I was cleaning more parts today (in between spraying weeds) and decided that the vibration damper that came on my engine is a little worn in the front seal area. I have another one in better condition I could use, but I don't know how to tell if it is good (hasn't slipped) and I don't know if Buick balance the engine by adjusting the weight of the damper? If they did adjusted the external balance using the damper I would rather risk an oil leak than a vibration. All help appreciated.
here is your salvation:beers2:: http://www.ebay.com/itm/Buick-nailh...Parts_Accessories&vxp=mtr&hash=item53e42e51c2
I called him to see about a quick shipping method and to pay over the phone as he suggests, he took my number and said he would call me back. Hopefully I can have the sleeve delivered before this weekend. I only live about two and a half hours from him, so USPS should be able to get it here by then. I'll wait and see what he says when he calls. Thanks to both of you for the help.
Well, he hasn't returned my call, so I don't think the sleeve can get here by this weekend even if ordered tomorrow. So the question is; do I use the original damper which is slightly pitted or do I use the better one off another engine? Will it affect my engine's balance using a damper off a different engine? All comment appreciated.
If everything is factory,it should be interchangeable. The factory didn't balance each and every engine separately,they balanced the prototypes to know what the individual componets needed to be.Then each componet was mass produced to the same spec so they were all interchangeable. The indvidual parts were randomly selected when the engine was assembled,this saves time in the manufacturing process,the way the bean counters like it. If they did them individually,they would still be working on building the millions(not sure how many were made) of Nail Head engines that were produced,with the amount of workers they had. I hope this helps,goodluck. :beer Derek
Yep, that is exactly what I needed to know. Thanks, Derek. The good damper goes on and I assemble the front of the engine this weekend.
EVERY "Nail" was fine balanced before leaving the engine assembly line. Look at the back of your balancer to see if there are any drill out spots. Also, the outer diameter outer ring has little holes in it that in some instances have "Pins" driven into the holes. Compare the two side x side to check for any differences. Copy your old balancer to the replacement. Tom T.
Hey Tom,thanks for the correction,I was assuming thats how it was done,because thats how its done now.Perhaps its because the machining techniques were much more primitive back then,vs the way they are now. How did they do that,did they match the balancer and flex plate,or flywheel to each crank by spinning it with bob weights? And would the bob weight be matched to the pistons and rods weight that was going together as a whole,or the bob weights were a standard weight?(this is basically how the after market does it) There had to be a faster way to fine tune every engine balance than the way desribed above,not trying to be a smartazz,I just can't wrap my head around how they could do this running production on an assembly line.o No: And wouldn't it have to be done before the rotating assembly was installed in the block? Heres a link the confirms what Tom says,plus how to make the other balancer right for that engine. http://www.jalopyjournal.com/forum/showthread.php?t=230867 Its like trying to figure out how the Pyamids were built 2,000 years after the fact.:eek2: Thanks Tom,I always like to learn something new.:TU: :beer Derek
This I'm not quite assured of. Normally any engine that comes off an assembly line that is a quality piece is spun up using air to a certain RPM. Oil pressures noted along with other specs taken & the balancing starts. I probably have about a dozen balancers, all from 401/425"s, & they are all different as far as where the pins/drill out's are. I'm sure that during manufacter of pistons/rods/crank they all had to have a common weight, give or take. It probably wasn't taken as far as matching weights, as long as it was within specs. These are my thoughts/experiences. I never have asked Dennis about this, maybe I should some day. On another note. The imbalance on the flywheel/flexplate is about 3 1/2 ounces on a 364 & about 4 1/2 ounces on a 401/425. They accomplish this fine balance by either adding weight (very seldom seeming to be needed) or drilling non-penetrating holes in the parts.
This I'm not quite assured of. Normally any engine that comes off an assembly line that is a quality piece is spun up using air to a certain RPM. Oil pressures noted along with other specs taken & the balancing starts. I probably have about a dozen balancers, all from 401/425"s, & they are all different as far as where the pins/drill out's are. I'm sure that during manufacter of pistons/rods/crank they all had to have a common weight, give or take. It probably wasn't taken as far as matching weights, as long as it was within specs. These are my thoughts/experiences. I never have asked Dennis about this, maybe I should some day. On another note. The imbalance on the flywheel/flexplate is about 3 1/2 ounces on a 364 & about 4 1/2 ounces on a 401/425. They accomplish this fine balance by either adding weight (very seldom seeming to be needed) or drilling non-penetrating holes in the parts.
Thanks for taking the time to respond Tom,but how would the balance,or imbalance be measured with the rotating assembly inside the block? Thats what I'm having a hard time trying to imagine how that could be done. I can imagine how it could be spun with air without it actually running to check oil pressure,and to make sure the pump is primed,but balancing it??? Are you sure that the balancers weren't balanced to what they needed to be is why the pins and holes are there? After all they are a 3 piece assembly,center hub,elastic ring,and the outer ring. If the rubber or what ever that material is used was probably in a liquid form when the hub and ring were united,and that process might not of been perfect,so each balancer needed to be balanced to one standard,not yet installed on the engine.Being that the balance holes and "pins" are on the back side of the balancer it wouldn't be accessable to drill or install the pins when it is bolted on a engine?And with,if I remember right,220 ft lbs of torque on the bolt that holds it on,would be time consuming to take it off for drilling and pinning going down an assembly line. I don't know for ssure,I'm just guessing above,but it would be cool to know for sure how those kind of things were done back in the day.(very interesting stuff) I might have to take a trip to Flint,MI and find a retired Buick auto worker and ask,if the engines were built in Flint,not sure. And if any of those guys are still around,47 years is a long time since the last Nail Head was made. :beer Derek .
I remember seeing a photo of a Nailhead test room that had literally dozens of our favorite engines running on test stands. It was a published photo, so Erik can probably find it!
