[EcSTSatic]

So have you read about Volkswagen launching the Bugatti Veyron, billed as the world's fastest factory-produced automobile?

The Bugatti Veyron boasts a massive, rear-mounted 16-cylinder engine with 1,001 horsepower -- roughly the equivalent of a couple of Porsche 911s combined -- and a rear spoiler that helps keep the car from spinning out of control at high speeds. It needs just 2.5 seconds to accelerate from zero to 62 miles per hour, and burns rubber so quickly that its makers had to hire France's Michelin SCA to develop a special compound for its tires. Its top speed: 252.9 mph.

Talk about difficult to work on: Bugatti officials say their dealers will have staff trained to handle routine maintenance needs, such as oil changes. For more complicated problems, the company says it will send over technicians from Europe.

How the Bugatti Veyron Works

Veyron images from Google

 

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Well the 4th Gen LS1 based Camaros are tricky when it comes to changing plugs, partly becuase the engine seems to be halfway under the dsh.

Getting to no8 plug on my IROC is also a PITA as the AIR system and umpteen other things are in the way so you have to do it blind from underneath.


Got to say, the Northstar in my STS certainly looks a real sod to work on...

 

[pimpin88]

by far, the easiest car i have ever worked on is my 1989 geo spectrum.

the plugs are right in front staring you in the face, and the distributor is on the side of the engine which would also stare right in your face if you stood on the side of the car.

although its an extremely small car, there is PLENTY of room to work on it. i swear, the engine is only about 10 inches wide, and then the intake with carb in on the back side of the engine and adds approximately another 10 inches max.

the 307 in a pain in the ass to work on if you dont know where any of the vacuum lines go. GRAR. i didnt label them when i disconnected them for the cam swap, and now i am thoroughly confused.

 

[I~LUV~Caddys8792]

I would have to say the easiest engine to work on I've ever seen is the 3800 in the 1992 Oldsmobile Ninety Eight Regency Elite I almost bought. The engine bay is pretty much the same size as the engine bay in my deVille. But with the Ninety Eight, it looks like "too little engine, too much space" where as with the deVille it looks like "too much engine, too little space".

Its funny what difference 1.1L and 2 cylinders makes....

 

[davesdeville]

Easiest I've worked on:
1978 Volvo 245dl - it was an I4 in an engine bay that could easily fit a SBC, plenty of room to do everything, no complex electronics.

Hardest I've worked on:
92 Taurus SHO - that cool looking 12 runner intake manifold gets in the way of EVERYTHING, even simple plug wires have to snake through it instead of just going around it like normal.

Notables:
My 75 isn't hard to work on, there's room for most things, it's a front-mounted distributor, no complicated electronics.

My 95 ETC has the northstar crammed in there. But it's surprisingly not too hard, other than the fuel line brace for the SS rail that is on top of the EGR valve - it's not like the fuel line is going anywhere without that brace, and it's not like a brace for a fuel line needs to be made of 1/8" thick steel. But plugs and wires are downright easy.

 

[wht2000]

Easiest cars I've ever worked on were my '65 Chevy Bel-Air with a 250 cu. in. 6...I swear I could have sat on the fender wells and worked on it...or my dad's '66 Impala with the 283 cu. in 8. Very easy to work on.

 

[caddydaddy]

My vote is for the Volvo B230 series engines! RWD 4 cylinder 2.3 liter, you could almost climb in there and sit next to the engine! And so simple to work on!

 

[fast66]

wouldnt one of those mazda's rotary engines be the worst, Ive never worked on one but Ive heard stories. Either rx7 or rx8

 

[Kev]

wouldnt one of those mazda's rotary engines be the worst, Ive never worked on one but Ive heard stories. Either rx7 or rx8

I don't know about the rx7 or 8 but I did have an rx2. It was one of the simplest enginges I've ever worked on (I forgot about it!). The seals blew on mine as they did on most rotarys of the day. I broke it down and rebuilt it myself. There was nothing to it.

I had it ported out and put it back together. The toughest part about that job was fitting all the seals. Each rotor had 21 seals, most of which had to be cut and filed to fit by hand.

I replaced the thermal reactor (cast iron exhaust manifold) with a header and drove it un-corked across town to the muffler shop. It was extremely loud but didn't sound like any engine I'd ever heard. It sounded like a very mad, giant hornet on steroids.

 

[JC316]

The easiest was an 88 Silverado with the 350TBI, with room for a 454 under the hood, the 350 looks pretty pathetic under there.

Hardest North Star.

 

[Elvis]

I agree with Danbuc--the 289 in most Ford configurations from the mid-60's is very easy to get to everything. I replaced a starter motor with ZERO experience. I was 18 or 19 and had never done anything more involved than an oil change.

Even easier was that inline-6 with the Holley 1-bbl. Falcons, Comets, Mustangs, even later Mavericks all had that.

I do not like working on Hondas at all. This is what a Prelude looks like. My intake was an AEM-cold air intake, and the filter was located outside the engine bay. But that's as close a picture as I could find.

Something as simple as changing the oil was a major ordeal. I installed an intake and pulleys. Not pleasant, even with the complete shop manual and the right tools.

 

[peterb]

There was loads of space under the hood of my dad's '58 Rambler which had the little 3.2L (~200ci?) straight 6 .... not that we ever had to do any major work on it. It had about 100k miles on the clock when he sold it after 25 years.

 

[Kev]

There was loads of space under the hood of my dad's '58 Rambler which had the little 3.2L (~200ci?) straight 6 .... not that we ever had to do any major work on it. It had about 100k miles on the clock when he sold it after 25 years.

Hey Peter, was that a flat head in 58 or over head valve?

 

[DBA-One]

My Eagle Talon Turbo was easy to work on. The top part of my wife's Legend isn't so bad but I don't think I want to change a serpentine belt on that pile of shit

 

[peterb]

Hey Peter, was that a flat head in 58 or over head valve?

It was OHV. I think the '58 was the first model with 3 speed and torque converter, rather than the 2 speed fluid flywheel, and it had a neat push-button gear selector on the dash.

 

[Oly396]

Catera's engine is hard to work on. Everythings in torx for the most part, and a majority of the problems require taking off the upper intake manifold - the white part or taking off the windsheild wiper cowling around it.

My Integra Id say is fairly easy. Our 98 Silverado K1500's not bad with its big engine bay. Most Chevy trucks are easy.

We had an 89 Isuzu Trooper 4cyl, and that had atleast 30 vacuum hoses going to the manifold, it was a real arse.

unless they are lifted, as Chevys should be!

 

[Playdrv4me]

^How does this happen?!

 

[ryannel2003]

Lol at Catera... horrible cars that are expensive to maintain like a BMW. Why would a person just buy the BMW or Benz? Oh, wait...

This thread is 6 years old btw. You have to dig around really hard to find threads like these.

 

[I~LUV~Caddys8792]

It's neat seeing some of the long lost members.

 

[Faded Crest]

There are plenty of cars that are difficult to work on, but I think the Northstar has to be right up there near or at the top. I am trying to chase down an air conditioning leak and just found out that if it is the evaporator that the engine has to be removed to access it! :shocked2: