MartyWorld

All of the above casting numbers have the same size ports and valves EXCEPT the 137912 cylinder head. Actually, the casting number is B1376912D, known as the "D" head. The exhaust port is 1/2" taller. Only 47 heads (not sets) were made. Eventhough the NHRA designates the casting number as a 1966 model year, these heads never went into production and were made probably between 1963 to 1965. Marty

Let's see................. "D" cylinder heads (nailhead) "D" exhaust manifolds, two versions 2 X 4 intake manifold, "X" code, aluminum, higher than stock Marty

Greetings................. Anymore rare Buicks and/or parts, engines, etc.? It would be a very interesting thread. People may have a lot of treasures in their garage to share. A lot of Buick history. I have a few myself. Thanks, Marty

The exhaust crossover located on the underside of the intake manifold is probably leaking at the core plug. Remove the intake and install a new core plug. Marty

What about experimental or prototype parts, such as engines, heads, cams, etc.? Marty

Have you figured out your "breakeven"? How many transmissions must you rebuild to start receiving a profit? Are you thinking about doing this out of your home? I'm sure you will find many people here want to help you. Marty

Mitch, are you planning on renting a building? I have owned a shop before. A lot of overhead expenses. You asked about different types of dynaflows. 1948 - 1952, Dynaflow 1953 - 1954, Twin-turbine Dynaflow 1955, Variable Pitch Dynaflow 1956 - 1963, Variable Pitch Dynaflow with additional first stator (1961 - 1963, open driveline) 1958, Flight Pitch Dynaflow 1959, Triple Turbine (flight pitch dynaflow with running changes, improvements) Marty

Ed, Do you still have the 3.91 gear set? If so, would you sell it? Thanks, Marty

Buick made the following parts for the 57 to 58 364: Adjustable rocker arms Longer pushrods Solid (hollow) lifters Blocked (exhaust crossover) intake gaskets Higher compression pistons All of these parts are listed in the Buick Master Parts Book of that era. Marty

The triple white tires found on many 65 Gran Sport Riv's and later would be nice to have. I know Coker makes them for the Cad's and Lincoln's but they are way too tall. I think the triple whites are the most beautiful tires around. Would the ROA have some influence on Coker to have them made again? I have looked at Coker's current offerings and it looks like they make tires for vehicles I would have a hard time believing they would sell many of. The Riv triple whites would be another story. What's the chance of having this done? Marty

Steve, I will be sorry to see your Riv go away.........it is a very beautiful car. The person buying it will be getting an excellent vehicle. So what is your next project? Marty

Dave and Brian, Thank you for your responses. Looking at the "flight pitch" manual for 1958 and the Buick chassis manual for 1959, there is a difference in starting torque; 58/4.5 and 59/4.7. Probably not much difference as far as "seat of the pants" response, although pure speculation. I also wonder how that change occured since the gear ratios did not change from 1958 to 1959. Thanks again, Marty

Anyone using their classic Buick as a "daily driver"? Problems? Costs? (compared to a new car, insurance, maintenance,etc.) Advantages? Thanks again, Marty

Dave, Thank you for your response. Why did Buick discontinue the flight pitch in the 59 model run? Did Buick develop the trans or Chevy, since the Turboglide is very similiar in design? Thanks again, Marty

How does a triple turbine equipped car drive differently than a twin turbine equipped vehicle? Take off? Passing ability? With a twin turbine shifted into "low", would it outperform the triple turbine? Thank you, Marty

I know someone that has done the swap in the LA/Orange County region in California. I saw the car last month. I will contact him to get in touch with you. Marty ROA #4858

I agree that a vehicle with the flight pitch dynaflow for myself would be more desirable......didn't know others felt the same. This passed weekend (Mothers Day) I saw a 1958 Buick Century with a flight pitch dynaflow. The guy selling the car didn't know what I was talking about when I mentioned the car was equipped with flight pitch trans......... He said it shifted very well...........fascinating. It shifted????????????????????? My first car was a 59 Buick Invicta with the twin turbine dynaflow. The car did perform very well, but I was intrigued with the triple turbine trans....maybe one day I will own one. Marty

By viewing the photo, the vehicle is equipped with the "Flight Pitch Dynaflow". Very rare and very few shops that can repair it......limited parts availability. Marty

I am interested in the tire. Marty

Lamar, Thank you for the kind words. I missed an EBay auction (ended January 21st) on the adjustable rocker arms. If I see any more auctions or info I will pass it on. The rockers did not sell and may be listed again. Marty

NTX and group............ Please go to www.nailheadbuick.com and look under the link "Max Balchowsky" to see his aluminum heads and modified (intake flange milled/removed) cylinder heads. Very interesting site Russ Martin has put together. Marty

Thank you for your reply NTX. Great info. Max made several intake manifolds on his own. In fact, Max had also designed an aluminum cylinder of his own port design for the nailhead. My understanding is that the company that cast the head did a poor job. As far as the "angle" cut head at the intake manifold mating surface, you are correct that an "indepedant runner" intake was used and of course was modified by Max. It used Webers. The straighter shot to the intake valve yielded 10 to 15 more hp. Marty

NTX, One trick Max did to the cylinder heads was to "angle" cut the intake mating surface to straighten out the port. Max probably theorized, as do I, that since the port volume was limited that he would take advantage of the relatively straight intake port and maximize its velocity. Marty

NTX, I concur 100% about finding info and parts books in that time period. Changing "gears" for a moment, notice that Buick engineers went to shell lifters for light valve train weight to increase rpm potential to complement the hi-po cam. Most agree that nailheads are all done by 5500 rpm, yet racers of that era would exceed 6000 rpm and Max Balchowsky would tach some of his nailhead motors to 7000 rpm. Marty

Josh My "Buick Master Parts Book" covers 1940 to 1970. Your parts book (info from another post) is up to 1960. As the years go by, Buick drops many part numbers, and, as in this case regarding high compression pistons, this is a good example. My parts book does not show any part number for the 322 hi-po cam, but I have seen an earlier parts book, probably the book you have, and it does list the cam my book does not. Thanks for the info Josh, Marty