Pfeil

Went to school for these two. <W-J-34 Worked on these, note three turbo compounds The turbo compounds do not compress the intake, but rather each PRT or power recovery turbine drives a driveshaft to the crankshaft. 3350 cubic inches and 3350 HP. Combination of two 3350's and two Westinghouse J-34's (the J34's burn 145/115 recep.gas) Full Power on takeoff each of the 3350's use ADI (Turbo Rocket fuel for you Olds guys) from a 25-gallon tank in the wheel well behind the engine. Not many planes with two propulsion systems. If I could have any piston engine plane to fly it would be this one, Maximum speed: 763 km/h (481 mph, 412 kn) at 6,500 m (21,300 ft) A-6 690 km/h (430 mph; 370 kn) at 5,300 m (17,400 ft) Cruise speed: 685 km/h (426 mph, 370 kn) at 7,200 m (23,600 ft)

Doesn't concern me so doesn't bother me.

Styling wise, like a 1953, 170 Mercedes or VW beetle right out of the 30's

FYI while you're in there. On these old VW/Porsche engines. Check the pressed in tubes on the fuel pump and inlet to carburetor. Give them a good yank. I've had them pop out while driving. One time the output from the fuel pump popped out and doused the whole engine compartment. Lucky, the car didn't burn to the ground. Also check and make sure there is a rubber grommet in the engine tin where the fuel line comes in behind the engine is there. If not, the engine vibration will cause the fuel line to rub against the tin and cut the fuel line in half (right over the rear left side of the cylinder head) for a nice fire. Note if a fuel tube is loose on carburetor or fuel pump, just pull it out, put in a vise and slightly oblong it, bend it and scuff up the tube, then clean it and the carb or pump hole and epoxy it and tap it back in and let it dry and harden up. It won't come out again. FYI fuel pressure is 2 1/2 psi

Yes, it's the Oakland/Pontiac V-8. Here is the Chrysler Hemi V-8 notice the lifter gallery, single plane for all liters and pushrods. Below is the engine BUICK was going to make but didn't. notice the lifter gallery, dual plane for intakes and exhaust Notice where the intake valves are sitting. Exactly where the intakes are on the Buick Nail head are. The Buick Nail head brings all the valves together on the top to save production cost. Below is the production Buick,

How about a V-8 engine whose valves are in the block like any flathead except the valves are over the pistons.

Sorry Frank and Glenn, my fault I misspelled the name. Safe-T-Track. If Frank looked it up the way I just spelled it, he would have found it.

My 1962 and 1963 Pontiac Catalinas came stock with 2.69 rear axle ratios. This was the standard axel ratio for the standard 389 V-8 (267hp) with an automatic. StarChief on the other hand (389 V-8 & 283hp) being 7"longer and heavier had a 3.08 and Bonneville (389 V-8 and 303hp) had a 3.23, still the 62 Grand Prix had (389 V-8 and 303hp) a 3.42. BTW those Pontiacs could be ordered with a 2.56 all the way to a 5.10 rear axle ratio. When my dad special ordered our 59 Catalina out of the zone office it came with a 3.08 safety track (to run on the street) and a 3.90 and 4.10 safety tracks in the trunk for drag racing. In 1968 I ordered a 1969 Pontiac LeMans with a 330hp 354" engine, M40 (T400) and a 2.56 safety track. I also have a 3.08 and 3.23 safety tracks for it. I still have that car and right now it has the 3.23. That car ran high 14's with the 2.56 gears and went through the traps in 2nd gear. My 76 Olds Omega with a 250" chevy six, T350 automatic came stock with a 3.08 posi. I wanted to order a 2.56 but they wouldn't let me. I felt fortunate though because the let me get the THM350 instead of the THM 200 it was supposed to get. -The advantage of ordering out of the zone office!

With Dynaflow you are (unless you are manually using LOW) you are only in one gear, high gear Just like the original Chevy Power Glide until 1952. The torque converter is doing all the multiplication or reductions instead of gear changes. As said earlier your rpms in high range seem as it should be. Buick designed the transmission to utilize the best engine rpm for the application of load, road speed and throttle opening. Even though Hydra-Matic transmissions are in direct drive in the mechanical section of the transmission the output to the tail shaft isn't really direct because of the connection between the engine and the transmission has slippage from the torque converter. The only automatics that were designed to somewhat remedy the situation was 315 Controlled Coupling Hydramatic, 375 HydraMatic (Roto) and 1961-63 Tempest Torque transaxles. All three of these automatics have a feature called "split torque" where in high gear power is divided mechanically and through either the fluid coupling (315 and Roto) or torque converter (TempestTorque) For example when Roto HydraMatic is in high gear only 40% of the engine torque goes through the coupling and 60% it is in mechanical connection. In high gear these transmissions were more efficient than any other automatics until automatics started coming with lock up converters. CVT, Constant variable transmission with converter lock up are very efficient. They put the engine rpm exactly where it's supposed to be depending on load, speed and throttle position. For example if I'm driving at 70MPH on level surface, with cruise control on my rpm is 2,100 and approach a slight hill approaches rpm gradually climbs to 2500 to meet the condition of the load. Throttle and the variable transmission ratio work together seamlessly. At that same speed I decide to pass a car, I floor it The ECM and the TCM work together to put the engines maximum HP and Torque and apply it to the transmission ratio. That means the engine goes right to the sweet spot and stays there and as road speed increases the trans variable ratio is going higher to maintain the engine in that sweet spot. With one of my cars that amounts to 6,200 RPM, that's where the highest hp and torque intersect. This very same idea is what Charlie Chayne was trying to do in the mid 40's with Dynaflow. His problem solved the gear change problem through the torque converters multiplication, but could not control the RPM sweet spot perfectly, nor eliminate the amount of slippage wasted. Todays cars solve the problem by using CVT or by using multiple speed automatics 5,6,7,8,9,+ speeds-they come close, but they can never stay in the sweet spot like a CVT, plus they are very expensive.

