Pfeil

The all or nothing is true of vacuum operated tri-power and not the progressive manual linkage. The term progressive linkage moniker tells the story of progressive opening to full throttle blade WOT operation. For street driving I would take the 65 version over the 1966 version. The 65 unit uses the smaller center carb for better mileage. Seat of the pants driving the only difference you'll feel is in the wallet.

Better than what NISSAN had planned for American bound cars. Seems Mr. K. knew the Fairlady Z name wouldn't go over in this country very well so.........the 240Z. Mr. Katayama was a Japanese equivalent of Americans like Bunkie Knudsen, John DeLorean, Duntov, and Iacocca. Very much harder to do and succeed in Japanese culture. He was a hero, and a man of his word and a CAR guy!

Put out by Wagner Brakes, something to make you mad about. IN CASE OF EMERGENCY… Having to park your vehicle on a hill can be nerve wracking. Will your car be there when you return? Will it roll away? This isn’t something you want to leave to chance – you don’t want your vehicle to potentially be a danger to others. Did you know that your vehicle is equipped with a safety system that, when activated, can help keep your vehicle in place? Read on to learn about your vehicle’s emergency brake and when it should be used. WHAT IS THE EMERGENCY BRAKE? Part of your vehicle’s brake system, the emergency brake operates independently of the main brake system to keep your vehicle from rolling away. Also known as a parking brake, hand brake and e-brake, the emergency brake was originally designed to be used if the vehicle’s main braking system would fail. However, in today’s vehicles, the parking brake doesn’t have enough stopping power to bring the car to a halt. The parking brake now is mainly used to keep the vehicle in place when parked. HOW DOES THE E-BRAKE WORK? The emergency brake bypasses your vehicle’s hydraulic brake system to lock the wheels in place. This mechanical system uses cables that are attached to the emergency brake lever. When engaged on cars with drum brakes, the cables pull another lever that puts pressure on the brake shoes to hold the vehicle. On cars with disc brakes, applying the parking brake activates a corkscrew mechanism that pushes a piston into the brake pads to stop the vehicle. TYPES OF PARKING BRAKES There are four main types of parking brakes that you may encounter: Pedal – The pedal emergency brake is a small pedal that is positioned on the floor and to the left of the gas, brake and clutch pedals. Press down on the pedal until you hear it click to engage it. Pull the lever above the foot pedal to release the brake. Center lever – Popular on late-model vehicles with bucket seats, this type of parking brake is found between the seats. Simply pull up the lever to engage the emergency brake. To release the brake, press the button on the end and push down on the stick. Push button – Located with the other console controls, this typically is an electronic system. Engaging and releasing this type of parking brake is as easy as pushing the button on the console. Stick lever – Found in many older vehicles, the stick lever emergency brake is commonly found under the instrument panel. WHEN SHOULD I USE THE PARKING BRAKE? Many people have the misconception that you only need to use the parking brake if you park on a hill or if your vehicle has a manual transmission. The truth is that you should always use your parking brake. Whether you drive an automatic or a stick shift, or park on a hill or flat spot, using your emergency brake is good habit to develop. Using the parking brake on a regular basis helps keep it in proper working order. When you don’t use the emergency brake, it can corrode and you won’t know there is a problem until you really need it. By engaging the parking brake each and every time you park, you can be assured that your vehicle won’t roll away. It adds another level of security and reduces stress on the transmission and driveline parts. If you do suffer a complete loss of your brakes, slowly apply the emergency brake. While your parking brake is mainly used to hold your car in place, it can help you safely bring your vehicle to a stop in an emergency situation. Just keep in mind that it won’t bring your vehicle to a sudden stop; it can just help you slowly bring it to a stop. WHEN SHOULD I LAY OFF THE EMERGENCY BRAKE? There is one situation you should never use your hand brake. While it’s fun to watch movies like The Fast & Furious and dream about doing those crazy tricks, leave the stunt driving to the professionals. Never use your hand brake to perform a drift maneuver. Learn more about quality brake parts, find your car part, or find where to buy your auto part today. The content contained in this article is for entertainment and informational purposes only and should not be used in lieu of seeking professional advice from a certified technician or mechanic. We encourage you to consult with a certified technician or mechanic if you have specific questions or concerns relating to any of the topics covered herein. Under no circumstances will we be liable for any loss or damage caused by your reliance on any content.

