joe_padavano

Actually, I don't believe these are "dually similators". These were "outies" for both the front and the back. I've seen versions of them on a number of RVs based on a one ton chassis. GMC campers had a factory version: Dually simulators have "outies" for the front and "innies" for the back. The whole point of "simulators" was to simulate the look of real Alcoa wheels.

I have only used brake fluid as an assembly lube when I've rebuilt brake hydraulics. I use DOT 5.1 fluid.

Despite what the ad says, that's at a 1973 or newer motor. It has an EGR valve.

That's what I did for mine.

I ASSUME the original engine is a Buick 455, as that was the standard engine in the 1973 Electra.

OK, as I look more closely at the OP's original photos, things may not be as bad as they appeared at first glance. I'm not really sure what I'm looking at in this photo. At first I thought that both wires were wrapped together here, but maybe that's not what I'm seeing and this is only a bare spot on the switch pitch solenoid wire? A better photo from a different angle would help.

Here's a photo of a switch pitch TH400 that I rebuilt. The trans is only partially assembled here, so some items like the clip that holds the long wire are missing. The switch pitch solenoid is mounted to the back of the front pump and is not visible in this photo. That solenoid is not available new, so I had to use shrink tubing on the original lead wire to repair it (the black part to the left end of that wire in the photo). The internal connector accepts the two wires from the two solenoids and plugs into the inside end of the case pass-through connector.

There are two separate wires that control two separate solenoids, each wired to one terminal on the two-wire connector on the side of the trans case. In the photo it appears that both wires are tied together inside the case.

There are probably lots of trans shops that are familiar with modern FWD transmissions, but few that know what a TH425 is. Even worse is that the 1966-67 TH425 has some unique design features that were changed for later years. Where is the leak? Other than the torque converter seal, all other seals should be accessible without pulling the trans from the car.

Wow, that's a mess. Your TH400 trans has two electrically operated solenoid valves, one to vary the angle of the vanes in the torque converter stator (the "switch pitch" feature that changes converter stall speed for better acceleration) and one to operate the kickdown (passing gear). They are controlled separately from switches on the throttle linkage. It appears that someone has wired them both together, which is not how they are supposed to be.

I'm thinking that the cast iron intake manifold for my big block Olds motors weigh more than that Crossley. 😁

It's a coax cable. You can't just solder it back together. You can crimp a new male connector onto the end of the cable.

This is what I do as well. Treadwear looks good at 35 psi

I think the thing that impresses me most about this thread is that it took nine whole posts before someone crapped on Harbor Freight... 🙄

There are a number of ZooTube videos talking about frame swaps on these cars. Suffice to say that such an undertaking isn't for the faint of heart. The other problem is finding a good frame. Of course, with that much frame rust, one has to wonder what's under that new paint. And let's be honest here, more-door cars won't have the same value as two-doors, so any such effort will rapidly be underwater. The moral of this is if you aren't capable of inspecting for this sort of damage, pay someone who is before cash changes hands.

Because he has an aftermarket, likely Chinesium brake booster and he is either ashamed to admit it or knows he'll draw the wrath of the originality police. Frankly, those boosters are less expensive new than the time and effort put into this so far. The OP can have fun in his quest. I've tired of the twenty questions thing. The mind reading still isn't working.

I use Harmon for a source of parts when I rebuild my own. We still don't know the year and model of the OP's booster, but note that all the diaphrams shown on Harmon's site are molded, not cut from flat sheet. There's a reason for this.

It would help to know year, model, etc. I've used these folks before. https://harmonclassicbrakes.com/

The cone clutch anti-spin differential was used in the 8.2 BOP axles in the A-body cars. Here's what Olds said under Periodic Maintenance - the same 1050081 fluid:

While I am equally skeptical of articles like this, that claim certainly mirrors what I've seen at major events and auctions. Tri-five Chevys and T-birds to the start of the Malaise Era. Not a big surprise.

Found this info from a Google search. Note that the Controlled Differential is NOT a traditional friction-type posi unit. From what I have gathered in classic Cadillac forums this is the original control diff fluid part number. Part Number 1050189 Then Part Number was superseded by part number 1050081. http://www.gmpartswiki.com/getpage?pageid=128705 Then part number 1050081 was superseded by part number 1052271. http://www.gmpartswiki.com/getpage?pageid=93213 Then the trail leads to 89021671 - 80/90W Rear Axle Lubricant Supersedes: GM# 1052271 http://www.amazon.com/Genuine-Fluid-89021671-80W-90-Lubricant/dp/B00BK7LUTM

The big pre-formed brake line companies will typically give you the first one for free if you provide a pattern for a product that they don't currently make. I suspect what happened here is that the company sent out a "form letter" response to every name on the waiting list. Have you contacted the person that you worked with originally?

For 1969, dual exhaust was only available on the L32 390 HP motor. N10 was not separately available on lesser 455s that year.

That diagram is not for an Olds - it shows the distributor in the front, so probably a Buford.