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  1. #26
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Anthony, so far I would have to say about a 1, but the hard work is just begining. Also, I have had this car totally apart except seperating it from the frame. So it is comming apart again easily unlike a car that has been together for 30 sum years. Its not to early to say it is worth it.



    Reg, thanks for looking over my pics closely. I know what you mean, I have some seen some very meaty shifter rods before. The shifter and trans came together, so I am comfortable they work together. Bob (buickgsman) had them in his car, maybe he will comment about there origin.

    I was wondering who was going to spot my aluminum trinkets in the pic. Good eye. It will be interesting to see what driveline parts break first from the extr torque. The flow numbers are really very promising The heads and intake arrived the week before last but the 4 speed swap comes first. I am a 4 speed man to the bone.

    You mentioned getting together at the Nats, If its BG thats cool, it was my fault we didnt get together in Salem last year. Dinner and brews are on me.


    Bob, I did remember about the adjustable ball stud, actaually searched for that thread last week, thanks for the reminder, I hadnt thought about having to disassemble it all if I needed it though. Going to get it on order tomorrow.



    Dan, thanks for your support now and in the past, it means alot. We are a tight knit little group of gear bangers here in our little section of V8buick. Seems like a Nats get togther is in order for all of us.



    Paul, I am not suprised about the time it takes, I am definately not in a rush, I actually take more time doing things anymore. Plus I already have noticed a couple of things that are going to sidetrack me and add some time. One is those guages under the dash, they have to go.
    Last edited by greg davis; 04-07-2005 at 10:37 PM.
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  2. #27
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Tonight I got the car up in the air. Started underneath with removing the driveshaft. Got in a bit of a hurry and thought the the drain pan was behind me. It wasnt.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  3. #28
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    You are using a tail shaft plug aren't you? Slip the small end of the plug in the tailshaft for drip free piece of mind.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  4. #29
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Everyting underneath still looks good. Lots of hours with an electric drill with a wire brush before fresh semi-black paint during the restification. Some overspray is present, I think that is enevitable during a complete body paint job. The frame rails have quite a bit of white paint on them as well as the wheel wells. They will have to be repainted semi flat black.

    Here is the auto shifter linkage, just pull the cotter pin, I have an assortment of picks for just such an occasion. Remove the clip holding it to the TH350 bracket bolted to the pan and pull the cable and grommit down and out.

    Looks like it is going to be close dropping the TH350 down between the M/T Super Scavenger headers. They are scheduled for repalcement, but not until the head swap project.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  5. #30
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Go ahead and take a sec and put the U-bolt straps, nuts and lockwasher back on so they dont get kicked or misplaced and lost. It will be awhile before we need them again.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  6. #31
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Loosen the parking brake cable and seperate the front wire from the back.

    Remove the speedo cable.

    Remove the bolts to the Trans to crossmember bracket. Remove the crossmemeber to frame bolts. Put a floor jack and a block of wood under the trans pan and lift just enough to take the weight off the crossmember. Slide the crossmember twoards the rear still on the frame rails out of the way.

    In this pic you can see how the crossmember had to be modified for the collectors of the M/T Super Scavenger headers. For the TH350 the crossmember was in the most forward holes. I wonder if the crossmember will have to be further cut to clear the collectors when its slid back for the 4 speed.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  7. #32
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Greg, we will get together at the Nats this year, It will Happen! There will definitely be lots to discuss and a few drinks too.

    As for your question of crossmember location change, as I remember it the crossmember will not move at all, should be exactly the same holes (THM350 to muncie).

    Here is a pic of the Buick shifter and linkage (70 -72 vintage).
    Attached Images Attached Images
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  8. #33
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Then add Mike Garrisons reverse lockout kit.
    Attached Images Attached Images
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  9. #34
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Put it all together and it looks like this.
    Attached Images Attached Images
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  10. #35
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Finally a pic of the more unusual 69 Buick linkage.

    It all really can be this simple!!!
    Attached Images Attached Images
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  11. #36
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Greg, I went back and looked at your 1st pic again. You have a new speedo cable. Was that passed on to you or how did you decide on it, the length and where it came from? I have been using a right angle adapter and the orig speedo cables.

