[1938 Buick Special barn find spins but won't start]

21 hours ago, MCHinson said:

Make sure all of the ignition wiring is correct

 

Just a few weeks ago, a friend could not get his Buick running after a tune up.  He mixed up four spark plug wires.  John and I double checked all wires coming out of the cap and followed them IN THE PROPER FIRING ORDER to the proper spark plug and she started right up.  This may seem so basic but anything can happen.

[1938 Buick Special barn find spins but won't start]

I recently posted a full, step-by-step guide to rebuilding the Delco-Remy distributors.  Maybe it will help, even just as a guide to where all the wires and parts go:

 

 

[My Buick collection 1929 and 1938]

Here's how I did my '37:

Step - by - Step photos:

 

 

[1937 Buick Model 48: RESTORATION HAS BEGUN! (Photo)]

Hi Norman!

You are correct, the shorter side goes forward, the longer side (about 9+ inches longer) goes to the rear shackle.

 

The original springs with the tin covers still intact.

 

 

These are the new leaf springs from EATON.

 

Be sure to tighten down those "U"bolts when installing.  I relied on an impact wrench and thought they were tight enough.  Get a torque wrench on those nuts.

 

Gary

[Vacuum advance question for 35 40series]

I posted a step-by-step distributor rebuild a while ago.  It does make a difference when everything in there is functioning properly.

 

 

[Change rear bearing on a Buick 1936]

3 hours ago, Tomas said:

Is it also a Buick -36

I have a ‘37.  Ended up replacing both rear leaf springs.  New set from Eaton and they are great.  Be sure you torque them to spec when installed and check again after a couple hundred miles.  Once all my suspension parts were restored/replaced, I think the best thing I did was to take the car to the “Front End Shop“ in Farmingdale for a four-wheel alignment.  Amazing how beautifully she runs after that. 
 

Here’s how I bought the car.  The rear leaf is cracked and protruding though the gaiter.
 

 

search my restoration for “springtime”.  The whole process is documented... just touch the arrow!

gary

[Change rear bearing on a Buick 1936]

My Buick rear tire rubbed just like yours.  I replaced both rear springs and had the shocks rebuilt to solve it.  
 

 

[clogged engine block flush??]

The power wash won’t hurt the block and is very effective at removing all the rust, scale…. My engine was out on the driveway when I pressure washed it but I sent my radiator out for a re-core.  
 

[1940 Buick 320 cam timing]

From my '37 manual:

 

 

The timing chain has marks that are exactly 10 LINKS apart.  These must align with the marks  on the gears.

 

 

 

 

The book on the left, my actual engine on the right displaying the proper alignment of the timing chain.

[Need a Brass 90 degree Fitting for Fuel Pump to Gas Tank]

I've used these "Yor-Lok" tube fittings very successfully.  Maybe you can research your fittings and thread and find one that will work?

 

[DELCO-REMY DISTRIBUTOR 663-Y REBUILD (Step-By-Step photo guide to the 663-(?) Distributors)]

On 10/12/2022 at 12:37 PM, Bloo said:

Dwell that does not come out as it should at the specified point gap is usually a different problem, points cam wear. Think about it, for the right amount of "on" time, the rubbing block on the points needs to open the points by contacting the cam at the right place on the lobe. When we set the points with a feeler gauge, we are not using that same point on the lobe. We are using the highest point on the lobe. The highest point probably wears down the fastest with use.

 

If the lobe is worn down, you would need a narrower points gap to wind up with the correct dwell. Within reason, this is OK. If the cam wear is too much, the gap will just not be wide enough when the dwell is set. You get the same sort of symptoms as you would get by setting the gap too close, like points arcing, points burning up too soon, lousy idle, etc. If you instead set the points gap to spec with a feeler gauge, the points will come into contact with the cam early. They will open early and close late and there will not be enough dwell. That translates to not enough coil "on" time. The main result is a weak spark at higher RPM.

 

I think 3 degrees is probably in the margin of error and doesn't necessarily indicate any problem. You also seem to be off in the wrong direction to blame it on wear. If the dwell meter is doing what it should, I wouldn't be too concerned about it.

 

The Buick manual says you can expect a 2-degree change in the cam dwell angle when using new points.

