Pfeil

Charles, the answer to that question depends on how you drive that car. If you drive it like a normal law-abiding citizen, it will last forever. If you drive a 53 sensibly, I would put in a (if you could find the cogs) 2.56-2.78 ratio and believe me you will still smoke the tires, but you will get great gas mileage. To get that great mileage out of that 389 you should use the 518111 (A) camshaft with the small AFB. Make SURE your intake valves are ground at 30 degrees (some builders don't know this) BTW that camshaft gave a 1959 Pontiac with super hydra-matic an "average" 21 mpg going coast to coast. That car is about 450-500 lbs heavier than your Chieftain.

Wasn't it nice in the old days. Even to the early 70's some manufacturers were still providing drain plugs in their tanks. We didn't have ethanol, but we sure had some (not all) of the same problems that those pictures show. Two of my cars have tank filler necks that I can see right to the bottom of the tank, and I have been using ethanol ever since it replaced methanol as a anti knock property somewhere in the late 70's. HOWEVER, Cars should be able to use the fuel they were designed for. -Like airplanes! I'll bet this topic gets moved.

Hard to believe, but true that a 1960 Catalina (a 122" wheelbase & 7" shorter-all in the trunk than StarChief and Bonneville) won the 1961 Daytona 500. The coming off the backstretch speeds were just a hare over 170mph and the car averaged over 152mph.

Most of these cars I see have the vinyl roof option. Your car looks sooooo much better without it!! Well Done!

Very nice looking and nicely preserved car. Hope it has the 307 V-8 Oldsmobile engine.

I should have mentioned oil as it keeps the wood from drying out and cracking, but that is why you should talk to the previous owner first to see what's on the wood.

Why don't you contact the guy you bought it from and ask. Seems like he knew what he was doing.

Actually California, where I used to live, tightened the standards on older cars. I have every Biannual test on that Olds from 1976-2013 on file and the pass standards got tighter on every test. Also, they started measuring NOX when in 1976 there was no standard and passed a NOX standard after the car was over twenty years old to comply with. Talk about legislating cars off the road!

On my 76 OIds for example. State test Idle CO & HC Max allowable standard with converter CO=2.0% HC=220PPM HC < that's an awful rich standard! Idle. My Olds with test pipe in, I tune to 3/4-1% CO and 150 PPMs HC, with converter in I'm .05 to .01% CO and HC is 15-20 PPMs. Cruise Mode; 2500RPM on the DYNO high gear State max allowable CO=1.70ppm and HC 180 PPMS My car CO=0.03%PPM and HC=10PPMS. or less. I even had one state test where the HC's read 0, but that's their machine and their calibration. I never took my Olds to work and ran it straight out of the cold room to perform a 7 bag EPA 7 mode test on our drive cycle dyno, but I'm sure it would have passed the 76 standards with no problem.

I'm a little confused about dumping extra HC's. Please explain. In the case of dumping timing to drop NOX. Cars from 1973-4 (introduction of EGR) to present day actually allowed in some instances more timing. Another example, my 1976 Oldsmobile has EGR. If I disconnect it and it's a warm day and I'm climbing a long hill or mountain that car will ping like hell. Connect the EGR valve and the pinging stops why? Because EGR lowers the combustion temperature, and a lower combustion temperature slows the flame front and prevents detonation. On older cars with high compression when high octane leaded gas was available, we would use that type of fuel to prevent detonation and if that didn't work, we might back the timing down a few degrees. I have a 69 Pontiac LeMans that I built as a street/Grand touring car. The engine is a 456" Pontiac bored .030 over, originally with 10.5 compression. Before 911 I would use 100LL AVGAS as a supplemental fuel for the track, after 911 it was difficult to get onto an airport, and since I wasn't doing much racing, I switched to a pair of 400" 7K3 big valve heads from a 72 Pontiac. Those 72 heads had hardened seats from the factory (manufacturers knew unleaded was coming), anyroad, the heads lowered my compression to 9.8 to one and there is no detonation. Those heads have been on since 2002.

