Pfeil

Here is a great example. Stutz Bearcat with a modern engine 🙂 Probably a repro body as well but the point stands - What is the difference between a more modern ICE engine versus just putting an electric system in here? The difference is, you turned one into an EV, the other you turned into a Chevy. Neither do this 1/2 Stutz any good.

Try to look or find some recent photos of Jay before the accident and compare to that video. His face today actually looks younger and reminds me of some before and after pictures of people who get a mild acid face peel.

Jay Leno Speaks Out For First Time Since Major Burn Accident

Most likely taken out by the studio for filming drivers and passengers. They also use anti-glare spray to dull the bodywork of film cars to prevent glare back to the camera.

Ricky bought a 1955 StarChief convertible Lucy rear ends the Cad

Ethyl did something to the car

If any of you had seen the movie Wild Orchid, you would have noticed this really nice FORD Galaxie 500 for the Brazilian market. 65 66

I found this. Very interesting, especially the INDY part. And the counterweighted crank, plus the synchronizer which is only used for the secondary shake. Specifications of 1930, 1931 & 1932 Oakland-Pontiac V-8Bore & stroke of 3.4375” X 3.375”.Displacement, 250.58 cubic inches.Eight Intake valves Enbloc Siamesed, 4 ports.Eight Exhaust valves Enbloc not Siamesed 8 portsHorizontal valves adjustable by screw mechanism. (HOT)Horsepower 1930-32 84 HP. 1932 85 HP.Compression Ratio 1930-31 5.00 to 1, 1932 5.2 to 1.Piston speed at 3,800 rpm was only 2137.5 Feet Per Minute.At 3,000 piston feet per minute the rpm would have been 5333.3 rpm.A t 4,000 piston feet per minute the rpm would have been 7,111 rpm.The crankshaft was a 180-degrees but was balanced in the primary with four counterweights. The Horizontal Secondary shake was reduced by the use of a Horizontal Shake Damper called the Synchronizer.This engine/car ran at Indianapolis in 1930 finishing 11th., a very respectful position for a car in such near stock roadster form, Claude Burton driver.Wheelbase 117 inches. I have not been able to ascertain whether the 2 passenger Roadster was the same wheelbase or not for certain. If it were made on the Pontiac chassis it would be 112 inches. The only picture I have seems to make it to be shorter in the wheelbase and in the “tail” section placed to supplement and replace the heavy trunk area. The racecar also has the fenders, sidemounts, bumpers, lights, windshield, the top section of the canvas and its uprights, and the Lovejoy shocks are removed and replaced with Hartford friction shocks/dampers.The wheels were replaced with racing wire wheels with knockoff hubs. Whether the starter was removed is not known. There is a starter crank shown in the picture this may have been use to lighten the car. The removal of the starter and its cables may have been removed. Starting handles were not taken off of cars until the middle 1930s.Final gear ratios of the Spiral Bevel ring gear and pinion wheel were 4.42:1 std. 3.9:1 & 5.2:1 were optional.This roadster model seems to have been dropped after 1930. The car did not appear to be lowered.Automobile designer Benjamin H. Anibal designed the original Pontiac automobile (1926) for the Oakland Motor Company (it later became GM's Pontiac division)Born on 12-2-1886 in Linden, Michigan expired 6-19-1977 in Royal Oak, Michigan age 91.Anibal graduated from M.S.U. in 1909 in mechanical engineering. Started with the Olds. Motor Co. In 1909 he was with Cadillac Motor Co. from 1911-1921 and pioneered in producing the country's (U.S.A.) first V-8-cylinder car and industry's first electric lighting and starting equipment.In 1925 he came to Oakland Motor Co. (Later Pontiac Motors) and was chief engineer until retirement in 1947. He is credited with some 200 automotive engineering advancements, including remote control gear shifts, multi-beam headlights, mechanical fuel pump, and automatic spark control. The engineering library at Michigan State University bares his name, as does a dormitory at Oakland University.Just who and how the Synchronizer was developed is not known and I could not find anything about it. There is possibly a patent on it but I haven't the necessary apparatus to find it.The distributor was manufactured without a centrifugal advance mechanism. Going by the numbers it appears to a very similar construction to the Cadillac and some Packard distributors with the numbers starting at 661 this distributor was used up until about 1937 by Buick, Graham. As I haven’t any books going back to very early models of this distributor I cannot say just when this unit was first used. It does appear that some models used a Vacuum advance but adapting the unit to an Oakland/Pontiac would be chancy unless some models of the Marvel carburetor have a tapped hole in the exact proper location to make the vacuum advance work effectively.The reason that the flywheel is shown with a # 1 & # 7 is that the number Seven cylinder fires 360 degrees from # 1 cylinder. This is listed in some areas when the Firing order is changed to # 1-4-5-2-7-6-3-8 when numbered odd on the left cylinders and even numbers on the right cylinders. This is listed on page #35 of the Oakland Instruction Book. Cadillac used this numbering system from about 1935 to the time when Cadillac quit using this system after the big block 331/500 engine but is used to this day by Chevrolet and others such as Chrysler.The dropping of this engine by General Motors is a small tragedy at General Motors as this was the same year that Ford introduced their 221 cubic inch V-8. Altho G.M. achieved the upper hand in production and sales over Ford it likely would have done