Posted on 01/19/2022 10:46:44 AM PST by Red Badger
VIDEO AT LINK..............
Brand-new Tesla Model 3 owner April G (April Gilmore) picked up her 2022 Model 3 Performance in Tampa, Florida, in December. It was making a weird and annoying scraping sound, so she reached out to Tesla for help. As it turns out, the electric car was missing a brake pad.
When April contacted Tesla, she let them know that the Model 3 was making a scraping sound that seemed to be coming from the driver's side rear wheel. Unfortunately, the Tesla Service Center didn't have any inspection appointments available until about three weeks later. However, the following day, Tesla reached out to April and asked her to send a video so the team could listen to the sound.
April complied and recorded a video, which she sent to the service center. To her surprise, the Tesla service rep told her many people watched the video and determined that the sound was normal and that there was potentially no issue with the Model 3's brakes. Of course, April pressed the service center to move her appointment forward. Tesla told her to have the car towed if she still had concerns.
Gilmore followed through, having the Model 3 towed to a local "independent Tesla shop." Not surprisingly, upon removing the wheel, the mechanic learned that a brake pad was missing. Not only did the Tesla need a brake pad, but also the rotor and caliper had to be replaced. Gilmore's Tesla Service Center watched a video from the independent shop and asked her to bring the car in right away.
Tesla gave April Uber credits since it didn't have loaners available. The repair has been delayed a number of times thanks to parts that aren't readily available. The original repair date was scheduled for December 31, 2021, though it was pushed to January 7, 2022, then January 14, and finally January 19.
We'll be keeping our eyes on the story to find out how it all turns out. In the meantime, Tesla covered a full month of Gilmore's car payment. Regardless of how Tesla is trying to help, the whole situation is unacceptable. We honestly don't understand how anyone watching the video could think the brakes were "normal."
Read posts 39 and 40.
About the same way the court could listen to and agree with a repair shop saying that putting the lug nuts back on BUT NOT TIGHTENING THEM was "completed work".
People hear what is in their interest rather then the truth.
RE “302 in a early Pinto”:
That was a popular build back in my day too... along with dropping a small block 307 in a Chevy Vega.
Monstrously uncontrollable, but lots of fun... :^)
I would have thought if they left a brake pad out that the caliper piston would stroke enough to go past the seal and dump brake fluid all over.
37MPH is not bad!
“along with dropping a small block 307 in a Chevy Vega.”
I bought A 72 Vega GT with a 350 and 10 bolt rear in mid 90’s.. Should have brought along a friend to talk me out of it.
The hidden rust holes were insane and the car had no subframes and the car was twisted bad. I asked the guy about the uneven door gaps and he told me it just needed hinges rebuilt. LOL.
Man was I naive
Paid 2000 for it. Parted it out after the frame shop wanted more than the car was worth.
I think I sold everything off for around 1000.00 Oh well.
Have lost worst money in old cars since.
<>Tesla will dominate the EV auto market in 2022<>
Thanks to tax subsidies from working men and women.
350 in a Vega??? Good lord...
LOL!
350 in a Vega??? Good lord..
Same engine as 307.. just a few more cubes. I did the head and block numbers and it was originally 2 bl circa early 70’s. The 2 bl was replaced by a 4 barrell and hooker headers and some other stuff but basically stock inside.
Look at a picture of a brake rotor, they cannot be installed backwards.
—
do not remember what it was about the rotors and the pads exactly its been 46 years please!
Some disc brake rotors are directional, and on occasion, somebody manages to install a Right Side Rotor on the Left Side.
Re piston rings - their rotational performance may vary, and there is a chance that the gaps might line up. That line up, may also occur for a cylinder that has other physical problems, accounting for some of a noticeable (or not noticeable, yet) “weak cylinder” performance.
Engine work (and work on machinery) requires much greater attention to detail, than expected (such as, when you least expect it). And there may be (and sometimes often), many opinions about almost every little detail.
In addition, there is frustration because things can break, during the work, and so the work becomes more expensive than estimated. Customers who do not know a lot about the details, may become unhappy to say the least.
On the other hand, some customers know something (or “a lot”) that conflicts with the technical details re what is broken or not working. Some of these customers, you may be able to educate; some, no. Can be very frustrating.
Does not help, to have service management - especially among the name brand automobile/truck manufacturers’ official service zones - uttering: “Hey, they’re all like that” when you find a problem, about which, the service mgt. tries to convince you it is not a problem.
