Good morning everyone! I've been reading a awful lot on this site since I bought my Skylark. I must admit, I'm completely new to working on cars. I've worked in the automotive industry for 20 years at a Toyota dealership, but never got into actually working on the cars. Recently, I've found myself either working or sleeping, so I figured it was time to get a hobby! So, I bought this Skylark about 2 months ago, probably mid-life crisis related! It came with a 300 under the hood with a 2004r transmission. It also came with a torn down 455 and turbo 40o. My plan is to get the skylark running right (already had a blown radiator and transmission rebuild in the first month!) and then start working on building the 455. I would like to do it myself, as I want to learn and like the idea that if something goes wrong, I want it to be my fault. (but I'm sure everything will go right!) Eventually I will restore the body and interior once I have the mechanicals all set. I'm going for a purely street car with power under the hood. I like the sound of a 500hp/500ftlb engine but for no other reason than it sounds cool to say! I'm not sure I'll be able to add anything to this board but I hope you don't hold that against me! Thank you for being here and already providing a lot of information! Rob
welcome rob! keep us posted, we love pics thread about a 455 in a 65 skylark: http://www.v8buick.com/index.php?threads/455-in-a-65-skylark.32444 from another post: 455 frame pads for 64-67 skylark This is TA Performance description Product ID: TA_1820E 64-67 Frame Mounts - Iron We offer two generations of frame mount pads for the Buick 400-430-455 for use in restorations, updating and transplants. Our pad for the `68-`72 GS/ Skylark is a reproduction of the original and is a bolt in for all `68-`72 A-body cars . Due to its compact features this is the frame pad most used for transplants. Our early (`64-`67 GS/Skylark) pad is very similar to the one used on `67 GS 400 models, with slight modification at the motor mount point, to allow the use of the readily available motor mount, instead of the 1967 only motor mounts, these pads also include an optional mounting position to allow for improved header clearance. Use this pad for transplants of 400-430-455 engines into any `64-`67 A-body car, or to update an original `67 GS 400 to use the newer motor mount. Both styles are manufactured by TA Performance and are available in cast iron or cast aluminum. link to taperformance: http://www.taperformance.com/proddetail.asp?prod=TA_1820E
Welcome to the vintage car world. Glad you chose BUICK. For us lifers its more of an illness than a hobby!
Welcome from SoCal Robert, you will soon love your Skylark! Tell (or show), us more about your car. Doug
Welcome from Florida. I have 3 65s , 2 of them have 300s and one is a 225. Did you say you had to have your 200R4 rebuilt? Be sure you get the TV cable right or it wont last long. Do yo have any idea what rear end ratio you have? For it to work with a 200R4 it should be 3.23 or numerically higher or it could hard on the transmission clutches. Don't want to see you hurt you new transmission.
Thanks for the heads up Phil, the guy rebuilding the 200R4 mentioned that about the TV cable as well and offered to make sure its adjusted correctly. While I work at a Toyota dealership, we have a couple older techs who grew up in GM dealerships in the 80's who like helping me out so far. They were aware of the TV cable, I'm gonna let them adjust it but I'm debating taking it afterward back to the guy who built it and having him verify the adjustment. If for no other reason than to make sure the warranty the guy is putting on the trans isn't voided because of the TV cable. That is the first I've heard of the rear end and I'll look into it, thank you! The reason this car fell to me was because the previous two owners could not get the trans to work correctly. It would kill the engine as soon as you put it in gear and 2 owners (less than 20 miles) ago it was apparently freshly rebuilt. Initially we thought it might be a bad lockup solenoid that was preventing the lockup from disengaging but after replacing that, still same issue. One of the GM guys in the shop thought maybe they used bolts that were too long to connect the torque converter and it may have dimpled the converter. When we dropped the trans, they had dimpled the converter with the bolts. But then I pulled the converter and it had chewed off the splines on the pump shaft, so off to rebuild. Hopefully this solves the issue but I'm open to any suggestions you guys have before I put the rebuilt one back in and get it running.
I have 2 65's one street strip 11's and a GS on a rotisserie in my garage, waiting to be reassembled. I may be putting some parts up for sale. Also had the GS for sale as a project, numbers matching 65 4 speed posi, but no real bites. I have money invested into it and refuse to give it away, at this point it's going up every year that goes by. I got all the Pot Metal needed years ago when I got the car from Colorado. brand new bumpers plus much more. All important Potri Vents in good condition too!!!! Grill, bezels and dash pieces too lol. I went a little crazy years ago when I was still working and was making Union wages. Welcome and glad you went the 65 way, imo the best taillights GM ever put on a car.
