Steve B

They look to be 66s, and possibly GSs from black paint under the trunk lid. There were only 2000+ GS convertibles made in 66 if that is what they are.

I was born in 62, and my first ride was in my Dad's 52 Buick Super. That was followed by the 59 electra 225 (he still has that). My first car was a 67 Skylark, and I still have the front clip from that car.

Any porting done to the heads?

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Leading edge technology??? Maybe the GN/GNX. Not to say that Buick hasn't been a leader in inovation over the years. You just have to realize that Buick is never going to build a car in the same catagory as your SVT, it's just not Buick. </div></div> Innovation is relative to the time period. How about the early V8s and switch pitch transmissions, and how about what Tommy I. and Max B. were able to do in their time with Buick engines? Buick's hallmarks had been understated performance and abundant quality combined with a willingness to offer something new. These marquees are what have faded into the corporate platform that offers nothing new or distinctive. What Buick of today will be collectable tomorrow? If you ask yourself this question, what honest answer do you find? The SVT is the GN of today, but Buick doesn?t have the stones or imagination to build it anymore! They would rather rest on their laurels and sell mundane cars of average quality. I think the public is smarter then that and wants more for the buck then Buick is offering. Unless they learn to provide something substantial, Buick will follow the path of Olds. That would truly be a shame to this proud Buick owner!

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">That type of car is not what Buick has EVER been about nor will ever be about. Yes Buick has built some awesome performance cars but never one in that particular catagory. Even Buick performance cars have been aimed at a more mature(you've made it type crowd) over the years. Read some of the adds for the 60's GS's and they squarly aim at financially secure buyers. I for one as I grow older(43) find I want something different than when I was 21 - I want something that is comfortable, solid and practical but still says upper end.( I think I would have looked odd hauling an Antique bedroom set I just purchased in the back of your SVT) I think Buick is trying for a renewal and it can't happen overnight. I think Buick could build a fire breathing V8 Luxury Sport Sedan that blows away the rest of the market and it still wouldn't satisfy allot of posters on this forum. </div></div> Can you say GN, GNX, Stage II? What about those 13 66 Buicks GSs with 470 in stroker Nailheads? These all had leading edge technology built by Buick that lead the field: not followed it or maintained in it. Besides I have a diesel Suburban 4x4 for the end table.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">What a bunch of Buick bashers!!!!!!!!You all should find an import forum........ </div></div> I think Matt has a good point. Buick has turned a blind eye to the public: not the reciprocal. Quality and performance are no longer entwined at Buick. Trying to capitalize on their previous image does not stand the test of reality. Our innovative cars from yesteryear should have been the predecessor to today?s leading edge vehicles, but instead preceded mediocrity. That lies at the heart of why so many early Buick owners feel betrayed. I write owning 6 Buicks: two 80's Park Avenues, one 67 Skylark racer with 525 monster Buick engine, a 66 GS convertible 4-speed, a 65 GS Skylark HT and a 63 Riviera. I am certainly not a Buick basher, but even in my small collection the earlier cars have more pizzazz than the top of the line Park Avenues. At 41, my first new car ever purchased is not a Buick, but a Ford. I wish it had been a Buick, but they, nor GM, offered what I wanted at a price I could afford. Now I have a solid, good looking 390 hp supercharged V8 convertible with a 6 speed manual transmission and independent rear suspension. Too bad Buick could not even come close!

Same heads!

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I'll agree Carmen is one of the gurus for our Nailheads but I wonder how many of these motors had to be sleeved after boring. </div></div> I guess I should rephrase my original statement to read "I have heard that some 401s can be bored to 425s depending on core shift and cylinder wall thickness." Certainly not all or even most are candidates. It is still best to sonic check the block to see exactly how far you can go!

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I am told that you can not make a 425 out of a 401. Others can confirm this on a very active Yahoo group, Buick Nailhead. Doug Cook </div></div> Doug, I thought the same way, but Carmen Faso told me it was possible, and that he had done it several times. If Carmen said it is so, it is so! That is why I don't bother with that site anymore.

