Pete Woodruff

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About Pete Woodruff

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  • Birthday 12/12/1957
  1. The oil cleaner phsyically removes foreign matter large enough to cause damage to the engine bearings. The use of modern oil will not effect its operation, the ultra-fine matter that causes discoloration of the engine oil with use will be held in suspension by the dispersant additives and drained out when the oil is changed. Since not all of the ZDDP has been removed for API-SM motor oil, the use of any reputable brand of 10W-30 oil should provide more then enough protect to any flathead 6 or 8 cylinder Pontiac engine. I make no claim for other brands of automobiles as I have no personal experience with them.
  2. Don, unfortunately my schedule did not permit me to attend the Flathead Reunion west. You are correct that the oil cleaner was intended to function for 100,000 miles, but the service maunal also advised cleaning the sediment bowl whenever the oil pan was removed for service; of if the vehicle was involved in a roll-over accident, as the sludge would fall back into the engine. As for valve adjustment; the Pontiac engine was pretty well designed for its day and many people that I have talked with over the years claimed that 30,000 to 50,000 miles was possible between adjustments. I have yet to adjust the valves on my '53 Chieftain, which is a survivor with 87,000+ showing on the odometer. I got it with 65,000+ and it still runs smoothly on all 8 cylinders. I do have a loose rod bearing though, it knocks when first started; so I am going to have to open the engine for service. I do keep the engine tuned and pay close attention to the idle quality. So far, there is no indication of any "tight" valves; including checking with a vacuum gauge. I personally service my cars based on apparent need, not by mileage interval; with the exception of anti-freeze. I do service the cooling system every other year. Pete
  3. SAE 40 is too heavy unless you live in a desert with temps over 90F all the time. SAE 20 or 20W was the recommended oil, and 10W-30 is the accepted replacement. These engines originally had cast steel pistons, if your engine has been rebuilt with aluminum pistons, SAE 30 would be acceptable as they have more piston to wall clearance when cold. The oil cleaner Pontiac used was a reverse-flow precipitation-type filter and exclusive to them, as far as I have ever known. The oil flow reversed direction abruptly within the unit causing any particulate matter to fall into a large sediment bowl. This unit was intalled in Pontaic six and eight cylinder engines beginning in 1941, and could be retro-fitted back to 1937. It works effectively with detergent or non-detergent oils and I don't belive any other auto manufacturer ever used such a system. Your transmission calls for SAE 140 above 60F, although SAE 90 EP was also acceptable. This is a mild EP lube, not the current GL-5, which is not acceptable in early manual transmissions. It is corrorsive to yellow metals and is too slippery for proper synchronizer performance. You need to find a GL-1 equivalent gear lube, Pennrite is one source.
  4. That is an inspection cover for the ring gear. It does not have a gasket as it is not supposed to hold fluid. Fluid should not be leaking here. You need to determine whether it is trans fluid or engine oil, then have the necessary repairs made.
  5. I re-read your original post, does your car currently have performance problems that you believe a carb overhaul will cure? The Carter WCD carb, tag No. 630S, is the factory replacement for an original WDO carb. If your carb is tagged as such, you have the correct carburetor for your car. Rebuilding one of these Carter carbs requires special tools to properly adjust the metering rod height, which is nearly as critical as setting the float level correctly. The service manual outlines the procedures; if you change the accelerator pump setting, you must check/adjust the metering rod height. If your carburetor needs to be overhauled and you don't have the special tools necessary, I would recommend having it done by an experienced repair shop; properly set-up you should get thousands of miles of trouble-free driving. These carbs do not have any plastic or synthetic rubber parts inside that are susceptable to damage from todays fuels.
  6. I checked the 1940 service manual and there is a leather oil seal on the selector shaft inside the transmission case. There is not any view of this seal. To remove / install the selector shaft, it must be driven out of the case from left to right. A welch plug seals the shaft opening on the right side of the case and a new plug needs to be installed after the selector shaft is re-installed into the transmission.