 

 

On 10/22/2022 at 8:03 AM, Rock10 said:

Does anyone know what the end play on the distributor should be?

The manual specifies .002 to .007 end play of the shaft.

 

[1939 Buick Special Vent (wing) window removal]

[Buick 1940 .Change a flat tire ....]

On 12/28/2023 at 5:24 AM, Morgan Wright said:

I thought most people used bumper jacks in those days. My father when I was a kid acted like bumper jacks were the standard thing.

Here's an old ad from 1935...  "Standup" bumper jack

 

[BARBARA S. WIEGAND]

Our deepest condolences to you and the entire Wiegand family.  

Sending prayers for solace at this heartbreaking time.

The Wheeler's

[John Shibles passing]

John was a class act.  Always friendly, down to earth and truly a gentleman in every sense of the word.  For those of us lucky enough to live here in Monmouth County, NJ, a trip to John's "Backdoor Garage" was the thrill of the year.  I say garage.  This place put many museums to shame!  On top of the awesome cars, the amazing decor and the over-the-top hospitality from John and Jill, it was a "never-miss" trip!  

 

I took my sons to see the cars a couple years ago.  Allow me to share some photos.  You'll see in an instant why we looked forward to our yearly visit!

 

 

John...  The ultimate host!  In his garage hosting our local club.

 

 

The wall decor was like an old street.

 

 

Club members checking out all the cars

 

 

"Abraham"......  His Lincoln.  They all had great names!

 

 

His Duesy.  Stunning

 

 

 

 

 

Here is the Duesenberg at a local fund raising event held on the grounds of another club member.  The car had a crowd all day.

 

 

No words needed.

 

 

My deepest condolences to the family.  John will be sorely missed.

 

Gary

 

 

 

[Point gap diminishes]

On 7/19/2023 at 7:01 PM, EmTee said:

Make sure the breaker plate doesn't bind in the housing.  Also make sure that the mechanical advance weights are working smoothly.  It's much easier to make these inspections and perform any cleaning and adjustment with the distributor on the bench. 

 

Much easier on the bench!  Here is my step-by-step distributor restoration.  Maybe it can help as you check each part is working correctly.

 

 

[Does running an electric fuel pump cause fuel restriction?]

I installed an accessory electric pump to prime the carburetor when the car sat for more than six days.  

I now push the button under the dash for about 30 seconds to fill the carburetor bowl and she fires right off.

The original fuel pump works fine the rest of time and it draws fuel through the electric pump just fine.  No issues at all. 

 

Here's how I installed the inline fuel pump.  As I stated, I use it only to fill the carburetor prior to starting, so I installed a momentary push button under the dash.

 

Step-by-Step install:

 

 

[1937 Buick temp gauge alternatives]

When I did my '37, I sent all my gauges out to Bob's.  Very nice workmanship.

 

[1937 Buick Model 48: RESTORATION HAS BEGUN! (Photo)]

32 minutes ago, JBP said:

how are those copper-sheathed gaskets holding up for you

 

I just went out in the garage and snapped this photo with my iPhone:

 

 

 

The manifolds have been on the car for over six years now, I'm quickly approaching 3,000 miles on the car and so far no issues at all.  

You can still see the small bead of the high temp gasket maker around the exhaust ports and  the gasket still has its shiny copper look.  

So far so good!   

[1937 Buick Special Exhaust Manifold Gasket]

 

[1937 Buick Model 48: RESTORATION HAS BEGUN! (Photo)]

On 6/22/2023 at 12:04 AM, 37 Buick Special said:

Do you have any photos of the exhaust ports on the block with the positioning (not the right word for sure) rings installed prior to manifold installation?

Hi Dave!  I went back and found the photos:

First I sat the gland rings in the intake ports of the manifold to be sure they fit without binding.

 

 

Once tapped in, I measured the amount of metal proud of the casting and the gap.  I just didn't want any surprises when I installed the manifold.

 

 

Then over to the block, I installed all four gland rings, and remeasured gaps and the height of each ring.  Everything was good here.

I did not want the height of the ring to prevent proper manifold seating.  

 

 

I used this on the exhaust ports only.  First a light smear around the ports on the block....

 

 

Then I sat the gasket over the studs, over the gland rings and the gasket maker tacked it into position.

