Buickborn

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About Buickborn

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  • Birthday 10/12/1946

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  • Biography
    1930 Series 44 Roadster
    1954 Roadmaster Hardtop Coupe

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  1. Well, I've found gasoline to be a little mild for cleaning petrified-gas crud or impacted sediment out of these filters. But soaking the stone overnight in acetone or lacquer thinner, followed by a good sloshing in either of these solvents, does the trick. By the way, these filters -- especially if a little dirty -- seem to be somewhat unforgiving of weak fuel pumps; it can take plenty of oomph to get an adequate supply of fuel through them.
  2. I'm running several of these stone filters on my menagerie of old relics. They are excellent for trapping even the finest of sediment -- much better than the later, paper-element versions. The only glitch -- a minor one -- is that the dirtier your fuel, the more frequently they need cleaning in order not to clog up and stop your car in its tracks.
  3. This is news to me, too. Could this minor difference have reflected a running change, as opposed to exactly correlating with model year?
  4. Iancemb -- guess you're right. But I don't recall having ever encountered such unpleasantness here before.
  5. Surely there is some plausibility to the tale of the semi-automatic having been foisted on Buick, because its availability on Olds but not Buick would (and then ultimately did) violate the vaunted Sloan-mandated pecking order of the GM makes. While Buick sales literature dating from 1941 through 1947 (when both Olds and Cadillac offered an automatic while Buick did not) valiantly tried to dismiss automatics as complicated gimmickry vastly inferior to Buick's torque-tube/coil-spring engineering, who knows how many sales Buick lost by lingering in the manual-only realm? It is, by the way, interesting to conjecture about whether Pontiac would have received the Hydra-Matic in 1948 if Buick had not had the Dynaflow by then. If so, that would have been quite an embarrassment, leaving Chevrolet and Buick as the only two GM makes without an automatic (and presumably both for the same reason: the incompatibility of the Hydra-Matic with torque tube drive).
  6. Having noted the auction text to the effect that this car, as a 1955 prototype, incorporated some 1954 features, I found it an irresistible "I Spy" challenge to ferret out such features. Head hanging and eyes cast down, I must admit that I could find only two: the 1954-style engine oil filler planted in the valley cover, as opposed to the 1955 dual filler/breather caps in the rocker covers; and the plain 1954 brake pedal pad, as opposed the 1955 version that boldly proclaims "Power Brake." Can anyone here top my lackluster results?
  7. Goodness -- this narrative certainly differs from my understanding of Hydra-Matic development; that is, the story as I've read it was that the Hydra-Matic was designed by Earl Thompson, a Cadillac engineer who had distinguished himself by inventing sychro-mesh while still in high school. According to that narrative, the transmission was a project of Cadillac Division but was shunted to Olds for 1940 as a means of testing the bridge before risking Cadillac's reputation. It wasn't until the middle of the 1941 production run that Cadillac began offering the Hydra-Matic. A subplot to this story (possibly mythical?) was that Buick had been so burned by its 1938 self-shifter that it delayed mightily in automatic development until after Pearl Harbor, when it contracted to build military torque converters, which later -- voila! -- became the Dynaflow.
  8. Like most others, I have always been under the impression that these transmissions are extremely rare -- especially having been, by all accounts, recalled by the factory early on due to problems and replaced with conventional manual transmissions. If they are still out there in significant numbers, I'm wondering how owners manage keep them in operating condition. Are they similar enough to early Hydra-Matics (except, of course, in lacking the fluid coupling) that they can be overhauled with Hydra-Matic components?
  9. Well, Hans, I agree with your ideas about acquiring something that needs a friend. A car in which I have some "skin" not only is a source of greater satisfaction for me than one that would reflect merely a fat checkbook, but it also provides stronger bragging rights😄. Further, it helps to invite others into the hobby, by means of the message, "If I can do this myself in my own humble garage, then so can you."
  10. Hans -- I'm glad that Riv found you as its new owner! I'd seen it on eBay a couple of times and was surprised at the modest bidding for such an iconic car -- probably due to interior work needed. No doubt you'll have that little matter fixed in no time. Congrats on your excellent acquisition!
  11. Just wondering . . . does anyone on this forum have a clear sense as to whether the number of U.S. collectible cars going overseas is at all offset by the number of such vehicles being imported here? It appears that Americans are running quite a trade surplus of sorts in this market -- that is, selling more than we're buying -- especially in the case of high-end vehicles. Given the country's large population and relative affluence (not to mention the natural American preference for American cars), it's hard not to wonder why so many of our collectible cars have to go overseas in order to find homes.
  12. Hans, it looks to me like the Elko NV Riv that was advertised in Hemmings for a while -- even appears to be wearing a Nevada license plate.
  13. Roadmaster -- Your busy-engine problem seems odd for any American non-performance car built as late as 1963, by which time the low axle ratios of the past were long gone (except in trucks and performance cars). Near as I can determine, your Special should have a 3.23 axle ratio, which, with 13" wheels (assuming about 25" tire diameter), equates to about 2590 engine revolutions per mile -- not exactly overdrive conditions but well within the comfort zone of a high-revving engine like the V6. Have you been able to determine the actual rpm of the engine while underway? Sometimes conditions other than rpm will cause an engine to seem busy, such as a noisy exhaust system or even a heavy-duty fan. Further, RPM-related problems caused by excessive torque converter slippage would only be aggravated by larger wheels/tires, which would add loading and increase heat generation.
  14. This pattern of lower-level Buicks being represented as Roadmasters is extremely common, especially on eBay, where sellers, when challenged on that account, often claim that the eBay input format accepts only "Roadmaster" for Buick models. Seems that a likely anti-deception precaution would to ask for a photo of the data plate; but over the last few years we've seen data plates switched out in order to further the deception. And once in a while someone adds a fourth porthole to a '49-'54 non-Roadmaster for the same purpose. By the way, I'm not sure I agree with the argument that the difference between a Roadmaster and a Super (not mention the junior models) is of little consequence. After all, no one would say that about a Packard Super 8 vs. a 120 or a Chrysler New Yorker vs. a Windsor, etc.
  15. I'd say that the closest factory color to that appearing on this car was Tunis Blue, somewhat lighter but definitely not as light as Robin Egg -- more like a light azure blue. Quite an appealing color, especially on hardtops and convertibles, although I don't remember seeing it in the flesh since the '54s were still fairly current.