others.

The thing missed here is that the engines used in everybody's transmission test program are straight of the assembly line and considered a disposable item. They are typically run out of envelope for as long as at least that test requires. It is not atypical for a single engine to be used for multiple transmission validations. It is no surprise when they grenade. There is also another waiting on an engine pallet so the test can resume.

I could tell you stories of Detroit testing that would astound you.

And John,

It isn't head bolt creep that is the problem with the Northstar. It was that they didn't want to buy the right (more expensive) gasket that I proposed or revise the joint design prior to production. The joint weakness was obvious to us (McCord Gasket) early in the development phase, but we didn't win the bid. So, I talked management into tooling for the aftermarket and packaging the "fix it right kit". We did OK on that one.

Matt


Matt & Mary Colie - Chaumière -'73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan with OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Near DTW - Twixt A2 and Detroit
 
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