 

 

Again, a smear around the exhaust ports of the manifold assembly.  

 

 

Heave it up and bolt it in position.

 

 

Hope the photos help!  Have a great day!

Gary

 

 

 

[Advice for electric fuel pump setup for flathead Cadillac]

I installed a 6V electric pump to simply prime the carburetor after the car ('37 Buick) has sat for about a week.   The fuel in the bowl would evaporate, so instead of running the starter motor over and over to prime, now the electric pump, installed inline, does the job in about 30 seconds.  

 

Here is the entire write up:

 

 

[Ring Gear Flip]

I had a nice ring gear story also!  When I restored my '37, it was obvious the vacuum start switch was malfunctioning and allowing the starter to "try" to engage while the previous owner was driving.  This constant activation of the solenoid caused irreparable damage to my ring gear, where a "flip" was out of the question.  I did get a new gear from Bob's at the time and the install was pretty straight forward:

 

 

My ring gear after constant attack by the solenoid and starter.

 

 

This close-up of the teeth show irreparable damage.  No flip here.  So I got a new gear and made the replacement.

 

 

I evenly applied heat all around the gear to allow a slight expansion.  Using a heavy brass drift I began punching down little by little 

Here you can see the ring beginning to let loose and drop.

 

 

Almost completely off now, a few more taps and she dropped free from the flywheel.

 

 

After cleaning everything up, especially the shoulder on the flywheel, I placed the ring on the grill to heat it, and left the flywheel out in the February cold.

 

 

The heat expansion was just enough to allow an easy slip on and when it all cooled and contracted, she was home.

 

 

If you zoom in, you can see the bevels in the gear teeth to allow the starter gear to engage.  

You will have to create some kind of bevel on this side to allow easy engagement.

 

This was the first time I ever did this and it went very smoothly.  I have completely restored the car, so everything now works as it should.

Getting close to 3,000 miles, and when they are all sorted out and adjusted properly it all works as intended.

 

I would really try to find a good replacement ring gear unless like Larry said earlier you have a shop that can create the bevel on each tooth.

 

Gary

[1937 Buick Special Exhaust Manifold Gasket]

I installed using gland rings in all the intake ports and an orange Hi Temp sealant around the exhaust ports.  Both sides of the copper gasket.

 

 

[Carter WCD 2-Barrel Carburetor Step - By- Step Photographic Rebuild Procedure]

Carter WCD 2-Barrel Carburetor Rebuild / Service Procedure:  A Step - By - Step photo essay

 

PART THREE:  REASSEMBLY (continued...the last step!)

 

 

16. Install the Throttle Connector Rod and the Fast Idle Connector Rod:

 

 

These are the final parts to complete the carburetor rebuild.

Note:  The small round part way out on the left is what's left of the original throttle connector rod washer, spring and retainer.

The brass part in the middle is Part No. 172-22 "Throttle connector rod retainer".  Easier replacement if your original is rusted or ruined.

 

 

Install the Throttle Control Rod:

16A. Insert the upper end of the throttle connector rod into the hole in the pump operating lever.

16B. Insert the lower end of the throttle connector rod into the hole in the throttle shaft arm.

 

 

16C. Slide the countershaft pin spring into the groove to secure the upper end of the throttle connector rod to the pump operating lever.

 

 

16D. The lower end of the throttle connector rod is secured using the throttle control rod washer, spring and retainer.  (Or use part No. 172-22 throttle connector rod retainer)

16E. Push in the retainer to compress the spring and turn it 90 degrees to secure it.

 

 

 

Install the Fast Idle Connector Rod:

16F. Rotate the upper end of the fast idle connector rod to line up the upset in the rod with the elongated hole in the choke lever.

16G. Insert the fast idle connector rod into the hole in the choke lever and rotate down to secure the upper end.

 

 

16H. Insert the lower end of the fast idle connector rod into the hole in the fast idle cam trip lever.

16I. Secure the lower end of the fast idle connector rod with a pin spring.

 

 

You are finished with the reassembly of the Carter WCD. 

 

(Notice I did move the brass data tag out of the way of the fast idle connector rod.)

 

 

I made the preliminary adjustments all according to the Carter sheet.  I'll post them in a few days.

 

Gary