Air pumps have been used since 1966 Ca. and 1967 Fed. EGR actually lowers the combustion temperature to reduce NOX. I worked for an auto manufacturer for 34 years, some of which was emission systems and testing and certifying. We don't rely on could have. There were countless studies on unleaded fuel and valve seat recession and burning valves and seats before unleaded fuel appeared. That is why manufacturers switched to hardened seats and valve hardness and composition for the 1975 model year. As far as catalysts goes, they were the best thing to happen for us. We were finally able to re-tune engines (fatten up the A/F ratio) for more drivability, and downstream of the engine we were able to redirect air from the air pump from the combustion chamber to the exhaust header pipe to the exhaust pipe where the catalytic converter resides to light off and have further combustion from the catalytic converter to take care the rest.

No Black Ghost, but a few Gray Ghost through the years. Gray Ghost Funny Car And below the famous Tempest Gray Ghost A team of moonlighting Pontiac engineers took Herb Adam’s wife Sandy’s ‘64 Pontiac Tempest and went racing in the 1971 SCCA Trans Am series. Power comes from a 303 cubic-inch Pontiac V8 built by LJ Speed & Machine, making approximately 450 horsepower. Power goes from there back thru a Muncie four-speed to a Pontiac rear. But not just any Pontiac rear-end. This one is modified with flanges in the axle tubes that accomplish two functions. First, they allow the rear axles to be cambered for improved handling and secondly, it makes changing rear end ratios easier.

If what you say is true, why did auto manufacturers start equipping cars in the early 70's with hardened valve seats in anticipation of unleaded fuel. We all know, and should all know, that manufacturers will not spend an extra penny unless they have to!

