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Steve B

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  • Birthday 06/17/1962

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  1. 67 Skylark: 455, TH 400, 4.11 12 bolt. Ran 11.17 at 119.
  2. I need a right front fender patch for the botton 9" of the fender behind the wheel where it meets the rocker . I am in northest PA. Let me know if you have one and the price shipped to 18353: sdbiii@ptd.net. Thanks - Steve
  3. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Do you have contact details for him? </div></div> His # is in my first post. He is not on line, but lives near Buffalo, NY. Carmen is one of the few Nailhead icons around. You will be happy to have found him!
  4. The 364, 401 and 425 are generally some of the toughest long lasting motors ever made. They were often used in long hour situations that required torque. Countless saw-mills and oil rigs were equipped with these uncomplaining engines that just needed an oil change once in a while. Maybe your acquaintence forgot antifreeze?
  5. Carman Faso just rebuilt the AFB for my 65 GS - 716 693 4090. It looks better then new. He will match it to your application perfectly if he has the the correct information. I know it takes him a while as he waits until he has a few to do at once. That may be why the rebuilder mentioned earlier has a long rebuild time.
  6. Would you sell the moulding along the the outside of the window of the drivers side door if it has one? You can Email me at quick_strike@verizon.net Thanks
  7. Buick green unless it was in a Gran Sport Skylark. Then it would be Buick Red.
  8. Yes, Buick 300, 340, 350 engines. The Buick 350 and Chevy 350 are worlds apart. Chevy uses yet another bell housing bolt pattern and bell housing. Buick (other then the Nailhead) use the Buick, Olds, Pontiac (BOP) bell housing and bolt pattern. There are ST 300s, ST 400s, TH 350s and TH 400s that are in the BOP pattern. ST 300s are a two forward gear automatic that were used behind the small block Buick?s (a beefed up ST 300 was used in the Nailhead bolt pattern behing the 65-66 GS Skylark with a 401). ST 400s are three speed automatic TH 400s with a variable pitch converter (these transmissions were used behind the big block Buick, and came in long and short tail variety). The short ST 400 and short Th 400 are an inch longer then the 300s and use a different yoke. The TH 350 is a three froward speed transmission that was used behind the Buick 350 and the later the V6 engine. These transmissions are the same size as the ST 300 and use the same yoke and mounting. The 200 4-r is another transmission that will bolt to the small or big block Buick. It has a dual pattern housing that fits the BOP or the Chevy bolt pattern. These are the same size as the 300 and 350 trans, but mount further back. The 200 4-r also use the same yoke, and is a four forward speed automatic with overdrive. Don't even ask about three or four speed standard transmissions!
  9. 300, 340 or 350 will drop in and bolt up. The 401 has a different bolt pattern for the bell housing.
  10. Little more information on the various head flows at lift <span style="font-weight: bold">here</span>. There are some interesting comparisons to be made. Mr Magnotty told me my intake was not the restriction when he ported the heads for me that are in the chart. He flowed and worked my Q-jet intake, but it did not take much more then fine tuning. I think the square bore manifolds will flow the same as the Q-jet when they are opened up to fit the larger square bore carb. The plenum is also enlarged to meet the bores of the larger carbs when this is done. The stock square bore and the stock Q-jet are very similar in design other then the plenum size.
