Mark Shaw

The NY Public Library has: Davis 1917 1920-21---parts list 76 no. 5 75 no. 4

I have lots of info on trailer tires: Trailer Tire requirements differ greatly from automotive tires. Automotive tires must maintain traction during all driving conditions: pulling, stopping, turning, or swerving. Because of this they must have more flexible sidewalls to maintain tread to road contact. Since trailers have no driving torque applied to their axles, the only time trailer tires must have traction is during the application of trailer brakes. Trailers with heavy loads, high vertical sideloads (like camper trailers), or trailers with inadequate tongue weight can be affected by trailer sway problems. Automotive bias or radial tires with their more flexible sidewalls can accentuate trailer sway problems, whereas the stiffer sidewalls of the ST (special trailer) bias ply tires help to control and reduce sway problems. For this reason it is not recommended that (P) Passenger or (LT) Light Truck tires be used on trailers. Best trailer control will be achieved with (ST) Special Trailer tires. TYPES OF TIRE CONSTRUCTION A.) Bias Ply - Poly or Nylon cords crisscross the tire from bead to bead with the same number of ply at both tread and sidewalls, providing stiffer sidewalls and more resistance to sway. B.) Bias Belted - Standard Bias Ply crisscross, bead to bead construction, but with additional belts under the tread. C.) Radial - Radial Plies run at right angles straight across the tire from bead to bead with belts (usually steel wire) under the tread. This provides excellent traction holding tread to road during swerving or turning. These are very important features for controlling a car or truck, but the flexible sidewalls of this type of tire may aggravate trailer sway problems when this type of tire is installed on a trailer. TIRE SIZE IDENTIFICATION A.) Originally American tires were provided with numeric sizing (480x12, 600x13, etc.) This gave the section width (the widest point of the tire) and the diameter of the rim. Some smaller trailer tires today still retain that numeric identification (480x8, 570x8, 480x12, 570x12, etc.) NUMERIC570X8 570 8 SECTION WIDTH RIM DIAMETER B.)Then in the 1960's tire manufacturers and D.O.T. changed most tires to alpha numeric identification to provide more information (B7813C, F7814C, H7815D, etc.) ALPHA NUMERICF7814C F 78 14 C Air Chamber Size Aspect Ratio = Section Height Section Width Rim Diameter: 13", 14", 15", etc. Load Range: A, B, C, D, and E, etc. C.) Finally in the late 1970's and early 1980's, D.O.T. and domestic tire manufacturers converted the majority of tire production to the metric system again providing more information about the tire. METRIC ST20575D14 ST 205 75 D 14 Application Type ST- Special TrailerLT-Lite TruckP-Passenger Section Width: 205 mm 215 mm 225 mm, etc. Aspect Ratio = Section Height Section Width (70, 75, 80, etc.) Construction Type: D - Bias Ply R - Radial B - Bias Belted Rim Diameter: 13 14 15, etc.

1972 Buick Skylark Convertible!!! - $11500 -------------------------------------------------------------------------------- Reply to: sale-300757173@craigslist.org Date: 2007-03-26, 11:18AM PDT Check Portland Or listings.

Maybe you should check to see if you can fish from the ferry boats on the PWD After-Tour?

Very interesting site. Looks strangely familiar too... like that crazy guy working on the Buick truck on the lawn at the last BCA National.

Try this: http://www.restorationstuff.com/

I remember in the 60's when my family was living in SLC Utah, the new family Buick was undercoated by the dealer to protect it from winter road salt. If it was primarily a dealer option, that would explain the inconsistent applications.

All good advice, but another key question is...does your driveway slope up or down to your garage? If so, you will need a taller door.

I could retire happy in one or two of those nice ones....work on cars...etc.

The Buick National meet is July 26th - 28th in Bellevue Wa (near Seattle).

It is always a good idea to compare old and new parts before attempting installation of the new part. I once bought a rather expensive rack & pinion assembley for a Dodge Durango and upon comparison, discovered the parts supplier shipped one for a Ford!

Tom, I will be delivering some prewar Buick parts to Redwood City Easter weekend on my way to the Bakersfield swap meet. If this is an older Buick, I would be glad to help if I can.

I spent some of last week end cleaning up my shop. Give it a week or two and it will be just like yours again. I am currently working on three Buicks: My 13 headlight rings needed some dents and cracks repaired & I am still sanding them with 200 grit. My thumb got a big blister last week, so I had to stop. My 31 rod bearing babbitt has been poured but it is now waiting for my machinist buddy to turn it down to size. And finally, my 15 speedster project is ongoing with a freshly tinned gas tank that was three weeks late. I picked it up this week & it is now being prepared for paint. In computer terms they call this multi-tasking....; it sure keeps me busy in the evenings when I am not traveling for work.

Checking Ignition Coil Polarity You can test for correct polarity of the ignition coil by using a voltmeter. Connect the negative lead to the (-) negative terminal and the positive lead to the engine block. Set the meter on the highest volt range (these connections are the same whether you have a positive ground or negative ground electrical system). The secondary winding's polarity, which you are testing, is determined by the combined hookup of the battery and primary windings. Crank the engine over (do not start it) and the needle of the voltmeter should show an upward swing to the plus or positive side (do not worry about taking a reading). If the needle swings down to the negative side and gives a negative reading, your coil is hooked up backwards. To correct the polarity, simply reverse coil primary leads. A coil with reversed polarity will have about a twenty percent lower output which may not show up at idle and low rpms, but can cause an engine to miss or stumble under load and at higher engine rpms. From: http://www.fifthaveinternetgarage.com/tech_tips/tech_tips_ign_coil_polarit.html

I have the "Reference Book" and "Price List of Parts" for models C-24 & C-25.

Buick and Cadillac were made with the same bodies for many years. You might try Buick parts.....

Michael, I have the same tires on my 31 Buick for over five years (except they are 18"), and they all look OK. I also have two older spares in the shop that have a different tread pattern and they look OK too. I'd say you found a defect. What tire pressure have you been running? Maybe too much or too little pressure could cause the separation?

I had my local sand blaster prepare my 15 Buick wood spoke wheels. When I first took the wheels to him I had the wood spokes taped off to protect them from the blasting. But he showed me that he used greensand to blast & did a beautiful job. He is over 70 years old and knows what he is doing. Any rotted wood will be removed, so you will know if you have sound spokes. If you don't, you really want to know before you find out down the road. I use only marine spar varnish on my spokes. On my 29 Buick, I stained them first, but on the 15 Buick they look much better without stain.

Try this: http://www.olsonsgaskets.com/

These are all good suggestions. You should also check to make sure the heat riser tube is not leaking exhaust into the intake. Remove and inspect the inside tube for rust or cracks. Any leaks would cause your symptoms.

Looks very similar to my 15 Buick. Hard to tell without better photos & measurements.

Dave, Have you checked with Terry Wiegand in Kansas?

This is in your part of the world: http://www.vinwire.com.au

Try using a strong magnet from the outside to move the socket to an accessable place. Then use another "pencil magnet" to remove it from the inside.

Most oil filters flow with dirty oil from the oil pump into the outside of the filter (where there is more surface area) to the inside where the clean oil exits from the center.