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There have VW/Porsche kit cars for years and they only have to comply with the chassis the body is on. So there already is a way around it.

No problem at all, thanks for saying thanks!

Smokey and the Bandit, even Bullet is kind of tame. Haven't you guys ever seen Death Proof????

Pent roof valve covers. Right side forward, left side at the back. Left side grommet natural rubber. Intake manifold bolts and valve cover bolts painted engine color. Toss up on breather, some blue and some black.

If my car vibrated at 55 the first thing I would do is not drive it (especially to go on a trip) and then I would be all over it to find the cause. Little problems that can quickly be fixed can progress into big problems. You can't drive through a problem.

Zephyr/Fairmont-a great concept, well executed on paper, three box well-proportioned Fox platform. Buy one with the Windsor V8 and a C4. 4 doors look best,

Hey John, late 1981 ISUZU diesel at 1.8 cc. I wonder how it would survive if I bought one new. Over 50% is how you take care of it. Its dimensions are great for an around town commuter/grocery getter. I think it would grow on you.

The product follows the market.

I'm sure the end of Oldsmobile for Steve is a more personal story than most of us have had. For me it was an indication of something going on that was unsettling and that feeling continued every time something went down, like a little lightning bolt to the heart. Olds, Pontiac were the big ones for me, but also a sadness for Mercury and Plymouth. Except for Plymouth, the rest were middle cars. For me the middle cars going away was and is an indication where we are all headed if something is not done to stop that trajectory. I'm glad I have my Oldsmobile and Pontiac's (one Pontiac and one Olds I bought new) to enjoy, and if more than anything else to prove to the grandkids and great grandkids that Pontiac and Oldsmobile existed.

The reason I asked is that NISSAN in the late 80's completely gutted from Master depot to the rest of the PDCs warehouse parts that were over 8 years old. I myself picked up a new L20 engine, carb to pan with alternator, belts, everything for pennies on the dollar. What a deal. The reason for this clearance was the government. The government decided to tax inventory and also the requirement of holding parts was shortened to eight years. Those parts were sold, the parts that didn't sell were scrapped.

Never had it long enough for that to happen. The next vehicle was a new 1973 Datsun PL620 P/U. That truck proved to me that someone could build a vehicle that would never leak a drop of oil-or anything. My New 1976 Olds rear main from the get-go leaked, and I still have the car and it still leaks a few drops after every shut down.

Very simple answer. 1963 Plymouth Valiant 225 six, three speed stick. Had to have been at least .005+ on the mains and rods. Wife broke the counter gear in the trans in half (that's a solid billet with a machined hole in it for the steel countershaft) along with the countershaft itself and cracked the case! The engine (about 70K on it) was so noisy it took 60W aircraft oil to settle it down so I could sell it. And that ubiquitous noise from the starter- tire, tier, tier, tier, the famous Chrysler starter noise!

If you don't mind me asking. What year did you acquire these parts?

