Jump to content


  • Posts

  • Joined

  • Last visited

About 32Pontiac6

  • Birthday 03/16/1954

Recent Profile Visitors

1,319 profile views

32Pontiac6's Achievements

1,000+ Points

1,000+ Points (3/7)

  • Collaborator

Recent Badges



  1. I assume you mean 1931... Cable brakes. The 1931 had Midland Steeldraulic brakes. They are a single shoe brake. They work very well and are easy to adjust. You just need a special pliers to adjust. They are fairly common on eBay. The ‘31 did not have synchromesh in any gear. The 1932 Pontiac had synchromesh in 2nd and 3rd. That was the first year synchro was in a for Pontiac. The engine is rated 60 HP at 3000 rpm. With the differential ratio (4.55 to 1) and tire size speed is approximately 20 MPH per 1000 rpm. So at 45 mph you are only running at about 75% of rated RPM. I have both a ‘30 and ‘32 Pontiac and 45 MPH is a very happy speed for these cars. I have taken both of them up to 50+ for short distances on the California Freeways (at times of minimal traffic). The ‘32 has a higher hp and operating point (65 hp at. 3200) and will cruise comfortably about 5 mph faster than the ‘30. I have not driven a ‘31 so I can only do the math and figure it would be very similar to a ‘30 based on the specifications. I have a website: Pontiacsplithead.com that has reference material for ‘26-‘32 Pontiacs. I have an operators manual for ‘30 and ‘32 on the site as well as sales literature for ‘30-‘32. The sales literature has pretty detailed specifications for the cars. Check back to the site from time to time because I am going through all my literature and am trying to post new content weekly or at least a couple of times a month. Do you have one of these cars now or are you thinking of one?
  2. The parts book is unclear on impellers for ‘30 and I didn’t think that later impellers will fit based on the parts book data. The vanes should face the block on a splithead pumps. Depending on how bad the imperfection is on the impeller, I have used JB Weld to fix with some success. The impellers seem to always have some pitting and I have used it like filler on them to smooth out the vanes and help flow (how much I don’t know). The parts book does show that the bodies of the pump are the same from mid ‘29 (engine number 490158) through ‘31. They changed in ‘32 to have a distribution pipe that brings water to the rear head for better cooling. If my memory serves me correctly the impellers from about mid ‘29 through ‘32 are actually the same. I checked the impeller I have in the shop and it is slightly less than 3” and the shaft is .5. Hope this helps.
  3. I live at sea level so my data may not equate to higher elevations. Your boiling point will be closer to 200 than 212 in an unpressurized system like we have. I have both a '30 and '32 6 cyl. Both cars run cool. My '32 generally runs 180 degrees and on the hottest days - (95-100) it might get up to 190. The '30 does not have a thermostat so it runs even cooler. My gut tells me that your car has a thermostat in it and that you are seeing temperature after it opens. If the cooling system is working well even with a 180 degree idle the car should run fairly cool. The combination of splithead 6 engine and crossflow radiator make for a very efficient cooling system. Overheating is not something I worry about. I hope that helps. Rob
  4. Some people, in the past, have registered their car with the engine number. I don't like that because if you ever have to change the engine you have a problem. The number that Kornkurt illustrates is, in my opinion, the best number to use for a VIN. I had a '30 Pontiac that had the engine number as the VIN and I was able to change it to the number on the frame. Beautiful and rare car there.
  5. Pontiacs had torque tube setups from their start in 1926 through 1928. They went to Hotchkiss drive in 1929 with the Series 6-29 cars. The early torque tube carrier and torque tube was part number 342495 for '26-'28 There was one with a different gear ration than standard in 1928 that had part number 526562 Those numbers should be stamped someplace on the casting, I believe. Hope this helps. As Mr. Kornkurt says, photos might be helpful.
  6. Another thing to put in the back of your mind is that the impeller and shaft is the same for '29-'32 (Group 1.003 and Part Number 526856). The difference is the body. The '32 is particularly unique because it has a water distribution tube that daylights at the pump and brings water to the rear head area. So finding an old pump from that series will allow a spare impeller and shaft. My other bias is that I like the old packing over mechanical seals. I have some Chevy friends who have used mechanically sealed pumps with great success. I replaced the mechanical seal on my '32 and it failed. I have gone back to the old packing and it works fine. I think the problem with packing is that owners have never replaced it and it is a bit of a mystery to them. Once you get the right packing and use it a time or two you realize that it is a good and simple solution. I run packing in both my '30 and '32. My two cents worth.
  7. I am looking for information and a source for adjusting screws for Chrysler lifters on flathead engines in the mid to late 1930's. I have a 1932 Pontiac and when the engine was rebuilt the adjustors from a mid to late 30's Chrysler engine were used. However, I do not have records of what year adjustor was used. I just remember them being from the later 1930's. The advantage of these is that they do not have the locking nut to hold their adjustment. The Chrysler ones stay when adjusted. I am working on the valve train on my 1930 Pontiac 6 and was thinking of replacing the adjustors with the Chrysler ones. The adjustors for the Pontiac are 3/8" diameter, 7/8" to the bottom of the head and 1-1/16" overall length. They are 24 threads per inch. I have attached photos and dimensions of the lifters and adjustors. Any assistance finding these would will be greatly appreciatedl. New or used would be fine.
  8. No accelerator pump on Series 402 (1932). It had an additional (3rd) jet added.
  9. I am still pawing through some parts and may have something. No promises.
  10. You know I have seen this before... but what I never noticed was the oil distribution photo. It does not show the camshaft being pressure lubed. That correct? I know with the '32 there is pressure to the cam as well as spray to the area of the drive gear for the distributor. Thanks for posting. My splithead website (in embryotic form) is about ready to release to with some minimal information. This would be something good for me to post.
  11. The '29 Pontiac and '30 Oakland front brakes do not interchange. The 1930 Oakland was a V-8 and at least 500 lb heavier and 7" longer than the Pontiac. Parts book confirms no interchangeability.
  12. When I took a piece out I wondered about that. It seemed to adhere to the linoleum material. However, the new material I found has a cloth backing but not as thick.
  13. I am replacing the running board mat on my 526 sedan. I have found the top material from Restoration Supply but am looking for the material under the mat. From the attached photo it looks like a burlap material. Does anybody have a source for this original material or is there a more modern material that will work better? Any experience/help will be appreciated. Rob I am replacing the running board mat on my 1928 Packard 526 Sedan. I have found the mat material from Restoration Supply matches what I have there now. But I need to get the material that goes under the matting. From the attached photo it looks to be a burlap type material. Does anybody know a source of this material or is another more modern material used? Any help will be appreciated. Rob
  14. The main problem I have with my '30 and '32 Pontiac signaling turns is that my arm gets tired when there is a long light.....
  15. I am posting for a friend. I posted this car last year with a higher price.
  • Create New...