even better if Pontiac had of been allowed to maintain and improve the Pontiac V-8. It was a superior engine to the Ford V-8 and I do not believe that it was dropped solely due to the Depression but to me more likely much of it was due to internal politics and jealousy at G.M./ Cadillac and possibly other divisions of G.M. The depression was a good excuse but I cannot believe it was the sole reason for the Pontiac V-8s demise. Jealousy at Cadillac must have been high due to the fact that their new engine was not designed at this time and they did not get the new mono-block engine into production until 1936. That was six years after the Anibal designed engine. Also remember that the tooling and the education of the works people at O-P were already achieved. Meanwhile Cadillac was producing the V-12s and V-16s; unneeded Show engines if ever one saw one.G.M. did not need the Cadillac V-12s and V-16 engines as much as they should have had the Pontiac V-8 engine. The basic faults of the Pontiac V-8 with the 180- degree crank and the siamesed intakes would have been small and easily overcome in a short period of time as compared to the faults of the Cadillac V-8 engine even in 1930!It should have been very easy to fix the lack of the 180-degree manifold principle that Ford introduced in 1933 and the use of a 90-degree crankshaft that Ford 1932 and Cadillac used in 1925.The 600 series distributor continued to be used up until about 1938 by various engines so the addition of a vacuum advance mechanism also should not have been a problem. Just who used the vacuum advance first I do not know. I have not been able to find a date of actual usage or patent.The fact that Pontiac had gone thru three years of manufacturing the V-8 and then the additional cost of designing a straight eight would seem to greatly decrease the strength of the argument that it was so much cheaper to manufacture a straight eight engine. One must never forget that tooling in those days was a big big factor in the first several years of manufacturing any engine. The V-8 engine was already made and the people producing the engine were already trained to produce parts and assemble the engine. Every thing was in place and production was rolling.The argument that production of the straight 8 engine has to take into account that other manufacturers also were experiencing much lower sales in higher priced cars.Another factor in the switch to the straight 8 engine is that it took, in those days, about three years from the decision to produce a new engine to actual production/assemble line rolling. This means that the decision to make the straight eight was about 1929 just when the Depression started. The stock market crash was just the big visible factor in the public awareness of the oncoming depression? Some people did recognize the economic problem in advance but did the people a G.M.? If the G.M. management anticipated this, it must have been crystal ball time at G.M. in 1929.Trying to find the spark plugs from AC type G-12 18mm to the newer plugs is now a chore but the people that kept and held onto the O-P V-8 kept up with it when it was easy. The 1932 Pontiac was 14mm K12. Finding the proper reach on these old plugs is another chore.New Champion D-21, Old Champion C-15, A-C -87 AutoLite-B11, NGK-A-6. Bosch M 7APartly created from a 1947 heat range list and current Champion list.By Chris Klossner.klossner@worldnet.att.netAccording to the Bosch Handbook this plug has 18mm thread by 1.5 mm pitch, the electrode porcelain is recessed by 1.1 mm, single electrode, hex size is 26 mm (1.023”)For a straight-8 crank in one of my books and should come up with one today but Logic tells me, # 1. The str-8 crank has five mains; V-8 has four. Str. 8 crank has eight separate conrod journals; V-8 has four. Isn’t something fishy here? Both a V-8 and the str. 8 crank have to be 90-degrees don’t they? The more I think about this the more I think that this is just common knowledge bunk! We have been led to believe that a V-8 crank is more expensive but it just doesn’t seem to be true after some examination. It would be very interesting to know if the Buick crank weighed more than a Cadillac. I know those old 1936-52 Buick (320 cubic inch) cranks were heavy, long and whippy compared to a Cadillac V-8 crank of the year’s 1936 t0 1948.A peculiar thing in the horsepower rating of this engine between 1930 and 1932 is the fact that the horsepower was increased by only one horsepower after the compression ratio was increased by .2, but the rpm was reduced by 600. It would seem that if the horsepower were increased by such a small amount the rpm would be hardly affected, especially downwards. This engine seemed to be far down in its horsepower rating. It also had steel pistons while I believe many other engines had aluminum.There seems to be a “myth” about just how expensive it is to make a V-8 crankshaft as opposed to a straight eight crankshaft. After much thought I am beginning to believe that it is just as expensive, or more, to make a straight 8 crank as a V-8 crank! I am looking at this from a manufacturing standpoint (Money), as it doesn’t seem to stand up to even an incomplete examination.At the same time that Pontiac, 1932, dropped the V-8 Buick went from a str. Six to a str. Eight, 1931. But in percentage of sales one would need some large amount of sales record to see if the dropping of the V-8 was really justified. The stroke/bore ratio of Buick was inferior compared to the Pontiac V-8, Pontiac 98.2% versus the Buick at 133.3%. Also the engine was long. It wasn’t until 1937 that Buick got the engine situation sorted out at 248 cubic inches and 320 cubic inches. Also Buick had the conrod/rod bolt problem.

