I found a $30k Jag e-type.
... What could possibly go wrong?
... What could possibly go wrong?
How would you go about insuring a Roush or Saleen Mustang? Do you tell them it's a standard GT or do they have separate categories for the Saleen or Roush cars.
Interestingly enough does not seem to have the option of either, I would think it would be standard GT and then you add "custom equipment" if you wanted comprehensive coverage.
I wouldn't tell them unless asked about it.
My first salvage Excursion hunting trip led me to the conclusion that they might be a wee bit tippy.
Damage categories are all basically
"Flipped the fuck over"
or
"Looks like a bomb went off"
There seems to be a relative lack of "Engine blowed up" for something that shipped with the 6.0.
Loads and loads and loads of repairable V10's, though....
I couldn't believe how much people are charging for the 7.3l's. Around here I'm seeing no less than 10k for a good one.
$10k is basically minimum for any running private sale diesel truck no matter the condition.
Hey, those are great engi... Oh hell, I can't say it.That isn't a GM 6.2/6.5.
I just like the sound of those old Detroit diesels.
$10k is basically minimum for any running private sale diesel truck no matter the condition.
The old 2 stroke Detroits are very cool sounding.I just like the sound of those old Detroit diesels.
Or the Pump Mounted Driver fries because GM was dumb and mounted the heat-sensitive computer in the middle of the vee?
I'd like to find the engineer responsible for that idea and give them astern talking to..beating with a club studded with nails.
Oh, not full Jesus crucifixion?
But when the aforementioned four-speed in our Silverado fell on its own sword in the middle of traffic that Sunday morning, we lost all confidence in the Chevy.
Over a period of several weeks we had noticed a hard 1-2 shift while the transmission was cold. Once it warmed up, the shift action smoothed out. There were no signs of impending doom, so when we took the Silverado to Santa Monica Chevrolet-Buick for routine service, we asked the service personnel to look over the transmission.
After two days we called for an update. We were told the 3-4 clutch was losing hydraulic pressure and the piston was replaced under warranty. The technicians also reconditioned the transmission. When we reminded our trusty service advisor that the problem was with the 1-2 shift and off-neutral gear engagement, he assured us this was the proper fix. We picked up the truck and two miles later a hard 1-2 shift served as proof that the original issue remained.
We brought it back a few days later and were told by Santa Monica Chevrolet-Buick, "There is no problem. That is just how the truck shifts." Days later the problem came to a head with Senior Photographer Scott Jacobs at the wheel. Jacobs' voice was shaky on the phone. "The Silverado is parked at the office. The transmission locked up on me during a 2-3 shift. It screeched and lurched to a stop on Wilshire Boulevard. Drive doesn't work. Third doesn't work. Second doesn't work. First and reverse sort of work. The office was only a couple of blocks away so I was able to limp it back. An hour later and I'd have been on the Interstate 5 freeway headed to the Dodgers game. That was lucky."
GM Roadside Assistance came to our rescue, towing the Silverado from the office to the local Santa Monica dealership. We called to confirm the status of the vehicle later that afternoon. The advisor was surprisingly frank with his diagnosis. "We've had a rash of these lately...with the input housing busting as the mileage gets up there. It should be ready by end of day tomorrow." The forward sprag was replaced, the transmission again reconditioned and keys to the Silverado were back in our hands the next day.
Good news was that all gears worked again. The bad news was that the transmission didn't shift any smoother after this repair than before. We later learned there was an open technical service bulletin from Chevrolet about this issue. It made us wonder, if the dealer had already noted a "rash" of these transmission failures, why hadn't the sprag been replaced to begin with?