As said before, why don't you do the homework first and then if you have questions post them. As you can see for the 64, it's all online NOW YOU DO THE 65. Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4) , model year 1964, version for North America U.S. (up to September) 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4) specs manufactured by Buick in United States 2-door coupe body type RWD (rear-wheel drive), manual 4-speed gearbox gasoline (petrol) engine with displacement: 6970 cm3 / 425.3 cui, advertised power: 268.5 kW / 360 hp / 365 PS ( SAE gross ), torque: 631 Nm / 465 lb-ft, more data: 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4) Horsepower/Torque Curve characteristic dimensions: outside length: 5558 mm / 218.8 in, width: 1981 mm / 78 in, wheelbase: 3124 mm / 123 in reference weights: shipping weight 1841 kg / 4059 lbs base curb weight: 1896 kg / 4180 lbs how fast is this car ? top speed: 193 km/h (120 mph) (©theoretical); accelerations: 0- 60 mph 6.5© s; 0- 100 km/h 6.9© s (simulation ©automobile-catalog.com); 1/4 mile drag time (402 m) 15.2© s (simulation ©automobile-catalog.com) 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4) Detailed Performance Review fuel consumption and mileage: average estimated by a-c©: 25.3 l/100km / 11.1 mpg (imp.) / 9.3 mpg (U.S.) / 3.9 km/l, more data: 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4) Specifications Review For the table with this car full photo gallery and complete technical specifications (including final drive and gear ratios, powertrain description, inside and outside dimensions etc.), full performance and economy data, or to compare up to 5 cars side-by-side - click one of the the buttons below: Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4 speed) as offered for the year 1964 until September in North America U.S. How many were produced ? Check Buick Full-Size 5gen available production numbers data. Production/sales period of cars with this particular specs: October 1963 - September 1964 Modelyears: 1964 Country of origin: USA United States FLAG/USA.jpg Make: Buick Model: Full-Size 5th generation (Electra, Invicta, Le Sabre, Wildcat) 1961-1964 Submodel: Wildcat 2-Door Hardtop 1963-1964 Optional equipment: EEC segmentation: F (luxury cars) Subsegment: S-C-L (luxury coupes) Class: full-size luxury / luxury car Body style: hatchback coupe Doors: 2 Traction: RWD (rear-wheel drive) Dimensions & capacities Length: 5558 mm / 218.8 in Width: 1981 mm / 78 in Width with mirrors: Width folded back mirrors: Height: 1433 mm / 56.4 in Height with roof rails or antenna: Height full load: Wheelbase: 3124 mm / 123 in Front track: 1577 mm / 62.1 in Rear track: 1549 mm / 61 in Ground clearance: 140 mm / 5.5 in Ground clearance full load: Turning circle btw. walls: Turning circle btw. curbs: 13.38 m / 43.9 ft Drag coefficient Cd claimed: Drag coefficient Cd estimated by a-c: 0.55 Frontal area A claimed: Frontal area A estimated by a-c: 2.36 m2 Drag area CdA claimed: Drag area CdA estimated by a-c: 1.296 m2 Interior dimensions: Lenght-Legroom: 1st row: 2nd row: 3rd row: Width-Shoulder room: 1st row: 2nd row: 3rd row: Height-Headroom: 1st row: 2nd row: 3rd row: Width-Hiproom: 1st row: 2nd row: Claimed EPA passenger volume: Calculated EPA passenger volume: Interior length: Interior width: Interior height: Trunk (cargo) capacity std or to windows with 2nd row up/ /to windows with 2nd row down or with add. space/ /to roof with 2nd row down/ /with 3rd row up or with accessories: Trunk (cargo) capacity claimed: Trunk (cargo) capacity SAE: / 456 / / dm3 / 16.1 / / cu ft Trunk (cargo) capacity VDA: Boot length: Boot length max.: Boot width: Boot width min. (between wheel arches): Boot height: Loading height: 762 mm / 30 in Approach angle (deg): 23.8 Departure angle (deg): 12.9 Ramp angle (deg): Weights Curb weight (without a driver): 1896 kg / 4180 lbs Weight distribution f/r (%): Dry weight: Shipping weight: 1841 kg / 4059 lbs Curb weight estimated: Gross vehicle weight rating GVWR: Payload: Payload estimated: Towing weight: unbraked: braked: Sales markets Markets, where cars with this particular specifications were sold: North America U.S. Related models: Powertrain Engine manufacturer: GM Buick Nailhead V-8 425 Engine type: spark-ignition 4-stroke Fuel type: gasoline (petrol) Fuel system: 2 carburetors Charge system: naturally aspirated Valves per cylinder: 2 Valves timing: Additional features: Carter AFG 4-barrel Emission control: Emission standard: Cylinders alignment: V 8 Displacement: 6970 cm3 / 425.3 cui Bore: 109.54 mm / 4.3125 in Stroke: 92.46 mm / 3.64 in Compression ratio: 10.25 : 1 Horsepower net: Torque net: Horsepower gross: 268.5 kW / 365 PS / 360 hp (SAE gross) / 4400 Torque gross: 631 Nm / 465 ft-lb / 2800 Redline rpm: Car power to weight ratio net: 106 watt/kg / 48 watt/lb (estimated by a-c) Car power to weight ratio gross: 142 watt/kg / 64 watt/lb Car weight to power ratio net: 9.4 kg/kW / 6.9 kg/PS / 15.5 lbs/hp (estimated by a-c) Car weight to power ratio gross: 7.1 kg/kW / 5.2 kg/PS / 11.6 lbs/hp Fuel capacity: 76 liter / 20.1 U.S. gal / 16.7 imp. gal Engine lubricant oil capacity: 3.8 liter / 4 U.S. qt / 3.3 imp. qt plus 0.9 liter / 1 qt for filter change Engine coolant capacity: 17.5 liter / 18.5 U.S. qt / 15.4 imp. qt Battery capacity (Ah): 70 Check: 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4 speed) Engine Horsepower/ Torque Curve Full performance data, accelerations chart, acceleration on gears, speed range on gears, overtaking factors etc. - click the buttons below: Need a Repair Manual for this car ? Drivetrain Gearbox: BORG WARNER Transmission type: manual Number of gears: 4 Gear ratios (overall): I 