  11. Nailheads typically don't breath well. The 425 uses the same heads as the 364 and 401. This means more air is required through the same heads to support a larger displacement at the same RPM. Better breathing is always the point to address with these engines. The intake, heads, cam and exhaust are where the gains in this engine are found. The stock intake is set for a small base 4 bbl carburetor (AFB, Rodchester). These are low cfm carburetors on a restrictive manifold. There are several after market 2x4 manifolds and a Buick 2x4s available. The Edelbrock b262 is best 2x4 to have, but they are hard to come by since they are not manufactured anymore (ebay prices over $500). The Buick 2x4 also provides better flow over the stock 2x4. These manifolds were made in limited quantities and are also hard to find and purchase. Offenhouser has a 2x4 manifold for this motor, but it is restrictive at the turns. There is a 2x4 under testing made by Eelco that is said to be similar to the B262, but the results are not in. The stock square bore manifold can be machined larger to accept a large base square bore 4 bbl (PAE Enterprises), and a Buick Quadrajet spread bore manifold was available in 66 on the 425. These manifolds will allow the use of larger flowing carburetors and improved manifold flow. This is a cheaper option to the 2x4 and will allow for improved flow and more common carburetors (Holley or Quadrojet). Don?t cap it off with a restrictive air cleaner set-up once you improve the flow through the intake and carburetor. Heads flow can be improved once the intake manifold flow is increased. The most common thing to do is porting to improve head flow. Larger intake valves (1.94") can also be added, but require some un-shrouding in the chamber. Intake and exhaust port flow is improved through porting. Ported Nailheads can flow as well as a good set of street/strip ported 455 heads in the right hands (Gessler). Port matching the intake to the heads also provides some air flow improvement. Smoothing rough/sharp edges and un-shrouding the valves also improves flow and decreases detention. After market cams can provide improvement in air flow, but can also be a major stumbling block. The cam need to be matched to the rest of the engine, compression, drive-train and weight of the car. The right cam can pick up HP, the wrong one can seriously compromise the combination and leave one scratching ones...... Cams with more duration and lift move more air at the cost of moving the power band up the RPM range. This can put you in a situation where part of the power range is beyond the upper air flow limits of the heads. This causes the engine to run out of air right where it starts to make power. Cams may also require transmission converter stall changes or rear gear changes to work well as part of a combination. Moving more air in means moving more air out. A restrictive exhaust with other improvements will not net any gains and increase back pressure. Headers and shorty headers are available for the nailhead. 2.5" exhaust systems are available for most A-body applications and will handle up to 600 HP without any negligible effects. The guys running fast nailheads report lager primary tubes are better for HO nailheads. Available headers have 1 5/8" primaries and 2.5" collector. 1 3/4" or 1 7/8" primaries with a 3" or 3.5" collector would be better if you can find them. There were some sets like that made, but they are hard to come by. HTH
  12. I have Hawk ceramic pads at all four corners on my Cobra. They tend to be a little noisier then the stock pads, but they do stop a little better then the stock carbon-matalic pads. There is the same amount of dust, but it is lighter in color. All in all, I did not think the improvement was worth the extra dough. But, then again, I dont autocross either.
  13. Most of the parts you need are on, or have been remanufactured for, the 67 GS 400. The 67 GS 400 engine is externally the same size and uses the same mounting as 455. 400/430/455 exhaust manifolds are basically the same size and shape, and 67 GS exhaust systems are available from various vendors. You might want to pick up a 67 GS donor for parts, as it may be easier to take all of the parts you will need from one place rather then try and round them up. The radiator and mounting, fan shroud, wiring harness, driveshaft, throttle linkage, frame pads, 3/8" fuel line, 3/8" tank pick-up, ST 400 transmission, front springs and sway bar are all 67 GS specific. You will also have to make sure you have a rear sump oil pan and pick-up tube, 400 transmission mount and 400/430/455 power steering bracket. Be prepared to modify the existing column shift linkage or install the GS console and shift linkage. Your transmission lines will also need to be adapted. I have done two 455 to A-body conversions (67&65), one 455 to G-body (83) conversions, and am in the middle of a 65 GS 455 conversion back to the original Nailhead form. Please feel free to ask any other questions you might have. Below is a picture of my 455 equipped 67 that started life as a Special with a 300.
  14. Pump from a 65 st-300 transmission wanted (the 65 does not have a solenoid for the converter on the pump).
  15. I need a few things to finish my GS project: front turn signal assemblies, complete rear tail light assembly, repairable steering wheel, front grill and license plate light assemblies. It is not a show car, but the parts can not detract from a nice driver with re-chromed bumpers and new paint. Please email me with condition, price and pictures if available at: steveb@1acc.com . I am not likely to return to this post. Thanks
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