When I first read the authors description, I wasn't expecting to see lots of gray/no hair people. There were a lot of old farts there.👏

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The protective covering should have been removed at the Pre-Delivery Inspection. There are some customers that prefer it not being done. I've seen some radios that still have their plastic clear film on after ten years. When I buy a new car, I prefer to do all the detailing myself even if the cars top surfaces are still in plastic white wrap. I do not want that car hit with a buffer.

Took the wife to the store this morning, went straight to the magazine rack and I wasn't the only one at the magazine rack. " I think Youtube is now the main source for music as well as how to videos on mechanics and everything else. " I saw a youtube of some hick trying to do a clutch on a 99 Ford Ranger 4X4. As some of you might know the transfer case and the trans case are one and about 600lbs. needless to say with no trans jack the trans fell onto the guy's chest. The only time to go to YouTube regarding car repairs is for a good laugh.

Communication breakdown.

Another reason people are leaving Ca.

Isn't that what the 1936 Buick Century was called??? The Century name was based in part on a broad Buick claim that the car could do an honest 100 mph. “Watch the speed indicator climb, climb, climb until it shadows the 100 mark,” the factory literature boasted. The power to perform this feat was supplied by Buick’s well-regarded overhead-valve straight 8, freshly reengineered for 1936. With 320 cubic inches of displacement, it was rated at 120 horsepower and was identical to the engine used in the big Roadmasters and Limited's. For comparison, note that the ’36 Ford offered 85 hp and Chevy a meager 79 hp. With its 122-inch wheelbase chassis, the Series 60 Century was considerably smaller than the Roadmaster (131 in.) and Limited (138 in.) but a bit longer than the Special (118 in) at the bottom of the lineup. More to the point, the Century was 400 to 800 lbs. lighter than the big senior Buicks, depending on body styles. And naturally, the reduced weight was beneficial not just to acceleration but to handling and braking as well. At some point the Century picked up the title of “banker’s hot rod.”

I just looked it UP, it's much more than a sensor.

What did I miss? Car enthusiasts

I go to this dealer for parts for my two daily driver cars. Although you can't see the techs parts counter from the retail side you can see the public parts counter. The parts dept is fairly large I'd say 1000 X2, it has a 2nd story. I've been in it-all of it. Lamb Nissan - Prescott, AZ | Cars.com

I googled it and Wiki. said approximately 3000

I think you would be very surprised. I say that with some experience.

Just curious. Is this the same type of tack used in VW Beetles up through the mid 60's to hold carpet.

FixOrRepairDaily, Found On the Road Dead

What is amazing to me is how many different shapes (essentially a B-size body for all makes) the different divisions could come up with and still be different from one-another. That also includes the 60 models in with the 59's.

Take a look at these four 1959 2 dr hardtops. Chev. Pont. Olds, Buick. They all use the same glass and canopy and basic firewall, and all use the same door, some Cadillac models too. The doors on the Buick and Olds have bolt on body contours. > >> 59 Pontiac door > 59 olds door The upper add on body contour & bolts can be seen

That, as they say is a matter of opinion, but for example take the typical wedge head V-8 valve angle to piston and take the valve angle to piston of the Oakland V-8 and compare. However, if you look at early ohv Chevrolet 216 six and ohv Buick eight of the same era you will find that the emphasis of those head designs were to have the combustion area over the piston and Viking and Oakland did that. If you look at a flat head Ford for example the combustion chamber and spark plug are not over the piston. The flame front has to travel across and turn down to force the piston down.