  7. The part number is correct for the application listed on the box; and 1913500 is used for '37-'48 eight cylinder engines, both according to the 1953 Wholesale Parts catalog. Both six and eight cylinder Pontiac engines have counter-clockwise distributor rotation, as viewed from the top (rotor end). I suspect that Delco-Remy listed the rotation as viewed from the "drive" end, which would be clockwise. The early repair kits supplied 3 ball bearings, but the later kits went to the plastic bushings. Again, I suspect because the ball "race" inside the distributor housings wore unevenly due to lack of lubrication. The plastic bushing would minimize the effect of this wear and allow continued use of a worn distributor. I would follow the directions as written if you intend to use the kit. Pete
  8. Kurt Kelsey, in Iowa Falls, IA deals in early Pontiac parts and sells fuel pump rebuild kits made with modern synthetic rubber. His number is (641) 648-9086.
  9. The Carter WDO carburetor was used from 1940 through early 1947 and then changed to the WCD carb. The information below came from a brief article I wrote for the Early Times newsletter and should answer all of your questions. Pete Carburetor Conversion Package Group No. 3.727 Part No. 510614 This package is used to install the Carter WCD carburetor, Part No. 509547, in place of the original Carter WDO unit. The WDO carburetors were installed on eight cylinder engines beginning with the 1940 Series 29 cars, and all 1941-1947 8 cylinder jobs through Engine Number 12,388. The carburetor conversion package was listed in the1948 Wholesale Parts catalog. The conversion carburetor listed under Part No. 509547 carried Tag No. 630S. Part number 509547 was superseded by Part No. 513122 on 4-1-50. Part number 513122 was superseded by Part No. 514097 on 1-1-51.
  10. The first two digits of the Style No should be the same as the model year, 2527B is the Business coupe. The 25 series were six cylinder only and based upon the Fisher A-body shared with Chevrolet. It is likely that the rear roll pans you reference would fit your Pontiac. The paint code is Baffin Bay Blue Metallic, the D suffix indicates that your car's fenders were painted to match the body. The body stripe is Argent Silver and the wheels were also body color. The interior trim was likely to be mohair, but I will have to do some digging to give you the correct name and color. A quick check of my parts book showed only one available upholstery number for the series 25 business coupe. I will be away until early next week, so you won't hear from me before then.
  11. Lubriplate Mag 00 is a semi-fluid extreme pressure grease that is readily available directly from Lubriplate. It is recommended for steering gear use and is available in 1 quart bottles.
  12. Very little is being reproduced for flathead-era Pontiacs, nearly all of which is mechanical parts. What are you looking for? It will be much easier to decode your trim tag if you give us the numbers on it, as opposed to listing all of the possible combinations. There are no production numbers for the various body styles, only total production numbers for bodies and engines.
  13. helfen, its possible that Jim's valve is stuck open, but unlikely as the at cold engine "at rest" position was closed. If the spring is removed from a working valve, it will be "at rest" in the open position due to the counterweight. I agree that once the engine is warmed up, it should run properly as the heat riser would be open if working correctly. The real issue is proper operation of the choke and getting it fully open as soon as possible. Not only does fuel economy $4 per gallon...but engine wear and crankcase dilution are severe when the choke is even partially closed. The external air tube was used from '35 to '38 on the sixes and through '39 on the eights. My '40 does not have one. Presumably Pontiac found that the system would work correctly without this tube; and I don't recall ever seeing a similar set-up on any other brand of car.
  14. Jim, have you looked down into the intake yourself to see if there are any holes visible? I would expect them to be fairly obvious. My '40 ran quite well with a stuck heat riser, it certainly idled and carried slightly more then 18 inches of vacuum. Low vacuum is certainly cause for concern; I believe you said the engine has been rebuilt, the valve clearance is critical to having proper vacuum, as is proper camshaft and ignition timing. The easiest item to check is the ignition timing, valve clearance is more difficult, but far more important to the life of your engine. You would have to remove the timing cover to check and see if the camshaft timing marks are correct. Your mechanic needs to follow established diagnosis procedures for low vacuum, most all of these steps apply to old or new cars.
  15. Steve, you make a good point about lubrication, which I forgot to mention. Heat riser lubricants are typically penetrant-type light oils with grahpite added; the graphite is essential. The oil will burn off/evaporate from the heat, but the graphite will remain to lube the valve shaft. My '40 Pontiac lubrication chart tells you to mix powdered graphite with alcohol and use this to lube the heat riser. GM used to make an aerosol heat riser lube that foamed upon application to allow the graphite time to soak into the shaft/bearing area. I always operate the heat riser valve with the counterweight when applying lube to be sure it works into the valve shaft.