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Brian_Heil last won the day on April 11

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About Brian_Heil

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    18 Miles South of Flint

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  1. Brian_Heil

    Buick doodle bug (joker)-- added pictures

    And there is real value in those disc wheels and their specific hubs. Rare option. Look around for the rear two and their hubs, but even the two will have buyers lined up.
  2. Brian_Heil

    Buick doodle bug (joker)-- added pictures

    The engine can't have any miles/hours on it. Why, it's still 'green'.
  3. Brian_Heil

    Early Buick Carburetor Identification

    Also note above in the parts list, the High Speed Jets are not common in 4 to 6 Marvels yet the Marvel outside letter designation is common. So you could have the correct carb. or at least think you do but with the wrong jet. I'd bet there is more than one 6 running around (poorly) with a 4 cylinder jet but the correct letter housing. Thanks Marvel. The name Marvel reminds me of the sign on the way to work for Mr. Sparky the electrician chain. No thanks, but do you have the # for Mr. Safe-n-Licensed? Need to find the pic of the Model T Ford fire engine at the annual Old Car Festival at Greenfield Village with the sign, Same Day Service. Oh look, here comes the nurse with my pills . . .
  4. Brian_Heil

    Early Buick Carburetor Identification

    Rust prone heat riser tube was new for the 1924 6 cylinder. Better known as the Mark Shaw Peace (or was it pieces?) Pipe. Or the Pope Pipe, very Holy. Hey, I'm here all week folks. . . .and no cover charge. This looks just like my 1923 Marvel I have on my 6 and I see above Hugh has once again done the detective work. Thank you. Just like Delco with the starter/generators, the part numbers change almost every year with the Marvels. Now with that said, I believe the Marvels can and do interchange for 6s year to year (but don't quote me on that) but I would hope newer is better, and lots of changes to everything in 1924 on the whole car not just engine. Not so with the S/Gs interchanging year to year, Delco made sure of that, I think to sell more service parts under the guise of incremental improvement. Make sure to get that (correct) stamped 3 digit part number on the S/G by the tag when buying one. And as been mentioned many times here, most all of the Buick 4 and 6 parts for the entire car, not just the engine do not interchange. So far I know the clutch discs interchange 6 to 4.
  5. Brian_Heil

    Buick doodle bug (joker)-- added pictures

    The second transmission and rear axle are not Buick. Just FYI.
  6. Brian_Heil

    Buick powered GMC/La France

    In 1931 GMC Truck took over the production of Buick 6's for use in GMC Trucks.
  7. Brian_Heil

    New 1937 in Town

    Good guess as any Larry. Either this was a really straight car to start with or it has been block sanded for a week because it is really, really straight, and clean underneath. New window rubber all around too, not a tape and spray. Someone loved that brown. I was too polite to ask, but I'm guessing the paint caused Roger to get a good deal on it. I see I called it a fastback, my apologies, slantback. Roger is a pillar in the community and a part of more good causes than you can count and a heck of a nice guy. When my Dad was still alive and in his 90s, we would drive by and my Dad would yell out the window, 'Not yet Roger!'.
  8. Brian_Heil