2.54 (8.69) II 1.89 (6.46) III 1.51 (5.16) IV 1 (3.42) V () VI () VII () VIII () IX () X () R 2.61 Traction: RWD (rear-wheel drive) Final drive ratio std: 3.42 optional: Torque converter factor: Speed range (max speed on gears, top gear value theor.): (km/h/mph) I: 76 / 47 II: 102 / 63 III: 128 / 80 IV: 193 / 120 V: / VI: / VII: / VIII: / IX: / X: / 1000rpm speed: (km/h/mph) I: 15.8 / 9.8 II: 21.2 / 13.2 III: 26.6 / 16.5 IV: 40.1 / 24.9 V: / VI: / VII: / VIII: / IX: / X: / Front brakes: drum Rear brakes: drum Standard tires: 7.60 - 15 Check: 1964 Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4 speed) alternate wheel and tire sizes Performance - Factory claim Top speed: 0-60 mph (s): 0-100 km/h (s): Full performance data, accelerations chart, acceleration on gears, speed range on gears, overtaking factors etc. - click the buttons below: Buick Wildcat Sport Coupe 425-4 V-8 Power Pack 4-speed (man. 4 speed) as offered for the year 1964 until September for North America U.S. Production/sales period of this car without major change in specs: October 1963 - September 1964 Modelyears: 1964 Country of origin: USA United States FLAG/USA.jpg Make: Buick Model: Full-Size 5th generation (Electra, Invicta, Le Sabre, Wildcat) 1961-1964 Submodel: Wildcat 2-Door Hardtop 1963-1964 Optional equipment: EEC segmentation: F (luxury cars) Class: full-size luxury / luxury car Body style: hatchback coupe Doors: 2 Traction: RWD (rear-wheel drive) Curb weight (without a driver): 1896 kg / 4180 lbs Dry weight: Shipping weight: 1841 kg / 4059 lbs Curb weight estimated: Engine type: spark-ignition 4-stroke Fuel type: gasoline (petrol) Cylinders alignment: V 8 Displacement: 6970 cm3 / 425.3 cui Horsepower net: Horsepower gross: 268.5 kW / 365 PS / 360 hp (SAE gross) / 4400 Redline rpm: Fuel capacity: 76 liter / 20.1 U.S. gal / 16.7 imp. gal Transmission type: manual Number of gears: 4 Car power to weight ratio net: 106 watt/kg / 48 watt/lb (estimated by a-c) Car weight to power ratio net: 9.4 kg/kW / 6.9 kg/PS / 15.5 lbs/hp (estimated by a-c) Complete specifications of this car - click the button below: Factory claim Top speed: 0-60 mph (s): 0-100 km/h (s): 0-1/4 mile (s): 0-1 km (s): spec_interline.jpg Fuel consumption: ECE 90/120/city (comb.): EU NEDC/Australia ADR82: urban/extra-urban/combined U.S. EPA city/highway (combined): U.S. EPA (after 2008) city/highway: (combined) Emission: © automobile-catalog.com ProfessCars™ simulation (for the car with basic curb weight, full fuel tank and 90 kg (200 lbs) load) Top speed: (theor. without speed governor) 193 km/h / 120 mph spec_interline.jpg Acceleration: 0-30 km/h (s): 1.9 0-40 km/h (s): 2.4 0-50 km/h (s): 2.9 0-60 km/h (s): 3.4 0-70 km/h (s): 4 0-80 km/h (s): 5.1 0-90 km/h (s): 5.9 0-100 km/h (s): 6.9 0-110 km/h (s) 8.3 0-120 km/h (s): 9.6 0-130 km/h (s): 11.5 0-140 km/h (s): 13.4 0-150 km/h (s): 15.4 0-160 km/h (s): 17.9 0-170 km/h (s): 21.1 0-180 km/h (s): 25.3 0-190 km/h (s): 33.4 0-200 km/h (s): 0-210 km/h (s): 0-220 km/h (s): 0-230 km/h (s): 0-240 km/h (s): 0-250 km/h (s): 0-270 km/h (s): 0-300 km/h (s): spec_interline.jpg 0-20 mph (s): 2 0-30 mph (s): 2.8 0-40 mph (s): 3.7 0-50 mph (s): 5.1 0-60 mph (s): 6.5 0-70 mph (s): 8.6 0-80 mph (s): 11.2 0-90 mph (s): 14.3 0-100 mph (s): 18.2 0-110 mph (s): 24.1 0-120 mph (s): 0-130 mph (s): 0-140 mph (s): 0-150 mph (s): 0-160 mph (s): 0-180 mph (s): 0-200 mph (s): spec_interline.jpg Drag times: 0- 1/4mile (s): 15.2 speed at 1/4mile: 149 km/h / 93 mph 0- 1km (s): 27.7 spec_interline.jpg FAQ: Where are all these precise accelerations data coming from ? spec_interline.jpg Acceleration on gears: The times show how fast a car accelerates on high gears, without gear reduction. The lower the times, the drive is more relaxing and driver less often needs to change gears during overtaking or hill climbing. Practical tip: if the 60-100 km/h on 4th is higher than 11 sec and 80-120 km/h on 5th higher than 15 sec (or higher than 19 sec on 6th), the car will be felt as rather slowly reacting and will require downshifting very often in road conditions. In case of automatic transmission the values are shown for the manual mode, if such is available in the car. 60-100 km/h on IVth gear (sec) (or top gear if total number of gears <4): 6.5 80-120 km/h on IVth gear (sec) (or top gear if total number of gears <4): 6.4 80-120 km/h on Vth gear (sec): 80-120 km/h on VIth gear (sec): 40-60 mph on IVth gear (sec) (or top gear if total number of gears <4): 5.2 50-70 mph on IVth gear (sec) (or top gear if total number of gears <4): 5.1 50-70 mph on Vth gear (sec): 50-70 mph on VIth gear (sec): spec_interline.jpg Overtaking factors: The times show how fast a car accelerates using the optimal gear or gears, in typical overtaking situations. It is an overtaking with gear reduction or kick-down, the best possible times. Not including the transmission reaction time. 60-100 km/h through gears (sec): 3.5 80-120 km/h through gears (sec): 4.5 100-180 km/h through gears (sec): 18.4 40-70 mph through gears (sec): 4.9 50-90 mph through gears (sec): 9.2 /spec_interline.jpg Speed range: (max speed on gears, top gear value theor.) (km/h / mph) I: 76 / 47 II: 102 / 63 III: 128 / 80 IV: 193 / 120 V: / VI: / VII: / VIII: / IX: / X: / 1000rpm speed: (km/h/mph) I: 15.8 / 9.8 II: 21.2 / 13.2 III: 26.6 / 16.5 IV: 40.1 / 24.9 V: / VI: / VII: / VIII: / IX: / X: / spec_interline.jpg Fuel consumption extra-urban (up to 62mph/100km/h) / city / highway (up to 87mph/140km/h) / average combined: l/100km: 19.4-23.3 / 29.3-35.2 / 23-27.6 / 25.3 mpg (imp.): 12.1-14.6 / 8-9.6 / 10.2-12.3 / 11.1 mpg (U.S.): 10.1-12.1 / 6.7-8 / 8.5-10.2 / 9.3 km/l: 4.3-5.2 / 2.8-3.4 / 3.6-4.3 / 3.9 spec_interline.jpg