    Also how 'bout a closeup pic of yor consolette boot, I would like to see how it compares to the Year One parts. Is the center hole round and how thick is the rubbber base flange? Some aftermarket boots with thick rubber base flages are hard to install in the consolette - one of mine was.

    PS : It took a bit but you must have a few pieces hidden from your 1st pic - new trans mount and clutch fork clevis pin. I'm just gettin picky now!!

    Again, nice work and pics, this thread will be keeper.
    Reg
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  12. #37
    Join Date
    Aug 2004
    Posts
    2,155

    Exclamation

    The clips to hold the rods on and the wave washers to tighten up the rods are still available from GM. If anyone is interested, I can post the part numbers.

    Also, the rubber bushing for the back drive rod and the white plastic bushing for the reverse rod on the frame are also available from GM.

    LMK

    One thing that I found out on my swap is the 4 speed back drive rod that runs from the frame to the steering column is about 1" longer than the auto rod. This rod is actuated by the shifter, and when you put the car in reverse, it locks the column and puts the back up lights on. I posted earlier that M&H makes the reverse light switch for $29.

  13. #38
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Paul do you have any GM part numbers for the black rubber shifter bushings?
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  14. #39
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Reg, The speedo cable was passed on to me.

    Make that unusual 68 and 69 rods, I just checked out my assembly manual and it shows it just like that. So that is what old throw-out bearings are for, holding up transmissions

    68's are old school with the key in the dash and no locking column, so no lock out linkages will be required, but if i did needed them Michael's would be the ones to use for sure.

    I was thinking I could use my TH350 trans mount, They arent the same? I should by a new one though. Clevis pin is around somewhere. I think Dave included it with the parts. And keep getting picky, I want all the help and suggestions you can give.

    I will get you the boot pics tomorrow. you talking about the one that is loose in the pic? Or the one that is mounted in the consolette already? The mounted one does have a retcangular opening in the boot like the shifter.

    Is the first pic the shifter repro's from Dave. I heard he was going to make them but I never heard any more about them being completed. Didnt think I needed them but you never know. Are they still available?



    Paul, please do post the GM part numbers. All part numbers are always a good reference tool. Someone will need them sometime.
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  15. #40
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Greg, yep it is pics of the consolette boot I am interested in. No need to take it apart to get the thickness of the bottom rubber flange. Where did you buy yours, sounds like a better one than mine.

    You are right about the trans mount, you could use your old THM350 one if you had too.

    The first shifter pics were not Dave's but he is now doing most of those parts now I believe.
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  16. #41
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Reg, The boot came with the console from Bob (buickgsman), I bought out his setup when he lost his mind for a short period and put in an 4 speed auto trans

    Did you find you had to use the adjustable ball stud as well with Daves fork and the stock bellhousing?
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  17. #42
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    On the 5 cars I did, the stock bellhousing stud was used - no clearance or alignment issues. It was a bit worn on some but I used it that way.
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  18. #43
    Join Date
    Aug 2004
    Posts
    2,155

    Thumbs up Part Numbers

    68" Speedo Cable - 88959477 For 68-72 manual shift cars

    Clips for shift rods - 12338114 Also used on the reverse rods too

    Z bar and pedal bushing - 406172 Upper bushing and pedal bushing

    Wave Washers - 9428369 Used to take out play in the linkage

    Lock out rod bushing (upper) - 1394293 On the steering column

    Bushing, reverse linkage (on frame) - 1377083 On the "L" shaped rod

    GM has discontinued the rubber bushings on the shift linkage. Theses are being reproduced.

    HTH

  19. #44
    Join Date
    Dec 2003
    Location
    Port Elgin, Ontario
    Posts
    373

    Default

    Paul, that is unfortunate on the shifter rubber bushings. They are the key item for me.

    Anyone have an aftermarket source for these?

    My next challenge will be getting them, I may have to ask a favour and get them shipped to a US address. Sometimes that Canada border is a real pain!
    Reg Thompson
    70 Stage 1 4-speed
    72 Stage 1 Conv

  20. #45
    Join Date
    Aug 2004
    Posts
    2,155

    Exclamation

    If you call the Hurst repair folks, they will tell you who reproduces the slotted rubber bushings. They told me that someone in Ohio named George Cerio (sp??) was making them for Pontiacs.