    1927 Buick Standard on a Dyno test

    Not too long ago, and perhaps someone has it, there was a good article published on early horsepower ratings. What I don't know is what Buick was using in the 20's. BTW, I work with Rusty. Here are a couple of pastes to help better explain. Nothing more than me rearranging the info posted in Wikipedia in a more logical order: Early "SAE horsepower" (see RAC horsepower)[edit] In the early twentieth century, a so-called "SAE horsepower" was sometimes quoted for U.S. automobiles. This long predates the Society of Automotive Engineers (SAE) horsepower measurement standards and was really just another term for the widely used ALAM or NACC horsepower figure, which was the same as the British RAC horsepower, used for tax purposes. RAC horsepower (taxable horsepower)[edit] See also: Tax horsepower This measure was instituted by the Royal Automobile Club in Britain and was used to denote the power of early 20th-century British cars. (An identical measure, known as ALAM horsepower or NACC horsepower, was used for early U.S. automobiles.) Many cars took their names from this figure (hence the Austin Seven and Riley Nine), while others had names such as "40/50 hp", which indicated the RAC figure followed by the true measured power. Taxable horsepower does not reflect developed horsepower; rather, it is a calculated figure based on the engine's bore size, number of cylinders, and a (now archaic) presumption of engine efficiency. As new engines were designed with ever-increasing efficiency, it was no longer a useful measure, but was kept in use by UK regulations which used the rating for tax purposes. RAC h.p.=25D2n{\displaystyle {\text{RAC h.p.}}={\frac {2}{5}}D^{2}n} where D is the diameter (or bore) of the cylinder in inches n is the number of cylinders[24] This is equal to the engine displacement in cubic inches divided by 0.625π then divided again by the stroke in inches. Since taxable horsepower was computed based on bore and number of cylinders, not based on actual displacement, it gave rise to engines with 'undersquare' dimensions (bore smaller than stroke) this tended to impose an artificially low limit on rotational speed (rpm), hampering the potential power output and efficiency of the engine. The situation persisted for several generations of four- and six-cylinder British engines: for example, Jaguar's 3.4-litre XK engine of the 1950s had six cylinders with a bore of 83 mm (3.27 in) and a stroke of 106 mm (4.17 in),[25] where most American automakers had long since moved to oversquare (large bore, short stroke) V-8s (see, for example, the early Chrysler Hemi). SAE gross power[edit] Prior to the 1972 model year, American automakers rated and advertised their engines in brake horsepower, bhp, which was a version of brake horsepower called SAE gross horsepower because it was measured according to Society of Automotive Engineers (SAE) standards (J245 and J1995) that call for a stock test engine without accessories (such as dynamo/alternator, radiator fan, water pump),[31] and sometimes fitted with long tube test headers in lieu of the OEM exhaust manifolds. This contrasts with both SAE net power and DIN 70020 standards, which account for engine accessories (but not transmission losses). The atmospheric correction standards for barometric pressure, humidity and temperature for SAE gross power testing were relatively idealistic. SAE net power[edit] In the United States, the term bhp fell into disuse in 1971–1972, as automakers began to quote power in terms of SAE net horsepower in accord with SAE standard J1349. Like SAE gross and other brake horsepower protocols, SAE net hp is measured at the engine's crankshaft, and so does not account for transmission losses. However, similar to the DIN 70020 standard, SAE net power testing protocol calls for standard production-type belt-driven accessories, air cleaner, emission controls, exhaust system, and other power-consuming accessories. This produces ratings in closer alignment with the power produced by the engine as it is actually configured and sold. SAE certified power[edit] In 2005, the SAE introduced "SAE Certified Power" with SAE J2723.[32] This test is voluntary and is in itself not a separate engine test code but a certification of either J1349 or J1995 after which the manufacturer is allowed to advertise "Certified to SAE J1349" or "Certified to SAE J1995" depending on which test standard have been followed. To attain certification the test must follow the SAE standard in question, take place in an ISO 9000/9002 certified facility and be witnessed by an SAE approved third party. A few manufacturers such as Honda and Toyota switched to the new ratings immediately, with multi-directional results; the rated output of Cadillac's supercharged Northstar V8 jumped from 440 to 469 hp (328 to 350 kW) under the new tests, while the rating for Toyota's Camry 3.0 L 1MZ-FE V6 fell from 210 to 190 hp (160 to 140 kW). The company's Lexus ES 330 and Camry SE V6 were previously rated at 225 hp (168 kW) but the ES 330 dropped to 218 hp (163 kW) while the Camry declined to 210 hp (160 kW). The first engine certified under the new program was the 7.0 L LS7 used in the 2006 Chevrolet Corvette Z06. Certified power rose slightly from 500 to 505 hp (373 to 377 kW).
  9. Brian_Heil

    New 1937 in Town

    Rear shot. Its the rarer fastback.
  10. Brian_Heil

    New 1937 in Town

    Our local Funeral Director, Roger Sharpe, is also an old car guy and frequently parks his cars outside the funeral home. He said he brought this one back from Florida this Spring. Based on the license plate he must have been to the auction. Very nice new interior and the car is straight. Not crazy about the metal flake but, to-each-his-own.
  11. Brian_Heil

    GM Engineers collaborate on the art of fine tuning

    Again, I don’t disagree with you and I have also set lots of static timing but when I’m done, I always put the timing light on it to confirm my work. I’m certain I am not as talented, as I always end up making a slight adjustment based on the light so I skip the static since I always ‘inspect what I expect’ with the light. I can hear my Dad right now saying that. Having also worked on dual points, I am just glad our early Buick’s are single. Synchronization is not for the impatient when the adjustment is internal to the distributor.
  12. Brian_Heil

    GM Engineers collaborate on the art of fine tuning

    I don't disagree with your comments, but when you take the distributor off the Sun machine and re-install the distributor to the engine, you still have to go through the procedures outlined above. A Sun machine will not correctly adjust and set the timing of your engine. A 1915 Buick Delco distributor does have advance weights (earlier cars have none) and we did check for the timing advancing with ERPM increase to ensure the weights were moving the breaker plate and returning too with the timing light. I've never seen an advance curve for a 1915 to know if you have the correct weights and springs. When I bought my 1923 years ago the timing jumped all over at idle with the timing light. That caused me to investigate the advance weights which were fine but the two small return springs were laying in the grease well of the distributor.
  13. Brian_Heil

    GM Engineers collaborate on the art of fine tuning

    Another good trick once you have it dialed in with a timing light is to bring it up to TDC and mark on the distributor housing very accurately the position of the rotor, and always be turning the engine in just one direction (as in the same as when it runs) to have all the lash in the system taken up. I had that for years, then I updated the cap and rotor and had to make a new mark, as you say, it's that touchy. When doing this whole adjustment, I always seem to at least once leave the rotor out and wonder what the heck happened, then I see no rotor in there when I take the cap off and look in my hand to find it or not tighten the jam screw, turn the engine and then you get to start all over.
  14. Brian_Heil

    GM Engineers collaborate on the art of fine tuning

    That's right Matt, you were a big help to Tom Getz. Well done! You and Tom were 'deep in the woods', Larry had just 'wandered off the path' a bit. On Larry's 1915, the adjustment jam screw is rather small and on the top side of the distributor shaft under the rotor and you use a small screwdriver to loosen and tighten, other than that, much like the 1923. And Larry is hand crank only so you don't want to be at it all morning since he has new pistons and rings and some real compression. When any hand crank engine starts with just half a pull up on the crank, you know that owner has a dozen things on his engine all dialed in and in top shape. I always pay attention to that at shows and on tours.