NTX5467

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NTX5467 last won the day on April 9 2016

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About NTX5467

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    Sr Mbr -- BCA 20811
  • Birthday 12/25/1951

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  1. I suspect that "excessive wear" would be when the point gap and point dwell readings are not in the desired range. NTX5467
  2. In the earlier '60s, the premier drag race automatics, in non-stock classes, were either the Chrysler TorqueFlite or the B&M Hydro-Stick. That was one of B&M's first products, I believe, which gained them credibility and fame. NTX5467
  3. That "90 Weight" got plenty of fiber in it for better digestion??
  4. WE (BCA members-of-record) elect the BOD to handle the organization's business. As long as they do so within the stated bounds of the By-Laws, Policies and Procedures, etc., then they are doing their job. Rather than use up valuable print space in the club magazine, or this forum, it might be best to directly address concerns directly to the BOD itself, first by LETTER and then possibly by participating in the BOD Conference Call (prepared for in advance, by all involved). I highly suspect that many might have the orientation that being on the BCA BOD might be similar to being on their local car club BOD . . . which is not necessarily so. I highly suspect the BOD's operation is somewhat more complicated than any local/regional car club. Any good BOD plans for the future, using their past experiences as a guide. If any problems might have existed, finding ways to keep them from repeating is a very good orientation to have. In what has been termed "Continuous Improvement". BOD . . . Carry on, y'all. Willis Bell 20811
  5. At the seminar that Denny gave at the Buick Centennial meet, he noted that when GM put out the mandate that all GM engines had to operate on low-lead/lead-free fuel by April, 1971, using induction-hardening of the valve seats, that Buick didn't need that due to their higher-nickel content in their cast iron "mix". But that they had to DOWNGRADE their metal recipe to induction-harden the valve seats instead. Which would mean that until April, 1971 engine production, the Buick V-8s would operate just fine on unleaded fuel, sans additives, just as the Nail Heads had done before them. "Lead" was both an octane booster (inexpensive one at that) and a lubricant of softs to decrease valve seat erosion as the valve rotation might happen. For the earlier '70s, Chrysler was year or two later to do the induction hardening of their valve seats, so their recommendation was to use one tank of leaded fuel for every three tanks of fuel. For 1974, when they started doing the induction hardening of the valve seats, that recommendation vanished in the owner's manuals and such. I found an article in a Chilton "Automotive Industries" magazine, circa 1973, which detailed a durability test that Chrysler did on a 1973 Town & Country wagon, with the full HD trailer package and a 440 V-8. It had graphics which followed the valve seat recession as the test progressed. The car & trailer were run on a test track at highway speeds until it wouldn't run any more. By the end of 12K miles, the exhaust valve seats were non-existent on most cylinders. Higher loads, even with a cruise rpm of less than 3000rpm, generally. From what I learned from my machine shop operative, years ago, the longevity of "the valve job" relates to valve stem/guide condition. When the guide and valve stem start to wear, the valve can cock slightly as it goes up and down. When the valve starts to be a bit cocked when it starts to seat, it might not seat fully, allowing for some exhaust gas leakage around it's perimeter. Which ends up making a hot spot at that point, which then "melts" that sport on the edge of the valve head, over time. Obviously, heavy loads and higher combustion temps can accelerate this situation. The induction hardening operation will discolor the metal on the valve seat. But with a stated depth of .003", it gets ground through with the first valve job. But it obviously goes a bit deeper than the discoloration or all of those heads would have had vailed valve seats later on, I suspect. Didn't see that happen, or hear of it either. My recommendation for the "forever" valve job is to use OEM-spec chrome-stem valves with the bronze heli-coil valve guides, along with OEM-spec valve seals ONLY. Some oil needs to get into the guide, but not too much. When the guide wears, the valve wobbles and the seal integrity (of most types) degrades, by observation. The chrome stem/bronze heli-coil is supposed to be the best friction interface available, much better than the normal cast iron guide/chrome stem interface. As for ADDITIVES . . . When the "Real Lead" fuel additive was around, using a whole can in 20 gallons of unleaded fuel would not even get it to the level of the prior low-lead fuels! Might take THREE cans to get to that level, as I recall. Lead being a dangerous chemical substance and all of that. I ran across an article on lead-replacement fuel additives in a trailer magazine back in the later '70s, maybe earlier '80s. It noted that there were two basic types of such additives. One type was sodium-based and the other was oil-based. Alemite CD-2 had one that I suspect was sodium-based (which was supposed to be the better type). I used it without any problems . . . until . . . the sodium stuck an accelerator pump circuit "weight" closed on a Carter ThermoQuad I had on one of my cars. Took forever to get it to even act like it wanted to start, with no pump shot! When I took off the accel pump shooter, freed-up the weight, then things worked well again. End of using that type of fuel additive! Didn't tell that it worked enough to keep using it. Later on, installing hard seats became a normal part of a valve job on older engines, anyway. EXCEPT for Buick Nail Heads, due to the prevalence of "striking water" in those cylinder heads. It should be noted that there are OTHER fuel components that serve the same anti-valve-recession functions as the prior tetra-ethyl-lead did. As the old Amoco fuels obvisouly had in them, back in the '60s. Enjoy! NTX5467
  6. BEFORE there was Seafoam, there was Berryman's B-12. Gasoline, motor oil, or atf. Basically a varnish remover. AND people used to add a quart of atf to help clean things up, claiming it would get into more places, to increase oil supply, due to its lighter viscosity than motor oil. Personally, I'd not use Seafoam just because it's sold in a lot of parts stores (which can mean it has a good profit margin, more than anything else) when Berryman's is still around. What I used to do was to get some Stweart-Warner Alemite CD-2 Oil Detergent. A product designed for use in motor oil, that could be left in the oil for a while. With a fresh oil change, I'd add a pint can. When the oil got to 1/2 quart low, I'd add a second pint can. At about 4000 miles, I'd do an oil change. From what I could see through the oil filler cap hole, it cleaned things up really nice (at least the rocker arm shaft area). In more modern times, doing an oil change with Mobil 1 ester-based synthetic motor oil is supposed to clean things up. The ester-based oils dissolve sludge and such, but normal synthetics might not, although ANY modern oil has a lot of detergents/dispersants in them anyway. MAKE SURE you have several extra oil filters before beginning this procedure, for good measure. IF all you're doing is chasing a "lifter tick", might try using a multi-vis oil with a lower "low" viscosity number. Like 5W-30 rather than 10W-30, for example. To me, that plus the Ester-based synthetic motor oil would probably be the better long-term "fix". Nothing's going to work overnight, by observation (been there, tried that on our '69 Chevy pickup!!). Enjoy! NTX5467
  7. Hoping that everybody is in good and improving health, so the way forward in 2020 can be easily seen and enjoyed! NTX5467
  8. Curious . . . why did the carb get rebuilt if it started so easily? NTX5467
  9. I suspect that everybody has more projects than they can finish. Possibly they could all appear at the BCA Nationals so there'd be plenty of help getting them finished? Cost of transportation might be a bit much, though. But still plenty of expert advice and possibly even a buyer? (At least it sounded good when I thought of it!) Key thing is to turn dreams into reality. NTX5467
  10. MERRY CHRISTMAS and Happy Holidays to all! As we progress into a Terrriffic Tri-Shield New Year. Should be low 70s in North Texas on Christmas Day. NTX5467
  11. That particular V-6 is also available in the Camaro and fwd Impala. Being more "tech" oriented, Cadillac uses a smaller version with at least one turbo attached, usually TWO. YUK! The Encore I drove last year, I was very impressed with the ride of it. Shocked at how not-short-wheelbase it felt. Somebody did well there! But with no rear or rear-side visibility, the various proximity sensors and warnings are needed. Even after you lay the back seats down (to get the headrests out of the sight lines!). But most of the smaller SUVs are that way, too. I was thinking the Encore was built in China. One reason the China tariffs was a touchy point for GM. Happy Holidays! NTX5467
  12. This is "old news", but just recently publicly announced. "Old News?" Remember when GM sold its Euro operations, including Opel/Vauxhall? That's where the Regals came from, NOT the USA. It has been known for some time that when that production contract with the new owners ended, so would the cars. Where could they move production to? China or the USA? Not Australia as GM's not building vehicles down there any more. Of course, the whole deal is made to sound like they are ending production due to "buyer preferences for SUVs" rather than telling the real story. One financial email I get proclaimed "Buick to End Car Production". How does that sound? It drew several good responses form new owners of the Regal Tour X vehicles. ONLY historic thing is that whenever GM (or Ford) has abandoned a market segment, the European or Asian brands have swooped right in with new products to fill that niche better than GM had been doing. The "sleeper" in this respect is VOLVO! Volvo is becoming what Buick could have been, IF GM management had wanted to do that. Instead, sales of facilities