Under the manifold instead of above. Happy New Year John!

1930 Oakland V-8 does have a Marvel downdraft carburetor. 

Those logos for Oldsmobile aren't quite true. There are some Oldsmobile's of the 50-70-80-90's that use the original logo on dashes and hub caps. example this 80-81 full size hubcap

Forgot one. Somewhere in the mid 70's I was pulling an automatic to overhaul. Bellhousing bolts were extremely tight and my 1/2" impact (CP) was set at max, I had a 20", 1/2" impact extension and a 1/2 " 17mm impact S/O swivel socket. The swivel socket exploded and a piece of it hit me in the forehead and knocked me out. I woke up 10 feet away up against the shop wall with a knot on my forehead. S/O did give me a new impact swivel socket. And I still have it! It's a new and improved and does not look like the rest of that set. They wouldn't give me a complete new set.

There was a reason Pontiac changed to the arrow.

That's some story Marty, I'm glad you're still with us! Be careful guys. You just never know.

Was making brake parts for a 1937 Datsun roadster rumble seat using the Bridgeport lathe when one of my technicians tapped me on the shoulder to ask a question. Not too much finger damage, but he spent the rest of the day looking over machine shop safety procedures. I felt like giving him a dunce cap and standing him in the corner.

In this General section scroll down to this; Clayton Restorations, Co — great video of his shop It will tell you what they do. By Cadillac Fan, yesterday at 07:23 AM

Sorry Terry, it snowed yesterday and will again tonight and tomorrow. Who would have thought - Arizona.