One of the best mechanics I knew, was Eddy. He was a true artist in the trade. Other mechanics who “worked” at the dealership, in order to have “buddies” during the daytime, all know, that they did not . . . have knowledge.
Eddy was around for a few years and then departed. He was a fellow to hang around and learn things, the details of very careful workmanship.
A new car had a problem: it made sounds like a pop can, under certain driving and road conditions. The car POPPED, just like a can with your thumb pressing in on the side of the structure. Had never heard the problem before.
That took a while to diagnose, because the problem lay where not expected. At the factory, the spot welding ROBOT was not aware of a sheet metal stamping error.
Therefore, the floor pan and rocker arm mating surface lips were not where the ROBOT was set up to expect, and thus, the spot welds were barely landing upon and welding the edges of the lips — instead of properly welding in the meaty area (middle portion) of the lips.
The car’s floor pan was therefore flexing more than expected and POPPING on occasion.
Statistical Quality Control that does not observe every welded body, missed this car and possibly more.
The lip seam was repaired by using number 10 SS aircraft 12-point lock-nuts and 12-point screws. But I would have scrapped the car, using it for parts, given the decision by service, to not remove everything necessary to examine every spot weld of the car.
Yet I learned a valuable lesson, that paid off when another new car (same brand name) arrived from the Chicago assembly plant (UAW, of course) with the right rear wheel well having the same spot weld failure (rain water and dirt from the road, would pour in thru the gap and fill the area beneath the right rear passenger seat, and between the floor pan and floor carpet).
Oh, I’m very familiar with Chevy small blocks… It’s just the horsepower difference between 307 to 350… Strapping a rocket on a skateboard… The 307 was no slouch either, or the 327 as well. Even the old 283 would’ve been monstrous in that thing
I had a 69 Chevelle SS droptop with a 396 and a four-speed in it… Paid 375 bucks for it, thereabouts, in 1977… Boy, those days are gone for sure…
“I once had a new Honda delivered without any automatic transmission fluid.”
Curious : was it made in USA or Japan ?
Measuring ring gap, especially in a bored out cylinder, is one of the key skills to know in rebuilding a motor. Gapless rings are relatively new.
Rings will move around on the piston due to a number of factors, but that is NOT the primary purpose of the honing.
Tesla also is known for turning off functionality in a car (like adaptive cruise, intermittent wipers, seat heat, etc) as it’s being being resold, then charging the new owner if he wants it turned back on.
They also on at least one occasion took one of their own cars in trade and resold it as new, despite the previous owner wrecked and repaired it.
And the Tesla sales contract contains an agreement to cede your right to litigate and accept an arbitrator of their choosing instead. So you can’t sue them.
yeah, the ol’ “that’s normal” from the service dealer ... back in the day, i had brand new nissan pickup burn massive amounts of oil and blow black smoke the first week i bought it and was told that was “normal break-in” ... right ... what it REALLY was was a factory-installed head gasket giving out right out of the gate ... turns out A LOT of that was happening with that model that year ..
I had a 57 Chevy with the 283 Power Pack 4 barrel but it had an Edelbrock Torker intake and Holley 4 barrel, some hp cam of unknown make and unknown lift/duration and headers, Accel distributor and Super Coil.
The power that engine made was incredible. It was 100% stock inside other than the cam.
Unless it was a custom build, it was not front wheel drive.
There was never a factory front wheel drive Pinto. Ever.
Neither. The first one was made in Canada.
They then replaced it with one made in Alabama. I still have that one 16 years later.
So you will properly space the end gaps in the rings and not stack them on top of each other. The end gaps need to be properly spaced apart. If they weren't, you would get a vertical ridge in the cylinder wall where no rings ever contacted.
I’ve been building engines for long time and also own an operate an engine dyno. The only rings that are pinned are in two stroke engines and that is to keep the ring ends from rotating into a port and breaking off.
That is only one reason. The other reason is to keep the end-gaps equally spaced apart for the reason I stated above. Rings don't spin around in the ring lands. I've built and re-built a host of different engine configurations for decades. Unless the rings are pinned in the ring lands, I install the rings with the gaps at 4, 8, and 12 o'clock positions. I've torn down the same engines years later and the rings never noticeably moved from when I originally installed them. The cross hatch hone pattern originally installed in the cylinder walls wears away during engine break-in when the rings seat. It does not exist to make the rings "spin" around the piston.
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