Graham Man

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About Graham Man

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    http://grahampaige.blogspot.com/

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    MN, USA
  1. Graham-Paige built an extremely good quality engine. Check the springs, there is a good chance they are fine. Hope to see you at the Graham Owners Club International Meet, June 19 Fort Wayne Indiana. It is the 40th Annual meet!
  2. I would try a local tire shop that do light commercial trucks, even in the late 60s some trucks still had bead lock rims and some of those are still on the road. I had a wobble in my 1929 wheel, it just needed to be taken apart and readjust the flap, so yes check the tire wheel assembly first.
  3. Jon is correct and an awesome wealth of information! There was also a Carter used in 28/29 not BB1. My favorite to use is the Carter BB1 with adaptor plate, they are pretty easy to find and the adjustable main jet is great over the fixed jets that can be hard to find.... Jon describes it best (see below)...I would think the 245 (small) would work great (this is what I have on my 610 Graham-Paige). The Johnson is horrible on a good day. If the Zenith is working well I would run that. On the model year it is pretty simple. Graham-Paige and others introduced the new cars 6 months early, so August 1928 you could buy a new 1929 Model. Just another way to compete with the big boys. The problem was now you have cars titled 1928 that can be a 1928 or 1929 Model, so first and second series. I think now when you buy a new 2018 car in 2017, it is titled as a 2018, eliminating the problem. Carter Carter produced the BB updraft series carburetor beginning with the 1932 model year. These were originally sold to Chrysler Corporation for use on Plymouth, De Soto, and Chrysler engines. However, these carbs were so far advanced that many mechanics would substitute these units on older vehicles that were daily drivers in this era. Carter recognized this fact, and came out with 3 different models of the BB-1 specifically for the aftermarket. These are: 245s (S.A.E. size 1); BB1A (S.A.E. size 2); and 289s (S.A.E. size 3). These models featured cast iron bodies, extended throttle shafts with universal clamp-type lever, a fast idle circuit, an externally adjustable main metering jet, an accelerator pump, an adjustable idle circuit, and a power circuit. These carburetors are fairly compact, and will fit a few applications where other universals will not fit. These units have been in favor for many years with many who participate in the Great American Race, which has significantly driven up the price. Rebuilding kits are readily available, and reasonable. Many other parts are available, but not inexpensive. In all, Carter produced 69 DIFFERENT versions of the BB updraft carburetor; MOST of which were sold as original equipment on trucks. Because of the high price of the aftermarket units; some enthusiasts are trying to make the truck units work. The truck units may be converted; but the following part (not commercially available) must be fabricated: (A) extended throttle shaft, (B) universal throttle arm, (C) adjustable main metering jet, (D) fast idle parts (if the installer wishes the fast idle to function). These (opinion) are really excellent carburetors. My only complaint (other than the artificially high price) is the mechanical accelerator pump. Accelerator pumps on updraft carburetors come in two types: (A) mechanical, and (B) vacuum. The mechanical pump is attached directly to the throttle and pumps fuel if the throttle is moved. This can create a fire hazard if a novice attempts to start the vehicle, and like with a downdraft, pumps the footfeed several times. This will result in fuel being pumped out of the air intake onto the ground under the engine. The vacuum accelerator pump has a vacuum piston, which is pulled, into a vacuum chamber by engine vacuum after the engine starts. This action charges a heavy spring. When the engine is accelerated, and vacuum is reduced, the energy stored in the spring drives the pump and pumps the fuel. With a vacuum pump, working the footfeed with the engine off results only in the exercise of the operator’s ankle. And vehicles with updraft carburetors should always be started via the use of the choke NOT a pump. http://www.thecarburetorshop.com/Aftermarketupdraftcarburetors.htm#Carter
  4. I picked up a rust free 1964 Falcon 2 door hardtop a couple of summers ago for $1600. She had new tires and ran and drove great 50,000 miles on the clock. Strait 6 200 CID 30 mpg. Look for a six (less money) the Falcon was the platform for the Mustang so all the mechanical parts are the same, but the car cost half as much and just as much fun to drive. Love the AMC cars, just slightly harder to find parts. The small cars from the 60s are extremely easy to repair, good mpg, stop reasonably well, and designed to run 70 all day long, great starter cars.
  5. I have done gas tanks...it is a terrible job, stinks, residue I had to get rid of... I hate to say it but I used Gas Tank Renu to do my 1928 Graham-Paige. It was the best money I have ever spent. Dropped it off in a garbage bag and picked it up all done a week later. They cut a hole in the tank, sandblasted the inside, rewelded the tank and coated the inside with a ceramic? baked on coating. It has been 10+ years and it still holds gas. I used the place in MN. So far so good. http://www.gastankrenu.com/
  6. To be specific a 1934 (second series) model 67 or 69 eight cylinder Graham Bumper. OK that sounds pretty specific, wide bumper 4 3/4" is eight cylinder, only second series 1934 had bumper bolts exposed. As a side note the bumper was referred to as the "Mae West" bumper.
  7. Matthew, First of all my condolences. I was able to meet your Grandfather at the New York GOCI 2011 show. The Graham-Paige is a wonderful car with a great family history. I hope you will take the time to drive the Graham-Paige, you will fall in love with the car. My second choice is to find local person that will love the Graham-Paige as much as your Grandfather did. A distant third, is to put the car on a large online auction. Value wise I am sure your Grandfather had North of $50k in the car. Unfortunately it is a six cylinder, so large money is not in the cards. My guess will be $25-30K US... wish I had the extra funds I would love to take care of your Grandfathers Graham-Paige. Pictures from the meet
  8. Anybody have good luck with any Vinyl dye? I used Ditzler (no longer available?) a long time ago and it worked great (came in a quart sprayed it straight, just like paint, no primer). Just going to black, the color now is brown, doing the top material on my 1929...long story, the width I needed I could only get in brown.
  9. Well that sounds easy, guess I will have to look for something else to fix... Thanks again!
  10. I have several early 1930s cars. From time to time I will get one that will overflow the radiator, normally just goes out the overflow tube and on the ground. This stared me thinking is there a way to test the radiator cap to see if it is releasing at the correct pressure? The fluid is low when I let it cool down; normally I just top it off.
  11. June 19-25 2017
  12. I am going to go with 1929 Second Series Graham-Paige 827 Coupe.
  13. Kelly, Are they still available?
  14. Sorry to get here late...the water pump is the tensioner. If you have a fairly tight timing chain it can be almost impossible to get the pump in place. If you notice the chain gear has is a rise in the center that will not allow you to slide it into place. The next problem is the timing chain has most likely jumped all ready. I would pull the front cover, install the pump when you can see what is happening and check the timing at the same time. The owners manual should have a picture of how to set the timing. I will look for some pictures to post.
  15. 1931 Graham Special 8 - Model 822 (First Series); 5 passenger sedan. The giveaway on 1931 first series is the hump in the front bumper (only1931) only a handful have survived.