Thread: Freeze your nuts off

Originally Posted by rovercare

I'll search your posts for all the times you cried about personal insults

Yet another contradiction on your posts

EDIT: oh looky here



right in this here thread, didn;t have to go very far

Look I dont get it Matt, I must be dumb or something.....

Well, I wish I could get barramundi and coral trout to take a bait as quickly and easily as you guys!!!

The term "motor parts replacers" has been commonly used in the heavy plant business (mining, construction, and earthmoving equipment) to describe motor mechanics, as opposed to diesel-HEE fitters and fitter-machinists, for more than twenty years to my knowledge. I first heard the term about 1980-81.

Probably comes about from the business practices that developed over the last 40-50 years. Most modern day mm's in passenger car shops now rarely rebuild components like water pumps, clutch pressure plate assemblies, transmissions, diffs, starter motors, alternators, steering gear and so on. They remove, send to a specialist shop for repair or get an exchange rebuilt unit from a specialist, then refit.

Pre WWII, motor mechanics were called motor engineers and their trade training contained much of the fitting and machining syllabus as they did work like boring blocks; line boring main bearing tunnels; pouring, boring and scraping bearings; rebuilding all components. Most decent sized shops were fully equipped to do this work in house. Little work was sent outside.

Sometime after WWII the term motor mechanic came into use, engine reconditioning became a separate trade, and most of the fitting and machining subjects were dropped from the apprentice's courses and the trade became purely motor vehicle repair. The capital outlay involved in having a fully equipped and fully capable shop became un-necessary with the rise of specialist component shops and specialist engine reconditioners. Labour costs rose and many parts prices became less significant leading to a remove and replace mentality. Cleaning spark plugs is the classic example. In the 1950's spark plugs cost around 0.85c-$1, labour rates were $2.20-$2.50 per hour. Every workshop had a plug cleaning machine. This practice long ago became uneconomic and plug cleaners are now only seen at swap meets as collectors items.

The big differences between motor mechanics and the fitting trades are the mechanic's specific automotive diagnostic training, and the fitter-machinist's ability to make a new part if required. How many mechanics could make a new crankshaft, or with the aid of a blacksmith, a con-rod or axle half-shaft, or cut gears? A diesel-HEE fitter is very highly trained and skilled and really does not get get paid the full value of his skills.They can diagnose and repair all parts of a heavy machine as well as small engines, handle complex hydraulic and fuel injection equipment, electrical and electronic systems, and often have to do it in the dirt, on site, with what they brought with them.

.......I thank God every day that I am a Basher and Thrasher

Originally Posted by Brian Hjelm

Well, I wish I could get barramundi and coral trout to take a bait as quickly and easily as you guys!!!

The term "motor parts replacers" has been commonly used in the heavy plant business (mining, construction, and earthmoving equipment) to describe motor mechanics, as opposed to diesel-HEE fitters and fitter-machinists, for more than twenty years to my knowledge. I first heard the term about 1980-81.

Probably comes about from the business practices that developed over the last 40-50 years. Most modern day mm's in passenger car shops now rarely rebuild components like water pumps, clutch pressure plate assemblies, transmissions, diffs, starter motors, alternators, steering gear and so on. They remove, send to a specialist shop for repair or get an exchange rebuilt unit from a specialist, then refit.

Pre WWII, motor mechanics were called motor engineers and their trade training contained much of the fitting and machining syllabus as they did work like boring blocks; line boring main bearing tunnels; pouring, boring and scraping bearings; rebuilding all components. Most decent sized shops were fully equipped to do this work in house. Little work was sent outside.

Sometime after WWII the term motor mechanic came into use, engine reconditioning became a separate trade, and most of the fitting and machining subjects were dropped from the apprentice's courses and the trade became purely motor vehicle repair. The capital outlay involved in having a fully equipped and fully capable shop became un-necessary with the rise of specialist component shops and specialist engine reconditioners. Labour costs rose and many parts prices became less significant leading to a remove and replace mentality. Cleaning spark plugs is the classic example. In the 1950's spark plugs cost around 0.85c-$1, labour rates were $2.20-$2.50 per hour. Every workshop had a plug cleaning machine. This practice long ago became uneconomic and plug cleaners are now only seen at swap meets as collectors items.

The big differences between motor mechanics and the fitting trades are the mechanic's specific automotive diagnostic training, and the fitter-machinist's ability to make a new part if required. How many mechanics could make a new crankshaft, or with the aid of a blacksmith, a con-rod or axle half-shaft, or cut gears? A diesel-HEE fitter is very highly trained and skilled and really does not get get paid the full value of his skills.They can diagnose and repair all parts of a heavy machine as well as small engines, handle complex hydraulic and fuel injection equipment, electrical and electronic systems, and often have to do it in the dirt, on site, with what they brought with them.

Yeah no worries Brian I hear you and I probably did over react, I appologise....






Matt you had better book mark that one

You have to try harder than that to insult me. Apologise to the other b--ger.