Beemon

This is highly debatable. Dual master cylinders are already hydraulic proportioning valves and they're no safer than a single stage master cylinder.

Whatever 4 barrel you go with, make sure it has vacuum/weighted secondaries. Otherwise you'll flood on the street.

I can't say that I've ever driven below 20 degrees, but for what its worth I drive my car year round and it has both the heat track at the base of the carb plugged and the heat riser torn out. In 30 degree weather, I've never noticed any difference other than the carb being on fast idle and higher oil pressure at start up.

My car came factory with cam-o-matic wipers. When I enquired, because they were factory stock on the Roadmaster and optional on other series, the guy informed me it would not matter. Cam-o-matic wipers sweep further than regular and are controlled with a vacuum signal to the return cam in the vacuum motor. Needless to say, this was not accounted for in their "engineered for your application" motor and no amount of removing and repositioning the wiper arms fixed this, nor did adjusting the sweep of the motor. I say it's weak because the motor would not sweep across a dry windshield - my vacuum wipers do. A 55-57 Chevy motor would be a better investment if you can make it work, imo. Much stronger motor, though it would probably slap, too, considering Chevy didn't use the cam-o-matic system with their electric motor.

I don't think we're in Kansas anymore

The front plate is about a quarter inch thick plastic with chrome laminate, pretty thick on its own. I ended up using my old ball peen hammer to straighten the bracket back out as best as I could. My grandfather Weis would be rolling in his grave if he knew I was using his hammer on a GM car haha. Looks good now, the pic above helped to determine the general shape.

kind of off topic, but I found my spare wiper switch I pulled off of a 55 for my electric wiper conversion (don't bother with electric, the motor is weak and makes the blades slap the stainless). It should be the same, if not similar, but its pretty simple in design. Hopefully this helps when you get to it. I must note there wasn't a rubber washer with this unit, but would probably be a good idea to add one.

Don't try to strong arm it, you'll spin the counterweight off the end of the shaft. Also when you free it up, make sure the spring is retained otherwise during motion it may vibrate off the end of the shaft as I had on my working exhaust manifold.

Thanks guys here's what I'm working with. Think I might just buy one... haha

Looks like it's time to drop the gas tank.

Do you lose vacuum when you press the button or all the time? You can get it out by using a pick to gently pry the button out of the bezel. You'll need special needle nose pliers to unscrew the nut. Then all you have to do is pull the cable through the firewall to get it out. The washer button is just a long needle that pushes a plate against a neoprene washer that's spring loaded on the other side and opens the vacuum circuit to the pump. If there's no leak when the button isn't pressed then don't worry about it. Did you verify the washer pump isn't a vacuum leak?

Mine has been like this since I've had the car, can anyone upload what the bracket should look like? (Bare, not attached to the car/ plate)

What's your idle speed?

Is there anything that will hold a Nailhead besides the stock 3 speed or high torque truck box?

You just need to take out a third mortgage. "Everyone has three mortgages these days."

That poor C300... The Buick, too. Looks like it had it's soul ripped from its body.

Look at that, real lake pipes!

Matt, your symptom mirrors mine exactly. No issue starting, just lopey after a good 30 seconds, then picks up again after a minute. Is NC really humid on the Atlantic coast? Even at 40 degrees, ambient intake temps are still below freezing. Probably just the nature of the beast. Bog is something to live with, though its not as bad with a WCFB as it is with a 4GC (tuned exactly the same, the 4GC stalled a few times at lights for me - never had an issue with the WCFB). There are multiple accelerator pumps available, you could theoretically go and get a bunch and play around with pump shot placement. I would check the product service manual, too, as see if there's anything about changing the step hole on the accelerator linkage, where the C-piece connects the accelerator rod to the pump. John's suggestion about the breaker plate is good, too, as those felt pads can dry up and create friction on the advance plate.

Might want to put a tach on there and check idle RPM when warm. About 600 is where I set mine. Trans mounts shouldn't have much to do with the way the transmission operates other than the shift lever. Setting fast idle choke will help with the cold starting, but what you described is what my engine does exactly on cold start up and driving around town. It runs good for a good several seconds, then almost starves out then picks up again. This is probably the icing condition of the carburetor, where atmospheric temperatures drop about 50 degrees at the venturi and causes a restriction where the water molecules ice over the walls of the throttle bore and sometimes the plenum. Has it been cold and humid? I don't get these conditions during the summer time. My grandfather said he used to carry a squeeze bottle in the car with gas in it so on cold morning start ups he could squirt a bit more fuel into the carburetor to keep it going until the engine's ambient temperature could melt off the ice. I also run a vacuum gauge in the car. At stop lights, sometimes it'll be high and sometimes it'll be low. A carburetor is mechanically tuned for one ideal scenario whereas modern cars can compensate for changes in pressure, temperature, etc. I can't explain this one, and my vacuum gauge doesn't flutter madly, so I know my rings and valves are ok. I chalked it up as the nature of the beast. You could try replacing the spark plug wires. Do you know if they are solid core or carbon core? The modern plug wires break down over a year or two, maybe longer depending on how old they are and how much the car is driven. I can't remember off the top of my head. Did you rebuild the carb?

A part of this project was for the CAD class project, too, and after I had figured out how to setup a transient flow analysis, I didn't have time to do a motion study on a camshaft. Ideally, I would want to model the cam and follower and then do a motion plot to see how quickly it ramps up to full lift. Instead, I just used half of a sine wave to "simulate" this effect. This is my next step, now that I'm not being stressed over finishing two projects and this. Plotting enthalpy would be fun, but impractical given the skill level of the gentleman doing the exhaust system. I don't think it's even been started yet and we're looking to get it running by February. Group projects.. During study, I preferred the Brayton Cycle over the Otto Cycle - keeping the volume constant and changing the pressure just made more sense to me on paper. It's too bad the Chrysler turbine didn't go anywhere except to Jay Leno's garage.