  21. #46
    Join Date
    Sep 2003
    Posts
    318

    Default

    One thing I haven't seen addressed is if there may be a problem with the crankshaft accepting the standard GM pilot bearing for the manual trans. When I did this conversion using my 300, the crank was drilled about .015 too small for the bushing so I had to have it (the bearing) machined down. Someone told me that the crank was automatic specific from the factory but maybe the big blocks were drilled to accept both. Something to look at.

  22. #47
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    Be prepared to make a mess.

    Loosen to the top 2 bellhousing bolts from under the hood before you raise the car up. It was actually easier to loosen the drivers side bolt while standing over the passenger side fender and vice versa. The fill tube bracket is attached to a bellhousing bolt. I pulled it loose from the transmission and let it dangle.

    A bellhousing bolt is torqued to 35 ft lbs, why it took a 1/2" pnuematic impact wrench to remove it is beyond me, but it did. Luckily it was the bottom one.

    I cheated on turning the flex plate to get to the 3 torque converter bolts. I have a remote solenoid mounted to the firewall. So I was able to connect my remote starter switch, It had enough cable to dangle over the fender so I could look underneath and bump it until the bolt and nut was at the bottom and accessible.

    Support the motor, It will tilt backwards after the transmission is removed.
    Attached Images Attached Images
    Last edited by greg davis; 04-11-2005 at 06:58 AM.
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  23. #48
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    The headers were definately in the way. They are a just bit wider than the pan, so as the bellhousing gets wider up top it hit trying to lower ithe transmission.

    I loosended the drivers side header, both pipes had to be disconnected from the collectors to remove the crossmember. There was no way to slide the crossmember past the exhaust to get it out of the way.

    The trans jack allowed the transmission to be tilted sideways which allowed it to slide down between the headers.

    This made for a different problem, once the trans was lowered in a tilted fashion it put stress on the adjustor and made it hard to to level back out. Now the trans would not slip out under the exhaust to get it from under the car.

    I raised the car as high as I could but the 3" pipes still wouldnt allow it to pass by. I had the trans lowered and pulled back as far as possible. A H or X pipe would have even complicated things even more.

    Exhaust manifolds would have posed no interference or headers with a less longer collector would have caused a lot less grief.

    Here is a pic when the trans was just on its way out from the bellhousing before the real fun began. I wasted as much time trying to get the trans out from under the car as getting it loose.

    Finally a little persuasion pulled the trans off the jack in its lowered state onto the floor. I just drug it out from under the car and It was finsihed.
    Attached Images Attached Images
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  24. #49
    Join Date
    May 2002
    Location
    Central Indiana
    Posts
    1,261

    Default

    I dont think we can call this car an automatic any longer.

    About 19 hours into this project so far.

    The crank is drilled for the pilot bearing, just a little spotty rust is present in the cranks pilot hole.

    The bearing specs are 1.094" dia.

    The bearing mic'ed at 1.092". The mics wouldnt reach into the depth of the hole to measure its I.D.

    Placing the pilot bearing at the opening it held it in place without any help. Looks like it will tap in.
    Attached Images Attached Images
    Last edited by greg davis; 04-11-2005 at 06:56 AM.
    Davis

    1965 Riviera Gran Sport Super Wildcat
    1968 GS350 with 462, AL Stg 1SE, M20-- 12.23@114.5
    1987 Regal Turbo T LC2 Y56 W02

    BPG #1128, GSCA #2316,

    "I'm out of the Midwest. It was a good place to come from. It give you a sense of right or wrong and fairness, which I think is lacking in our society." ---Steve McQueen

  25. #50
    Join Date
    Jan 2005
    Location
    Pennsylvania
    Posts
    1,893

    Default

    Looking good Greg. But I think I'm just gonna get one with the 4-speed for now. lol.

    Anthony
    Anthony
    73 GS 455 - UNDER RESTORATION!
    73 GS Stage 1
    73 GS 350 4 speed SCO Midnight Gray Paint
    71 Porsche 911E

 

 
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