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NTX5467

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NTX5467 last won the day on April 9 2016

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About NTX5467

  • Birthday 12/25/1951

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  1. Thanks for the update. The crank will probably make a .010/.010 undersize on that one journal. Might probably do the rest of them, too. Used to, many machine shops kept a Buick 3.8L 10-10 crank kit in stock for this situation. When you get things back together, in the new oil, add a "cleaner" additive to thie new oil. It was common for the center main to have issues after about 70K miles, back then. Seems that when they machined the as-cast main oil galley, Buick used two shorter drill bits, one from the front and one from the rear, to finish-size the galleys. They did NOT touch in the middle, so the middle main's part of the galley did not get the same volume of oil as the other mains. In one respect, one main needs less oil that more do, but that's a good theory. The old Buick Performance hand book said the FIRST thing to do to a Buick V-6 block is drill the main galley all the way through, with a LONG drill bit (as other brands use). In any event, modern oils are better than the older ones, generally. It'll be fine when it's all back together. Just some thoughts and observations, NTX5467
  2. NO need for a P235/75R-15 tire on that 4000lb car. PERIOD. Even a P225/75R-15 tire can be too large/tall, too. If you want something a little bit wider, aim toward a P225/70R-15, which should be the same revs/mile as a P215/75R-15 tire. Even in whitewalls, in some brands. NTX5467
  3. Check www.tech-retro.com Aurora Designs. Several options, plus a "Find a Dealer" that might be near you. The original person I heard of was Gary Tayman, who happens to be in the FL area. NTX5467
  4. For THIS use, the main issue with either brake fluid or ATF is the light viscosity index for the fluid. In that respect, you can probably use any ATF, just that Dexron-family fluids are probably the most common and easily-available. Ford invented Type F fluid for THEIR automatics, although it was also a hot rod trick to get just a bit firmer shifts. Later on, their Mercon IV fluid is equivalent of Dex III. Of course, they all mix together with no issues. Even the Dex III fluid is friction-modified for use in lock-up torque converter transmissions, which does not really matter in a convertible top pump and cylinders. I might caution against power steering fluid as many of them seem to be a bit waxy when compared to the "clear and transparent", though red-tinted, ATF. IF you wanted to, you could also go all the way to current GM-use synthetic ATF, or even some of the Mobil 1 LV ATFs, FOR A PRICE. This would be very serious over-kill, though. Not unlike paying $100.00 for a fluid kit and two filters to service the hydro-static transmissions in a zero-turn lawn mower (when one website said to use Castrol 20W-50 plain motor oil and the filters look like FL-1A Motorcraft filters, which might cost $35.00 if bought at the auto supply). Just some thoughts, NTX5467
  5. @arnulfo de l.a., getting the block line honed and then decked with torque plates should put that part of the situation at "blueprint specs", I suspect, or close to it. Which can serve to raise the compression ratio to more like the stated specification. CC-ing the cyl heads will finish out that situation. By the time the 455 came out, everybody was in full emissions-compliance mode, which meant "lower performance" engines resulted. Did NOT affect durability, but DID affect fuel economy a bunch. With the 455 replacing the higher-CR 430 in the line-up. So I don't know that anybody really understood why the 455 acted as it tended to do, being thirsty and such. According to Vizard's videos on ignition timing and combustion processes AFTER the spark, there is a sweet spot as to piston diameter when considering "burn time" of the mixture. Which can mean a smaller bore and longer stroke can result in more power than a larger bore and shorter stroke, with the same CID? DO pay attention to the oiling system, as Buick V-8 can tend to be a bit persnickity in that area. A high volume pump can be used, but NOT with the higher pressure spring. Paying attention to "details" of the build which are UNIQUE to Buick V-8s, no matter the model year, is important and can enhance ultimate durability. Take care and keep us posted on your progress, NTX5467
  6. Since the time all of these messages were done, I discovered the "Cam Group" of videos which David Vizard did on cam card specs and lobe center spreads. His "128 formula" is of particular interest. As it turns out, it was independently verified by a YouTuber "Cattledog Garage", all by himself, without knowing about DV's formula before he did his verification. Seems that CDG is a 3rd generation engine machinist and builder, with his grandfather working for a GM division as his main job. CDG does his videos driving around the Washington State area where he lives, in a Chevy flatbed pickup with a Chevy 383 he built, which also runs sub-14 second 1/4 miles. He posts several dyno runs he did, plus those of another builder, to show the affects of lobe centerline on power and torque output. Then talks about them. The Vizard 128 Formula is about "giving the engine what it wants" for best power. The "128" is for small block Chevy engines, with another value for other brands and types of engines. Now, DV is unique in that he could call his contact at a major cam company and get access to this person, which normal customers cannot do. He usually ordered special-ground cams, knowing the engineering behind each one, using the Master Catalog's Lobe Profile List to choose the ones he wanted. In other words, he could look at the numbers for the profile and know if it was what he wanted or did not want. He was more focused on building race motors rather than otherwise, too. I highly recommend y'all watching his "Cam Group" videos and also the two from CattleDog Garage. They all compliment each other! Enjoy! NTX5467
