That's what I'd consider a reasonably complete set of tools too.
Now would someone go tell that to the Ford engineers..
The Ford modular 4.6L v8 DOHC as used in the 1995 Lincoln Continental
(FWD btw). Most horrifically designed $%^$% I've _EVER_ had to work on.
(Definitely not "classic")
You want to replace head gaskets, and a busted valve spring, to do it by
the book you need not one, but TWO 100$+ specialized tools, and you get
to remove the engine+transmission through the bottom.
I have to wonder if the engineers who design these cars actually have
ever had to work on one..
<expletives deleted>
David
Fred Cisin wrote:
Well, British
classic cars tend to have Whitworth bolts all over them,
and not that many people have a reasonably complete set of Whitworth
spanners and sockets any more.
Uhm, I do. And it's mostly old Citro?ns I work on, all metric (but lots
of 7mm and 11mm bolts).
"reasonably complete" is a VERY subjective quantification.
Back when I was actively working on cars, I considered "reasonably
complete" spanners and sockets to consist of:
[RARELY used] open end wrenches of all sizes used (MAC were best)
thin (sheet metal) open end wrenches (lock nuts, bearing adjustment, etc)
short box-end wrenches 6 and 12 point (SNAP-ON)
long box-end wrenches (mostly just 6 point)
Flex-socket wrenches 6 and 12 point (SNAP-ON)
Ratcheting box ends in 6 and 12 point (SNAP-ON)
"obstruction" wrenches (box end in C and S shapes, and with odd offsets)
1/4 inch thin wall 6 point sockets
1/4 inch thin wall 12 point sockets
3/8 inch thin wall 6 point sockets
3/8 inch thin wall 12 point sockets
3/8 inch thin wall 12 point flank drive sockets (SNAP-ON)
3/8 inch thin wall deep sockets in 6 and 12 point
3/8 inch impact 6 point sockets
3/8 inch 8 point sockets
1/2 inch thin wall 6 and 12 point regular and deep sockets
1/2 inch impact sockets
1/2 inch 8 point sockets
3/4 inch impact sockets
1 inch impact sockets (only a few sizes, such as 36 and 46 mm)
Vise-grips 5WR
--
Grumpy Ol' Fred cisin at
xenosoft.com