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Roger Barrett

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About Roger Barrett

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  1. Go with the filter from Bob’s. It is a nice unit. Works great and filters are available. Have one on mine.
  2. Should be 114” wheelbase.
  3. Lester just cam ground some pistons for the 1935 Buick for me. Great guy to do business with.
  4. I have to change my name as a poster here. My father Roger passed away two months ago.
  5. CB 90P is the Clevite number. Any good parts house should be able to cross it. I found International Harvester V8 bearings work for the 1935 90 series I converted to inserts.
  6. There are far more than seven existing, but still a desirable machine. The doctor thing is bogus.
  7. I put mine on a lift without problems. That Master roadster has a robust frame.
  8. This is a common problem on Buicks with the Marvel intake heat system. The only way to properly repair it is to remove the sleeves and replace them. We have done a bunch of these. New sleeves used to be available but now I turn out custom ones for every job, as there are variations in the size of the jacket castings. Don’t try to press or hammer the old ones out. I slit them and carefully peel them inward to reduce the diameter. Then they can be safely removed. Repair with epoxy has been done but only if the exhaust has been blocked off from the jacket which should be done anyway since it is n
  9. They need to be there. I have spares. Email me at bcanumber99@yahoo.com Erik
  10. The pictures do not do justice to this car. It was a privilege to work on and drive it. The 1928 models were unique in many ways. First year of conventional shift pattern. When the SAE was thinking about this they went to Henry Ford who was designing the new model A at that time. Ford told them if they wanted every car to shift the same they would have to go with what the model A was going to be and that was that.
  11. There is no clutch brake on these cars. You should have between one and two inches of free play on the pedal before you feel the clutch. It should start to engage about two inches off the floorboards. We replaced the clutch in this car because it had been relined with friction material that was wrong for the application. The car was unmanageable as the clutch would chatter and grab, stalling the engine at inconvenient times. These machines have a multiple disc clutch that is way over engineered. It has something like fourteen discs in all. Keep practicing and you will make friends with the car
  12. I am familiar with that lovely roadster. So familiar, in fact that I put the clutch in it. When last I drove it the clutch performed exactly as it should. That said, these things don’t drive like cars even just a little newer than this one. There has been a lot of good advice on this thread. When upshifting your Buick you must be patient to let that huge rotating mass slow down to where it would be turning in the gear you are looking for. In essence you must match engine rpm to road speed in any given gear. On downshifting you have to double clutch and rev the engine up to what it would be tur
  13. Thank you everyone. Having his car there was awesome for him. This afternoon his grandson drove the car with myself in the co pilot seat and we picked dad up at the funeral home. We got him in a box that fit perfectly in the golf bag door and took him home with a stop at the local pub we frequented while he lived. He would have expected no less. When they realized who was there the veterans stood and honored him as we placed him on the bar and hoisted one in his memory.
  14. My father Roger passed away last week at 85. He owned his roadster since 1952 and began restoring it in about 1960. He bought his BCA membership from Greg F. At the Long Beach swap meet at the very beginning. We got his car finished up last year. Many of you may have seen it in Oklahoma. It was the trip of a lifetime for him and he couldn’t be more proud of seeing his car at a BCA show. Special thanks go to Cindy Livingston and Pete Phillips for all they did to make this special for him.
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