"In the mid 60’s GM had a strict “no racing policy” yet a single Massachusetts dealership defied that order and supported a couple local drag racers. When the dealership was threatened by GM the dealership responded by convincing the GM brass to take a good look at the car those local drag racers had developed. The 442 was born and olds went to the front of the performance pack" ___________________________________________________________________________________________________________________________________________ I disagree on a few things you said. At the end of the 1959 NASCAR season Lee Petty and Richard Petty had been driving Oldsmobile's for some time gave up on Oldsmobile because of lack of support and went to Plymouth. Lee had said that publicly to sports TV and I happened to catch it one afternoon. It was truly a miracle Lee Petty won the Daytona 500 in 1959 in a S/88. At that time Ray Nichols Engineering and Smokey Yunick were both on Pontiac engineering's payroll. When you consider today in NASCAR the car that sits on the pole is only a few tenths of a second faster than the last place qualifier. Smokey Yunicks 1959 Pontiac Catalina was "TEN!" miles an hour faster than Lee Pettys Oldsmobile but fell out of the race when a "new" A/C fuel pump arm broke off and grenaded the timing chain and sprockets. In January 1963 the G.M. anti racing edict went into effect and it ended Chevrolet and Pontiac's racing involvement. Almost instantly Ray Nichols engineering went to Chrysler. Pontiac had been a dominate force drag racing and especially stock car racing from late 1956-to the beginning of 1963 season and Bunkie Knudsens win on Sunday and sell on Monday was his goal. Knudsens other slogan was you can't sell a old mans car to a young man but you can sell a young mans car to a old man. When GM pulled out of racing in Jan 1963 Knudsen had gone to Chevrolet and his hand picked chief of Pontiac engineering became the new Pontiac General Manager and his name was Pete Estes. John DeLorean who was director of advanced engineering now became Chief Engineer of Pontiac. Pontiac had gambled a great deal on racing and high performance and it had propelled Pontiac to #3 in the sales race, but with the anti racing edict suddenly Pontiac was without a stage to promote itself. What Pontiac did was because it was forced off the track it began putting performance on the street and the first car to do that was the GTO. DeLorean conceived it in what if sessions at the tech center, Jim Wangers promoted it, and GM Pete Estes put his career on the line by going around corporate policy to make it happen. When it made it's way out the corporation was furious, but after about 34,000 cars were sold the corporation saw money and they couldn't ignore that so they ordered the other divisions to make their own GTO. Olds made due with the new short deck Gen 2 engine-the only engine they had because the 394 was on it's way out. A year later Chevrolet only had a 327 for the Chevelle until the Z11 came in at the end of the year option, and Buick dropped the big car nail head in the Skylark as the G/S option. Except for Pontiac and Chevrolet (remember Pontiac's old GM-Knudsen was now GM of Chevrolet), the other two General managers of Olds and Buick didn't even want such a car but 14 floor brass forced them to make it. If Pontiac hadn't introduced the GTO the other four intermediates wouldn't have made one. In 1961 Pontiac marketing wanted to feature Hurst floor shifters. Corporate policy said no division shall install any devise with another corporation name on it. Pontiac was able to convince the 14th floor that there was money in this by appealing to the ever-increasing youth market, 1961 is the year you will find "HURST" floor shifters and linkage of Pontiac as an option, then came the dual gate shifter for the 1967 T400 automatic. Just think if Pontiac hadn't done all the donkey work there would be no "HURST" 442 Oldsmobile's! BTW, the F-88 show car was the best car of all the cars ( Bonneville, Wildcat, Corvette ) to make a sports car out of the four for production. A 324" V-8, a S/C four speed HydraMatic would run circles around a Corvette, and even later some SBC V-8's. WHAT WAS G.M. THINKING!

Question Craig; Were Canadian Pontiac dealers able to sell U.S. spec. Pontiacs?

In the case of Pontiac's in Canada, after 1959 the U.S. built chassis was considerably different especially the engine, transmission (automatics), and "Wide Track". So, to the Pontiac lover in the U.S. the Canadian Pontiac was truly a Chevrolet.

Just like an 80's Pontiac or 2006 GTO, the older generation Pontiac lovers consider them Chevrolets or just corporate cars. To us the engine was the brand.

That goes for Pontiac as well. Many Pontiac enthusiast consider the last Pontiacs built were in 1981, and some models before that. A Chevy engine in a Pontiac now makes a Pontiac a Chevrolet. Same with Oldsmobile as GM brass would find out by Oldsmobile owners in the mid 70's.

Steve, there are certainly a lot of low riders in REUNITED car club you belong to. I certainly hope you're Roadmaster and Chevrolet are stock because this site is dedicated to stock. Post some pictures of your cars.

That brings to mind another car/taxi that was all over Germany in 50's-60's.