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About 37_Roadmaster_C

  • Rank
    Senior Member
  • Birthday 01/18/1964

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  • Gender:
  • Location:
    Central Washington State, USA
  • Interests:
    Electronics, amature radio, antique cars, metal working (machining), cats and family

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  1. Bill, my 60 is the Electra 4 door hardtop. I honestly do not know the actual model number. The amazing thing about my car is that when it was bought new in early 1960 by my grandfather it was titled to my father. Right now it is an original stock one owner car with about 70000 miles.
  2. Thanks everyone for the insight. It shines a very bright light on the details of the Nailhead heads. @Bill Stoneberg, the 37 is not a Nailhead but the 60 is a 401 .
  3. Hi @Bill Stoneberg, Would you explain why putting seats in a head ruins it, assuming the job was done properly by a qualified shop.
  4. @Matt Harwood you are very right... this will teach me to look before I type. In any case the rest follows what I have been told.
  5. I just wanted to add a YES to the above statement. I have no in person knowledge, but I have been told by old time racers from the 50's that many race teams used the Buick 320 straight 8 as a preferred race engine. This motor is a small bore, long stroke engine. As an owner of a 320, I have been warned over and over by my father and late uncle (who was a very knowledgeable machinist/mechanic) to not over rev that engine or you risk a thrown rod. The stock Buick 320 red lined at about 3000 rpm. The stories about racers modifying the 320 often revolve around more carburation and rpms in the 600
  6. @Frank DuVal fair enough . @Jubilee has an excellent way to test these switches!!!
  7. I have never tested this type of switch, but I think you would need to actually put brake line pressure on it to test. Compressed air MAY be enough pressure. The brake line pressure is very high. According to online source, manual brakes at full lock would be as much as 1000 psi and power brakes 1400 psi and up. With this in mind, compressed air is normally between 125 and 175 psi. The electrical switch connection for the switch you describe is most likely between the two terminals with OHM reading being low when brake applied. I say low because many ohm meters display something like 0L when p
  8. The article below was copied from a document I found on the web with a simple search for Nash Healey fuel gauge or sender. Anyway you can most likely research the Stewart-Warner D-384C and get the resistance range. Now reversing the direction of the wiper action is all on you . It does appear that you found one of the oddballs I mentioned.
  9. The year and model of the vehicle will tell almost everything. With a very few exceptions the senders fall into a short list of values. As told above what you need to find the sender range manually is a lower value pot and an ohm meter. A 1K (1000) ohm pot should work great. Hook up one edge terminal to ground and the center terminal to the sender wire. Apply power (ignition On) and adjust as said above for both empty and full. You will then have an accurate range and you can pick the sender that most closely matches the measured range. Do not be overly concerned about the measured and specifi
  10. I am a little late to this post, but when we put the 320 AND transmission in the 37 roadmaster our engine man made a lift "tube" out of 1 1/2 square tubing. He drilled it to fit over the valve cover studs. He also drilled it in several places for a lifting eye-bolt to be put in. We just chose the best place for the eye-bolt to balance the assembly where we wanted it. In our case it was way to the rear because of the transmission. I was VERY skeptical about the valve cover stud locations as they seem to small to lift over a half ton of iron. My guy has over 40 years experience so I went with hi
  11. I do not need the instructions, but I tried to enlarge it for reading and I had the same issue as @23hack. The posted image is just a tiny bit to low in resolution to enlarge. If @Tinindian would be so nice as to repost the images with a slightly higher resolution or better yet post a link to high resolution images it would be a big help. I know that not everybody has the resources to do what I mentioned, but email works also for exchanging images with individual members. Not being snarky, just pointing out some options 😉.
  12. I have no experience with vacuum cylinders, but I would try graphite impregnated cotton "pump packing". It is available in many sizes and is square or round. I would use square and plan on cutting it for "Chevron" alignment. That may not be needed, but it may help a lot with vacuum sealing. The packing material would be available at any motor/pump repair shop. Hope this helps.
  13. This post made me want to add to my earlier post.... Like @MikeC5 said, there are other variables in torque values. Torque on a nut or bolt is really a way to set constant clamping pressure on an assembly. To get a repeatable clamping pressure you need equil torque pressure from the fasteners. The only way to do this is to have known and repeatable values for all variables that effect clamping pressure. With this in mind, all nuts, bolts, studs and threaded holes should be clean and lightly lubricated. The fasteners should be free of any resistance to tightening. IE, be able to fi
  14. A lot of torque specs show a range like 40-45. Torque to the lower spec and then tighten if needed to allow the lock wire/carter pin to be installed. I also agree never loosen always tighten to fit. Once a bearing cap, rod or main, is tightened the bearing can be very slightly deformed. In this case loosening the nut/bolt can allow the bearing shell to move slightly. I do not know if this is an issue, but it just seems wrong. Slightly tighter aligns the lock hole and does not allow for bearing movement. Just my $.02 and maybe not worth that .
  15. @c49er Would you please explain why DOT5 fluid CANNOT be used with ABS brake systems. I know and understand that DOT5 fluid cannot be mixed with older fluids, but I have never heard not to use DOT5 with ABS. I am not being critical, I just want to learn why .
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