Guest

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About Guest

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  • Birthday 02/17/1953

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    Spent many years in the automotive and recreational vehicle field.

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  1. IIRC, the plate on my '63 was on the firewall in the area of the brake booster.
  2. Well today was take the diff apart day. What was found inside the diff wasn't good. Let me put it this way, anyone have a good pumpkin for a `65 1 ton laying around?
  3. Guest

    Need advice.

    Hello once again, Well... it turns out that one of the exhaust ports was leaking at the head. The gasket had a small burr on the mating surface and some black where the leak was, so after double checking the surfaces, and removing the nick in the gasket, it was reassembled again. I'll be darned if it wasn't still leaking! WHAT THE? :confused: Off came the manifold! Now I'm on a mission! The mating surfaces were perfect, pristine, show room clean. There was no reason found that explained the leak. So... the seal between the 2 manifolds became the suspected culprit. The manifolds were split apart, and darn it, the seal was holding just fine. Go figure, uneven rusted surface seals, clean flat surface doesn't. Oh yeah, there were 2 new gaskets that went between the 2 manifolds included in the kit. It wasn't just put together with sealant as the only form of gasket. One of the gaskets was solid and covered the complete opening, the other just sealed the outer rim. The instructions stated that the solid one was for propane use. I can't imagine why the solid one couldn't be used when gasoline is the fuel. If anything, I'd think it would help keep the base of the carburetor cooler. Anyway, a new coat of sealer was applied and the 2 manifolds were married once again. (may they live happily ever after) Not wanting to risk a 4Th encounter with this leak, a small amount of sealer was used on the 2 inner most exhaust manifold ports before mating the manifold to the head. WA La! Success! No more leaks! Of course the quiet turned up more problem noises from deep inside the engine. :eek: I thank one and all for the ideas.
  4. Try adjusting the kick down linkage. IIRC, the kick down valve position plays a major role in controlling the up shift in a power-slide.
  5. Well...it was a bring me up and let me down kinda day. The elusive exhaust leak in the manifold has been found and sealed. The engine is now very quiet, so quiet that I can now hear the rods rattling. So yet another project for the endless list of repairs. Thanks for the tips.
  6. Yup, I was thinking the same thing. I just had a problem with the lack of bearing noise, IE. no rod knock. I'm wondering if maybe the cam bearings are the problem seeing how there's nothing knocking. Oh well, guess I'll just have to drop the pan one of these days and have a little look see around in there. Thank you for the reply.
  7. Wow, great responses! Today I managed to finish up the exhaust piping, but still haven't found the exhaust leak at the manifold. Tomorrow is replace the brake line that gave out today. I can't even complain about the brake line, I've been trying to figure out where the brake leak was for a long time now. The leak was so slight, there wasn't even a drip. I had no idea where the fluid was going. I was really surprised to see that it was right there in the middle of the right rear line.
  8. Former owner of several Corvairs, and the keeper of the nightmares they gave me. After having one that caught on fire, one that the gas heater almost blew up, and another that the rear axle rode out of the bearing leaving the car with no brakes @ 65 in the left lane of the Long Island Expressway, I'd had enough of the Corvair! And those are just the highlights of the horror stories I have concerning the infamous Corvair. I was able to trade the last Corvair I owned, (a 64 Monza 4 Sp) straight across for a 66 Pontiac Bonneville. After that deal was done, I swore that I'd never own another Corvair. That was over 40 years and many different vehicles ago, none of which I'm happy to say were Corvairs. I will give you this, the Turbo / Super charged, whichever it was, 65 Corsa that I had was a kick in the pants, until the engine fell apart. Sorry, don't mean to rag on another persons pride, but I have just about nothing but bad memories where the Corvair is concerned. Ever know Tex Shaw out of Kanas? He had several of the Corvans at one time and spent a lot of time in the Grand Lake area of Colorado. Of course, this was 20 years ago.
  9. Hello again, Well I think I already know the answer to the question, but it doesn't hurt to ask. The old 65 Chevy 292 has about no oil pressure to speak of, the gauge shows just over 20 psi when cold and maybe 5 psi @ idle once it warms up. No, its not being driven at all. There doesn't seem to be any rod, or main bearing noise such as knocking, and the engine doesn't smoke or show other signs that its just flat worn out. In fact, with the exception of the low oil pressure the engine runs very well. However, there is a noise coming from the bottom of the engine that sounds like it could be being made by the oil pump. My questions are, has anyone ever run across, or heard of a Chevy 292 with a weak, or worn oil pump that was the lone cause of low oil pressure? And, could a stuck check valve cause low pressure? I have no history on the engine other than hearsay that the engine was rebuilt at some point. ( this is an old commercial truck, it very well may have been rebuild more than once ) And one last thing, it sat for many years ( maybe as many as 8 years ) with filthy oil in it, could this have any effect on the pump? Thank you so much for any advise or theories.
  10. Hi all, I spent the day cleaning up the old truck. Just getting that done took the better part of the day. Anyone else want to share what they did with their classic today?
  11. Guest

    Need advice.

    Thanks for the ideas! After cleaning it all up, the surfaces looked pretty good. I did use a little Permatex high temp RTV ( the orange stuff ) between the two maniflods just to be sure. Well, as soon as it started, I could hear a small leak. :eek: Of course, this just will not do. So... the next step is removing the manifold for another check of the sealing area. I'm just not sure it isn't that heat riser shaft leaking. The squish between the intake and exhaust manifolds really looked good. I find it hard to believe it would have leaked as soon as the engine was started. Maybe a little later, but not right off the bat. Anyway, That's where it stands, the manifold has to come off, again! Thank you once again for the ideas . I'll report my final fix, if I ever find one.
  12. Sorry, but both of the 63 Nova SS convertibles I owned had factory 14 inch wheels with a 4 bolt pattern. No Nova had 5 lugs until the V8 came out in 64.
  13. I remember seeing a vehicle similar to the one in the picture in an old movie. Sure can't recall the name of the movie, but in the movie, the vehicle was a being used press car.
  14. My gripe with the show is those 2 are always walking past, or climbing over really neat old cars and bikes to pick up some piece of junk like an old lunch box. "Lunch box, picket, 50 bucks, valued, 65 bucks". Right. Made a bunch on that deal. A 65 mustang, value 2-14k, picked for, oh, we walked right by it to get at the lunch box. Then Mike says "Hey Frank, I'm not seeing anything" , as the camera pans over 4 or 5 classic cars, and an old Kawasaki 500, Then Mike will say," Oh wait, there's a basket made from bottle caps". Jeeze.
  15. I almost was an owner of a Tempest with the OHC. I still remember the first time that I looked at one of those engines. It was like, what in the world is that? Why was that such a short lived project? With all the OHC engines from Europe at the time it seemed like a good proven idea. Now everything is OHC.