  7. I fully remember the early "search engine days" with slower processors, so the ORDER of the defining items really mattered as to how quickly the search terminated. As mentioned, putting the model year first, then the brand of car, then the model (etc.) really mattered as to what criteria was looked at first, second, etc. In many cases, still does. Many times, I'll start with Google and then move forward to eBay, staying away from Amazon. There are some really good eBay vendors! With eBay as an expansion of their other online website/store. Finding them can be the trick, though. Whatever works! NTX5467
  8. Most OEM electric fuel pumps have a different oil pressure sending unit to ground the pump. Pump does not start until oil pressure happens. Same if oil pressure is lost, no fuel to the engine. At least that's how it's supposed to work. With light-viscosity oils, "dry starts" are more prevalent than might be suspected. NOT to forget that many oil pumps are NOT in the oil pans any more, too. Most are on the nose of the crankshaft with the pickup screen in a rear-sump pan. Even on the popular Chevy LS-family motors How many of those motors do you hear about with main bearing wear too soon? Then after getting oil to the oil pump, it still has to go through the oil filter element, and THEN into the oil galleys. NO anti-drainback valves in the "bare element" oil filter mechanisms! Piston skirts are now usually coated with a "wear interface", so no "galling" of past times per se. ALL of this makes modern-design motors "time bombs" ready to start ticking (not from dry hydraulic lifters), compared to the 1950s-1980s designs. There used to be an oil additive, ProLong, that kept all of the oil from draining off of internal engine parts. It worked, but in the 1980s, it was not needed unless the engine lost its oil pressure. It was a clear liquid, not a viscosity improver as STP was. Enjoy! NTX5467
  9. Have to ALSO remember that many non-city areas of the country did NOT have electric service back then. Or even into the 1930s before the Rural Electrification Act happened. Which relegated electrics to be "city cars". NTX5467
  10. The first electric motor in a GM automatic transmission was also developed with BMW as one of the developers. In electric mode, the transmissions had a metallic gear whine to them. Not exactly a "luxury" experience, to me. It was a "slice" that could be inserted into the existing multi-piece automatic transmission case. A pretty neat concept. NTX5467
  11. Might be overkill, but GM/Chevy Perf Parts used to sell an inline electric fuel pump. Was the lift pump for the 6.2L Diesels, repurposed for gasoline. Looks like a GF481 fuel filter with wires coming out of it. Had a mounting strap that can go around it. No noise. About 7psi, as I recall. How noisy are the 3.5psi booster pumps? Might some rubber mounts quiet them. Yes, I remember how much sound the old "block-shaped" electric fuel pumps made, but usually the engine and exhaust over-rode them. Just a part of having a "hot rod". NTX5467
  12. Thanks for the update. I find the comment about "too heavy" a bit amusing. Considering that a Hummer EV weighs 9000lbs and the Tesla Cybertruck is 7000lbs (with the main difference between their weights being the battery pack and related voltages used), the Riv is a "light-weight" by comparison. BUT as battery tech moves toward the upgraded solid-state batteries, that could decrease the weight markedly. Which would make the EV conversion more viable as to cost and using vintage cars rather than purpose-designed EVs. By that time, too, the charging network infrastructure should be expanded. Which when combined with the newer battery tech, would make EVs a much more viable alternative in the future. At the present time, there is a late 1990s Chevy S-10 EV on YouTube. Chevy built those pickups in limited production runs for municipal fleet customers at the Shreveport, LA plant. Using the normal vehicle with an EV drivetrain, using the pickup truck's bed for battery space. Might check it out and see how much things have progressed from then. Perhaps, as production of the new Dodge Chargers progresses, I suspect there will be some coverage of the differences between the EVs and ICE-powered versions of them. That might provide some guidance of how to move forward with your desires. With 121" wheelbases and being about 206" long, they are not as small as the vehicles they replace. Plus heavier at 5800lbs or so. Seeing how they accomplished these things will be interesting! Take care, NTX5467
  13. This is nothing new! In looking for specific items in the late 1990s, even with a vehicle model and year in the search engine, it STILL brought up all of the light bulbs and trinkets which did not fit the particular vehicle. Pages and pages of that stuff! THEN, when I did get to what I was searching for, the differences in prices was astounding! Some even more than normal retail, butit was on eBay, so they had the allure of that, I guess. And it's still that way. Have to learn to refine what you put in the search engine as to what appears. Not unlike the earlier days of search engines. Inputting "1958 Buick intake manifold" goes to anything "1958", then to "Buick", and then to "intake manifold" in that order. Putting "Buick" first should pick those items first, then "1958" to further refine the search of Buick items, then "intake manifold" to further refine things . . . hopefully. They have been promoting the "Guranteed to fit your car" issue on their radio ads for the past year or so. I'm sure that if the seller puts "fits all cars", then those items are mixed into ANY search. It can be frustrating! Might use the Google search engine to find items on eBay plus get items for sale everywhere. NTX5467
  14. Hot Idle Compensator. In some situations, in very hot weather, the idle mixture could become too rich, so the item opened to allow more air into the idle circuit to prevent such richness. NTX5467
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