So the program only analyzes static flow analysis. This means my simulation data is garbage. The transient flow study itself is accurate as the results mimic simulating a single cylinder, however the variable calculator does not take in these values and rather an average of the whole study instead. So now I need to run a variable analysis across four different studies and compare the results. I consulted with the professor of the CAD class about this issue, and while he was unaware, the issue was validated. As it stands right now, runner velocities seems to be around the 35ft/s mark, which I don't think is bad for a 36.6 cubic inch engine. It could probably be better, but without a flow bench and the ability to pump out prototypes, it's difficult to know how good it actually is. Looks like I'm going to have to push for a flow bench to be made with a Hoover vacuum cleaner, scrap aluminum heater hose.

Bernie, you'll have to give me a bit to compile the data. We don't have the money to make a few, so what comes off my computer is what we get unfortunately. I just spent the better half of last night running a multi-variable simulation with 36 different iterations, all measuring total, static and dynamic pressures, as well as peak mean velocity and individual runner velocities and pressures. The study has finished, I just have to sift through the Excel file and pick the best one, and then run another study on convergent points. Because of the valve overlap there is some unwanted scavenging going on, which will impact resonant characteristics before the valve closes. You are correct on temps and air pressure. The program does a pretty good job at simulating wasted air, as it circulates around the plenum. Pressure is lower than ambient in the plenum, even more so as it enters the plenum, reducing static pressure. Based on the graphs thus far, flow seems to be consistent across the runners.

I didn't realize how rare those real screens were until I started looking. Kind of like the 56 WCFB. I felt like I had more power when I swapped my solid screen for the real deal. Then I found bugs in the oil bath air cleaner.

Since September, I've been a member of our Formula SAE team and have been tasked with creating and designing the race car's intake manifold. I signed on for the intake manifold because prior I wanted to design one for the Nailhead. I figured this would be my best bet for a crash course, and after this one is said and done it's just a matter of plugging the 322 specs into the Excel spreadsheet. Our only restriction is that we must have a 20mm restrictor below the throttle plate for a naturally aspirated engine. We are going with ported fuel injection so it's straight air to the runners. The plenum design is what is coined as the Lehmann design, originally drafted by a Eastern European gentleman that is known for working on some of the best top performance Audi engines. I stumbled upon his designs by accident, after doing intensive research on four cylinder intake manifolds (for clarification, everyone in the FSAE seems to use about 3 types of intake designs - a perpendicular flow plenum, a straight flow plenum and the a round plenum, where the four runners are next to each other instead of in a line). I chose to use and optimize this specific design because I've never seen it before, and because I don't think anything like it exists in the realm of FSAE. After doing a mock model and further optimization, I was impressed with the results. I've finally reached optimization of our model and it flows pretty well. After calculating mass flow rate into each cylinder based on cam timing, where duration, lift and intake timing comes into play, I finally set up a transient flow analysis. This is the initial data that I used, calculated in an Excel spreadsheet. This was imported into the program as a function of time, where t = seconds and f(t) = mass flow rate. Here's the video: Notice the swirling into each runner after the overlap period collapses. This swirl is generated by the air traveling above the bell mouths, circulating around the outside wall and sucking into the runner at a tangent, giving it a vortex effect as it goes down. This is extremely desirable as it increases the density of the air stream going into the cylinder. Optimization parameters included the height at which the air from the first plenum enters the second plenum, a change in diameter at the end of the first plenum to create an equalized velocity flow to the outside port, and the distance the first plenum is from the second plenum. There are four entrance holes that separate the first plenum from the second plenum, and these four slots have the combined cross sectional equal to the combined cross sectional areas of the four runners (this was to balance flow). I'm pretty proud of myself over this one, and the team seems to think we've got a good one here. Also included in the analysis, but not directly affected, is a custom made throttle body, and air cleaner assembly. Prior years, they were using $50 K&N filters. After a few cross section calculations, I selected a paper filter that would not restrict flow at choke conditions and only costs $7 over the counter for a replacement (off of a Pontiac GTO Tri-power; readily available). The throttle body is a waste gate design prototype simply because I don't have a throttle body in hand to play with and I needed something to attach the air cleaner to the restrictor. The restrictor is a de Laval nozzle with a diverging and converging angle that is more radical than a traditional venturi nozzle used in most FSAE applications. As flow crosses the 20mm choke, it accelerates the flow out while reducing atmospheric pressure loss on the other side. The intake runners, air cleaner assembly and nozzle will be 3D printed with ABS plastic to achieve accuracy while the throttle body (if manufactured) and plenum will be CNC cut from stocks of aluminum (the plenum will be divided into multiple parts: nozzle bolt flange, taper made from cut 1/16 aluminum sheet, same with plenum 1 end and intake walls, roof and ceiling, and the throttle body will be cut from block aluminum). As this project nears its end for this year, the 322 project will begin. Our CNCing for the club is a sponsorship program, so I will unfortunately not be able to make my plenum from aluminum, but using ABS for the whole thing was a goal from the start. I'm also really looking forward to seeing how this intake compares to a real application versus a computer simulation. Anyways, hope you guys enjoy this bit of school project that has had me wrapped up for a bit.

Shop manual shows that hole on the side open. It could possibly be an air bleed to fine tune the mixture.