is allegedly going into electric car research (remember GM's "car of the future" running on hydrogen a decade of so ago?). Volvo's already stated that any new models will b either electric-only or hybrid in the future. GM could have easily done the same, but chose not to. Remember the Avenir vehicle and then the really sleek Coupe concepts? GM quickly said they would not be in production, when WE know they would have been salesfloor hits, especially the coupe. Volvo still has SEDANS and a limited-production coupe that fits those bills, right now. PLUS the requisite different sized SUV products. But also remember how the parade of managers through CAdillad really helped their "Art and SCience" orientation in the '90s? Then that whiz-bang management team from Audi? Cadillac had now current "products" to match sales with BMW, which has a full line of electric vehicles and the normal SEDANS and SUVs. In mid-2000s, BMW outsold Cadillac by about 10K units. GM is continuing to mis-manage their car brands, other than possibly Chevrolet, by observation. Especially on the CAR side of things. Just as with the Avenir car and The Coupe, the talent is apparently there, but seeking to be a "tech car company" is much more than having a vehicle that can support 12 WiFi connections at once. Bland-looking intereiors (one of the first things a millennial tester said about the TourX) in textures of the same mono-tone color scheme is no good . . . compared to even the most lowest-priced '55 Buick Special. Why can the import brands still successfully sell smaller sedans in volume? Bui GM and Ford don't seem to be able to? One thing to remember is that many fwd Cadillac platforms also spawn similar Buick models, or used to. Perhaps the REgal should be put on the CTS-replacement platform? But with powerful, high-tech/hybrid power plants that don't need turbos to make power. With shocks that don't need electronics to ride well and go around corners too! Perhaps a "Focus Group" on the Future of Buick needs to inundate Mary Barr/GM Product Management with letters of how they could save and RESTORE Buick to its prior prominence in the marketplace, while also keeping the younger buyers attracted to the SUVs they perceive they need. A vehicle WIDE enough to seat 6 people without having to decrease luggage space (as on a three-row SUV of any size!). What made Buick great in the middle 1950s can make it great again in the 21st century. Don't send us to a Volvo Store! Thoughts and observations, NTX5467
  13. The "power valve" should not operate at normal intake manifold vacuum levels. Only when the manifold vacuum level drops to about 5" Hg, or there-abouts. With more vacuum, it should be closed. Off-idle response would NOT be affected by the power valve, I suspect, as it is related to the main system rather than the idle or idle transition systems. IF there are any hard deposits in the idle feed tubes, which can also have a "sized" orifice near their bottom tip, that can restrict the idle fuel a small bit, but if the sized orifice is similarly caked-up, that WILL affect the amount of fuel that enters the idle tubes and idle feed holes in the bottom of the carb body. To the extent that the carb will not idle on the idle system (once it gets hot enough for the automatic choke to come off). The bottom orifice can be re-sized with some twist drill action, but just enough removal to get to "brass". These deposits will NOT be removed by any carb rebuild "soak" fluid, by observation. Which means only "mechanical" removal works in that case. Just some thoughts, NTX5467
  14. If it doesn't idle or act like it wants too very much, it could well be a mechanical restriction in the idle feed tubes on the bottom of the primary venturi cluster. A little twist drill action can fix that easily. Probably some fuel deposits from years ago, I suspect. The "no acceleration" might also be a broken/missing power piston spring. The power piston runs the primary metering rods up and down, against manifold vacuum. With no spring, the metering calibration will be "Economy" all of the time. the only acceleration enrichment will come from the accel pump shot. When that pump show is used up, acceleration will falter. IF you keep the throttle WOT long enough, eventually, it'll get enough rpm for the secondary air valves to open. THEN it will accelerate. The quality of the carb kit or whom installed it will matter if the above is true. FWIW. NTX5467
  15. For your specific car, you'll probably need to search for a build sheet. For the BODY. I believe the body was assembled by Fisher Body, then married with the chassis at the GM Assembly Plant, back then. Things were not as easy to track, back then, as they are for newer vehicles, by observation. It takes product knowledge of what could be on the vehicle, a knowledge of what was standard equipment for the particular model, what the options were that could be on the vehicle, plus knowledge of the various trim levels of the particular model. The body and chassis probably had separate build sheets, I suspect, due to their different assembly locations, too. A Buick parts book for that model year could be a help in determining what's on the car, too. NTX5467