6X2 CARB SCHEMATIC -BORING BUT NECESSARY

Being the kid who took apart the poster but could put it back together again taught me humility.

And now that I have a Smartphone, I might as well be smart about disassembly. I try to remember to take lots of pics before tearing anything down. 

So above is my rough schematic of the carbs and the Eelco linkage layout. 

This is pretty boring shit, but believe me, it could make a huge difference when it comes time to hook this 6X2 up down the road. Nothing much to see here. 

Unless you're the one hooking my linkage back up. 

Move along. 

6X2XBADASS!

Scored this old skool Eelco log style intake for my 401 Nailhead last week. Just in time for my birthday thanks to a very understanding wife.  It all started innocently enough when I was researching induction systems after chatting with nailhead gurus DualQuadDave on the HAMB and Russ Martin @ CARS / Buicknailhead.com. 

Both were quick to point out that nailheads like a healthy amount of CFM. Especially given the fact that I've got a little more cam than the stock setup.A 3X2 is undercarbed. A single 4 bbl wants to be at least 800 to 900 CFM. 

I knew it was down to a 2X4 of a X2. With the prices of dual quads -- at least the good ones-- going crazy, I was pretty amazed when a Craiglist ad popped up for a 6X2 nailhead intake just a couple of hours away. I called and had a chat with its owner and as luck would have it, he was selling his intake to pony up dough for another build, a 27 Model T. 

When I told him I was building a 27, it seemed like an omen that I should buy the intake. And while I didn't steal it, I felt that it was priced squarely in the get-it-while-the-getting-is-good camp.

Even though I was earmarking the transmission for my next big-budget item, I couldn't help but jump at the chance to get this rare period-correct intake. In fact, I've yet to find another one like it in Google searches. The center two carbs were rebuilt and it was setup to run just the center carbs. 

But it came with six carbs and a complete set of linkages. It even included a fuel log, albeit it is kind of janky. Everything else looked good, so I asked the seller if he was motivated enough to meet me in Buda to show me the intake after a chat about it. 

Everything was as described and I felt like it worth the investment. Now granted, I'm a long way from needing it, but it's sure nice to have. I'm getting ready to box it up and tuck it out of sight so I can keep focused on the job at hand. 

But before I do, a complete teardown and detailing was in order. 

The grime was only superficial. I spend the weekend cleaning the logs, and once that degreasing job was done, I turned to the linkages, taking numerous shots for reference before tearing it down. A couple hours on the bench grinder with a wire wheel and we're in business. 

Here are some shots.

200R4 TRANS SOURCE

https://transmissioncenter.net/shop/transmission-200-4r-level-1-stock-plus-mega-valve-and-upgraded-torque-converter-copy/

TRANSMISSIONS: SWITCH PITCH VS. 200R4. OLD SCHOOL VS. OVERDRIVE AND DEEP FIRST?

Above, A 200R4 with the adaptor available through Russ Martin and highly recommended by  DualQuadDave on the HAMB. 

You learn something new every day if you listen to the right nailhead gurus. 

Dave Gaines being this blog's subject. 

It's one thing for a nailhead guy to swear by his own parts, but another when a nailhead guy who makes a living selling nailhead parts and modifications swears by someone else's stuff. Case in point, the trans adaptor above available through Nailhead.com

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It all began innocently enough as I was researching nailhead intakes on the HAMB and came across some posts by DualQuadDave. It reached out to him with PM that soon led to a discussion on the topic of nailhead intakes, and transmissions.

When I told Dave of my plan to run a vintage switchpitch, he threw his .02 in. But I liked what he had to say, which is basically this: the 200R4 with the right parts is a great choice particularly in cars that need all the interior room you can get.

Here was Dave's logic about running a 200R4 using Russ Martin's adaptor. With my 9" rear's gears and rear tire diameter in mind (3.50/29.6'') , Dave felt that the 200R4 would be a great choice based on the following criteria:

A numerically lower first gear of 2.40, combined with the overdrive forth would give me the best of both world's as and much floorboard space as possible. And any 200R4 built well would do the trick. Granted, the tranny would cost more than the switch pitch I've been thinking about and there is the expense of the trans adaptor. Nonetheless, Dave made a pretty compelling case for spending m6 money with someone else.

Of course, we also talked about Dave's upgraded pushrods and springs for the nailhead so I'm not off the hook yet. Dave explained that hardened push rods and better springs make all the difference in performance so I've resigned myself to give it some real thought.

On the subject of induction, Dave is a big fan of dual exhaust set-ups and felt Russ Martin's manifolds were my best bet. But he was also a huge fan of 2X6 intakes, but strongly recommended getting the car running as phase one, and going with multiple carbs as phase two. 

And so there you have it. More to think about. Thanks for all the great info, Dave. 

 . 

 a which requires some modicompact transmission. 

 tranny and wo

TORQUE SPECS AND NAILHEAD WISDOM -- RUSS MARTIN RULES

I've got to say I'm humbled. In the last two weeks, I've had two nailhead experts indulge me and give their two cents about my T build.

Russ Martin gave me about a half hour of his time after I read most of the infor on his Nailhead Buick site. I purchased a bunch of parts from him because I wanted him to undstands how much /I appreciated his time. Sure, I could have probably found them for a buck or two less using
coupon codes and HAMB alliance vendors and what not.