I have heard that the 401 can be bored out to a 425, but it may make the cylinder walls too thin or break through if there was core shift. It is best to have the block sonic tested to see how far it can be bored. You may find .030 over is your best bet. The 66 engines carried the M code on the passenger side valley pan rail. MT=401 4bbl, MR=400(401) GS Skylark, MW=425 4bbl and MZ=425 2x4. 65 engines carried the L code and had similar designations, but the 425 2x4 was LX - not LZ. Try <span style="font-weight: bold">this link</span> for more engine codes and information. There are two after-market 2x4 manifolds for the 401/425. Offenhauser still makes a 2x4 (and 3x2), but it somewhat restrictive. Edelbrock made the B262 2x4 that is no longer available, but the most desirable for performance. If you are lucky enough to find a B262, it is going to cost you. I saw one go for $800 on Ebay. There are no after-market single 4 bbl for the 401/425. The stock 66 425 Quadrajet manifold and Quadrajet makes a good improvement over AFB manifold and carburetor. The Quadrajet set up is still reasonably priced (for a Nailhead that is). Elelbrock makes several AFB replacement carburetors that fit the AFB manifold and flow 600, 750 and 800 cfm. There are also some people (Jim Burek for one from PAE) that mill and modify the AFB manifold to fit a square bore 4150 series Holley carburetor. There are also adapters to put the Holley on the AFB manifold. I had an 1/2" adapter for a 750 Holley that ran very well on my 63 Riv.

What would you like for the grille, and do you have the bumpers. Pictures would be nice! Thanks

The $600-700 price was without a converter. The converter was more. I know a ST 300 rebuild kit only costs $135. I have rebuilt a few 400s before, and I have a manual. I just hate trans fluid. I think a $300-400 rebuild and the cost of a $100-150 converter rebuild on top of that would be reasonable.

The ST 300 from my 65 GS needs to be rebuilt. I am near the PA-NJ border where Rt. 80 crosses. Is there anyone in the area that can do a reasonably priced rebuild on this transmission? The trans is out of the car, and I can drop it off and pick it up. I would travel some for a good deal by a reputable shop. The $600-700 estimate I have so far is ridicules. Thanks <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />

Only at the top of the rear springs.

63 Riv should have a Dynaflow. In any case try this link: http://www.autotran.us/dfkits1.html .

Yes, 66 and 67 seats are basicly the same other then the button for the seat back on the 67. 68 used a new design for the seat.

Yes, a 59-63 401 or a 63 425 will fit and have the correct flexplate and crank clearances. Just make sure the pan has the sump in the same place as yours. There were mid and rear sump pans available for those engines during those years.

KW and KX are the 425 codes in 64. KX was the 425 2x4. I am real sure as I have one of each. KT was the 401 code.

Try Carmen Faso, (716) 693-4090. He has or has had all of the things you are looking to find.

[color:"green"]<span style="font-weight: bold">Here</span> is another. <img src="http://www.aaca.org/ubbthreads/images/graemlins/smile.gif" alt="" />

Mallory has a billet Unilite non-vacuum advance distributor - # 372920001 - With vacuum advance #472920001 - Recurve Kit for both #29014. Summit can special order it for $270. MSD is also in the process of selling a Nailhead distributor. It may be available by now. You would have to check with them.

[color:"purple"]Well, from an old Kenne Bell catalogue there is this: "The 400 and 430 are identical blocks except for bore diameter, so bore the 400 to 430 specs. These bore sizes maintain adequate cylinder wall rigidity so there is no problem with overheating or ring sealing." I would still have the block sonic tested to make sure you can do it. I hope that helps.

[color:"orange"]I would also invest in a 67,68 or 69 Buick Chassis Service Manual. Almost everything you will need to know for a basic rebuild is in there. You can find them on ebay or on the Buick websites.

Use [color:\\"blue\\"]<span style="font-weight: bold">this</span>.

If it said 310, it would be a 300 2bbl.