That's right. You want to be all in mechanical at 2100 rpm, 36 degrees 400" and smaller and 34 degrees for 421-428-455.

Do you know if someone ever made a T shirt that said (and had a picture of) this is not your fathers Oldsmobile (showing a 2004 Olds) and, This was your father's Oldsmobile!! (showing a 442 or a 57,88, J-2) And one to wear at a Chevy event.

Why not tag this one for the worm hose clamps as well? And that rubber carb fuel hose (is getting heat transfer from the rad hose!) should be a solid hard line from the fuel pump to the carburetor. As far as the battery cable clamp is concerned and I know it doesn't apply to this car's battery cables but if you can find me a stock battery clamp that will take an "0" gauge wire I would use it, otherwise this clamp is perfectly fine. Before inserting the wire, you put the end of the wire in a soft jaw vise and gently without much pressure shape it, then solder the end before inserting and clamping down. Pontiac has had its share of starter motor problems. Remedies include upside down solenoids on starter motors on cars with factory headers used in NASCAR, and heat shields on RA3 and RA4, and H-O long branch iron exhaust manifolds. As an adjunct, "0" gauge wire should also be used especially if your battery is located in the trunk!

Funny that you mentioned the two door models and convertibles being the top rung for styling. When John DeLorean became general manager of Chevrolet sometime in 1970 the 1975-79 Chevy Nova X body was being designed. DeLorean was into European car design and liked the three box sedans, especially performance four door sedans. DeLorean made sure this new Nova would follow that trend. The 1975-79 Nova styling image leader was the four-door sedan instead of the other way around. Also Nova chassis was taken straight from the F body (Camaro-Firebird) so now you could build a sports sedan or police car. Within a week of owning the Olds version I installed 9C1 police Nova steering box, T/A springs and sway bars and Koni shocks-all out of the G.M. parts bin, except for the Koni's, straight bolt in. The two door is iffy, but the Landau doesn't blend at all.

It was more like my buddy's pain, but I know what you mean. Some time ago I went to a local cruise night with two friends. Bill and Wynn were father and son and they had two matching black 56 T-Birds. I had already eaten, but Bill and Wynn hadn't so they went in the burger place while I walked around. When I got back to the T-Birds there was a girl sitting on the deck behind the seat (you know, black and white seats) with her shoes on the seat with her boyfriend or something taking pictures. Just then Bill and Wynn showed up. I had never seen Bill so mad, I thought he was going to explode when he ejected her. As you said and so true, " Some people have no respect for other people or their possessions."

Yes! At a car show sitting behind my car talking to a friend next to me who had just painted is 69 Grand Prix, a woman walks between our cars with dog on leash and a large handbag (the ones with metal knobs on the bottom) whips around doing a 180 and the bottom of the bag goes right across the quarter panel in an arc about 10 inches long, past the paint, past the primer sealer, past the sanding primer, past the epoxy primer and into the metal. She didn't say a word and kept on going until my friend caught up with her. Don't you just love it when they say "it's just a car".

Exactly! As for Twisted Shifter, don't mention me in any of your post!.

Possibly, but don't count on it.

Since we are here now, has anyone been stopped, cited or even warned by law enforcement while driving a car with antique or collectors plates? NEVER!

Swoopy !

Just depends on the parking situation, like is there an end space and is the spacing wide enough. Also do I have the ability to keep an eye on it.

Just depends on where you live. Where I live its trucks.

The problem with the chrome you see on scale models is the chrome goes sort of transparent. So, if the plated plastic piece before chroming is black or white plastic after a while the chrome becomes translucent. If your models are not in a case the metamorphoses happens quicker. If such plating were on a car exposed to the elements, the change would be even quicker.

I agree, our cars ARE the attraction, so let the general public pay to get in. The annual Prescott Veterans car show was two weeks ago, 45 bucks a car to enter. Think the car owners should get organized! Over 500 cars and at least that many onlookers.

Pontiac and (Oldsmobile fans indirectly) Have a lot to be thankful for to Jim Wangers. Although Jim only worked for Pontiac's add agency, for an outsider Jim had quite a lot to do with the direction Pontiac would take from 1959-1970, and some work into the mid 70's (like CanAm Pontiac's. One of his first task asked by Pontiac General Manager Bunkie Knudsen was to be the link between the factory and dealerships in regard to racing sponsorship and funneling racing parts to these willing dealers. The first Pontiac dealership to do this was Royal Pontiac. Wangers had a close relationship with this dealer and also raced for them after a Royal driver crashed the 1959 Catalina race car. From 1960 to 1963 he drove in S/SS and in 1963 BF/X Note, Frank Rediker a local Olds Mech. Came up the Royal Bobcat treatment (tune up and engine blueprinting). After working at the Olds dealer all day, Rediker would come over to Royal and work at night on the race car. It is interesting to note that Wangers had complete control of Pontiac's Press fleet and had his cars prepped (Royal Bobcatted) to his liking. This by the way produced some famous "Ringer" cars like The Car and Driver 1964 GTO. Pete Estes, John Delorean and Wangers, and Wangers through his friend George Hurst were able to convince top G.M. brass that by using another brand such as "Hurst" shifters on a Pontiac that it would help create sales. Before that it was against G.M. company policy. This act of boldness allowed Pontiac Factory installed Hurst shifters in 1964, Hurst Oldsmobile's etc. This became standard practice in the whole industry later. Years later after all this went away Jim, who now lived in San Diego County always supported the Pontiac clubs all over the country and was always at events. There was never a problem talking to Jim as he was always available to all. A real nice guy, a car guy.