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joe_padavano last won the day on March 10

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About joe_padavano

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  1. A few corrections here. First, the Toro 425 used exactly the same block, heads, crank, and rods as any other Olds 425 that year. Any 425 "fits" fine. The only differences were the unique Toro intake with the depressed carb mounting flange for hood clearance and the unique Toro exhaust manifolds to clear the transaxle. Second, every single Olds V8 from the 1964-1967 model years got a forged crank. Third, Toros got the same 10.5:1 CR as was offered in the optional "Starfire" 425, rated at 375 HP (vs the Toro's 385 HP). This motor (RPO L75) was available in any Olds full size as a $100 option. Fourth, Olds factory HP ratings are to be viewed with healthy skepticism. The Toro intake and exhaust manifolds were not as conducive to making HP as were those for the RWD cars, yet the Toro was rated with an additional 10HP over the nearly identical RWD motor. Much of this was marketing vs. reality - the top of the line Toro had to be the most powerful car in the lineup. Chevy did the same thing when the otherwise identical Corvette motors were downrated when installed in the Camaro.
  2. They are and it is.
  3. That's a Rover block. It's obviously not an Olds 215 since it only has five head bolts around each cylinder. Buick 215 blocks have five bolts but retained the undrilled boss for the sixth bolt that Olds used. Very late Rover blocks (4.0 and 4.6) only used four bolts around each cylinder. Of course, these were used in a lot of non-Rover cars like TVRs and Morgans, and unfortunately I'm not well versed on those applications. You might want to try over at
  4. Any reason why you would think that a local parts store has a clue about a car that's nearly SIXTY years old? A 30 second Google search turns up gas charged shocks for your car a $88 a pair.
  5. The added advantage of putting it on the suction side of the pump is that now you've eliminated the possibility of a leak at the filter spraying fuel everywhere.
  6. Even worse, the part number for the Oldsmobile full size rotors is different from that for the Buicks. I don't know what the difference is, but Hollander and the factory parts books both show them as not interchanging. By the way, I've tried to adapt the comparable rotors from a mid-1970s Chevy half ton. They are different. The bearings are the same and the newer rotors will fit on the spindles, but the backside of the rotor hits the lower control arm. Apparently the friction surface is further inboard on those rotors. They might be able to be made to work with some light machining to clear the control arm.
  7. Backspace depends on wheel width. Without knowing the width of the wheel you plan to use, a backspace number is meaningless. Offset is the measurement you really need, as this is independent of width. Typically, RWD American cars through the 1980s used wheels with zero or near-zero offset.
  8. Collectors of 67-68 cars should probably seek out correct repro GM blanks and not the Ilco generic ones anyway. Correct ones are readily available from sources like Speedway Motors and Summit racing for about $3 each. I can't speak for what B&S did, but nearly all of the repro aftermarket lock cylinders are the 67-up style, even when labeled as 66-down. Even worse, most of these Chinesium repro lock cylinders have a generic groove configuration that will accept ANY key blank. Wherever possible I will reuse original lock cylinders and code them to avoid this. FYI, B&S spun off the lock division years ago. The new company is called Strattec Security Corporation.
  9. Briggs and Stratton had nothing to do with the B-48, B-45, B-51 designations. Those were concocted by Ilco, an aftermarket manufacturer of key blanks.
  10. I do not have any used ones for sale, unfortunately. Ebay and specialty sites like the Buick forum here are places to look. Mobileparts is another vendor who might have old original parts.
  11. Olds typically used a resistor wire built into the harness, not a separate ballast resistor.
  12. Replacement brake rotors for the 1967-1970 Olds/Buick full size cars are NOT readily available. There are so few of these cars surviving that no manufacturer currently makes replacement parts. Impala brake parts do NOT fit. If you find a listing at a site like Summit or Carid, it's wrong. You MIGHT find the out-of-production replacement rotors (Bendix, Raybestos, EIS, etc) on ebay or from other specialty sources, but expect to pay stupid money if you do. There are no readily available modern rotors that fit without extensive machine work. Scarebird makes a conversion kit that uses Ford rear rotors. I have no first-hand experience with this kit and cannot comment on fitment or quality.
  13. Locking gas caps came into popular use when gas hit $1.00/Gal.
  14. The letter key blanks started with the 1967 model year. The car in question is a 1962. As noted on the first page of this thread, GM only used ONE key blank from 1935 to 1966. Yes, there were octagonal and round heads, but the blade part of the key had exactly the same grooves. These early keys are different from the letter blanks. The tumblers and "cuts" on the key are also different. The 1935-66 keys used six tumbler positions, each with one of four possible depths. The letter keys also used six tumbler positions but with one of five possible depths. By the way, if you do the math, you will find that there were only 4 to 6th power (4x4x4x4x4x4) possible key combinations, or only 4,096 different keys (counting both ignition and trunk) over that THIRTY ONE year period for all GM cars! In reality, the number was even smaller, since GM did not use key combinations where all four tumblers were the same (making the key straight across), nor did they use combinations where one cut was the smallest and one was the deepest, to prevent the key from hanging up in the lock.
  15. Do the math, Carl. If you install the GV backwards (which I'm sure it is not designed for), you get a 1/0.78 underdrive, or a 1.28 multiplication. That turns the OP's 2.75 gears into 3.53:1. Yes, that was an attempt at humor.