But when someone gives you their time and great advice freely, I believe you should reciprocate.
I did. Polished Fenton VCs? Check. Polished Valley pan with PCV? Check. Custom alternator bracket? Check. Gasket set? Check.

Russ not only got my business for being a good guy, he talked me out of a polished oil pan that would have left a permanent mark on the first speed bump.   

And now as I tear down my 401 nailhead for a thorough detailing, the value of an expert like Russ become even more important. Becuase Russ does more than sell nailhead parts. He posts torque specs on his site.  Thanks, Russ. I'm sure I'll be buying more from you and sponging more info as I move to the transmission.

Russ Martin's Nailhead powered Buick roadster. Hen's teeth are more common. 

THREE'S A CHARM - STRIKING GOLD

Whoever it was that coined the phrase, "three is a charm" knew what they were talking about. 

After trying two other shades of engine paint on the intake of my 401, I've finally found the shade I was looking for. VMT, Universal Gold high-temp engine paint, it is.  

So I sprayed it on the new ploished valley pan I got through Russ Martin @ Nailhead Buick. 

Next step? Coating the block and burying it in high temp clear. 

I'm currently researching engine coatings for the exhaust, water pump, intake and Zoomie style exhaust. More soon!  

RADIO, RADIO...

One of my goals for "Lily" is to have a nice stereo system in her. I know it's not very hot rod. It's actually more of a custom touch. But for my money, it's the often the custom touches that mean the most to me. Something that would disguise an MP3 setup nicely.

So, on Mercury Charlie's recommendation that I look for a cool old era-correct unit to upgrade,
I followed the Buick cue of my drivetrain and looked at Buick AM radios from the sixties, eventually dipping back into the fifties, bringing me to a pretty cool looking unit.

A 54, 55 fully contained Buick unit. Which led to the notion of incorporating one of these beauties into my interior as a console rising up off the trans tunnel and perhaps blending into the dashboard.

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I was reminded of a unit that Sean Johnstun (Fat Lucky's) built years ago for an owner who loved the look of old amplifiers. MAybe merging these two references will get us to an interesting place.

Maybe not. But it's sure fun thinking about.

Who knows if we'll actually use something along these lines, but it would definitely look cool and the built-in speaker could be a nice solution for an interior with space limitations.

These are the thoughts that race around in my mind when I'm waiting for the first cup of coffee to brew.

Some people cure cancer. I think about customs. It takes all kinds.
Onward.

SPOKE TO A NAILHEAD GURU TODAY

After spending an inordinate amount of time researching nailhead information on the internet, and
seeing a lot of differing opinions. I reached out to a man whose name I'd heard for years. Russ Martin of Centerville Auto Repair and the Nailhead Buick website is a true nailhead guru.

Half an hour on the phone with Russ gave me absolute clarity on any of number of subjects including carburation, intake manifolds was nothing but gracious and answered a litany of questions I had about nailhead in general and the set-up for my T.

We not only talked parts, as Russ has one of the largest selections on the 'net and a ton of technical information as Well. When I got off the phone, I hade tremendous clarity about how I wanted to move forward with my build and for that, I'm truly grateful.

Simply put, after getting Russ MArtin's opinions, I wanted to spend my money with him.
Here's a list of the parts I ordered.

• A complete gasket set
• A new, made-in-the-USA water pump
• A new timing chain cover
• A new fuel pump
• A pair of polished Fenton valve covers
• A polished valley pan with oil spout and PVC

$1,150 later I was much closer to having my engine dressed to impress.
 ready. The last remaining items being multiple carbs, whether 4X2's, or 2 X4's.

Some stuff I learned from asking Russ point blank abut various parts of my build plan.

SWITCH PITCH TURBO 400:

Russ is a big fan. Strongly recommended a small 12" convertor for such a small and relatively light car as my T. Has one in one of his cars, and is running a 12" torque converter from a 300 ci Buick. Has his variable lockup wired to a high/low dimmer floor switch switch and a dash light to indicate when in use.  Reports about a 400 rpm RPM awing when it's in use. Loves his.


INTAKE MANIFOLD:

Russ recommended a 4X2 setup using an Eelco mainifold, which is a repro of a Weind. 

CARBS

2X2 is not enough carburation. Larger nailheads need a lot of carb according to Russ is a fan of the 2X4 setup with Edelbrock 600s, specifically the new AVS 2's.


VALVE COVERS:

VC hold down bolts are longer, but no longer available. Russ recommended using 5/16th course threaded rods and acorn nuts.

VALLEY PANS:

The polished seven fin with oil spout and PCV will work well with no other brathers. It will not work on the factory 2X4 intake. Will work with all aftermarket 2X4 intakes. 


HEAD GASKETS:

Russ strongly recommended changing the head gaskets because FelPros are commonly used and don't hold up well.

HEADS:

Proper torque specs are very important. make sure heads are properly torqued when head gaskets are installed. NEVER use hardened seats to a nailhead.

Special thanks to Russ Martin for all the great information. And if you're looking for nailhead parts or great advice, I strongly recommend you call or email Russ at 530 272- 1564, or nailhead_russ@yahoo.com

www. http://centervilleautorepair.com/

Marty is not a fan.




:
A single 4bbl or even 3 two barrels is not enough carburation for my 401.






Russ shared a ton of learning with me. I was able to ask him about the parts I was considering and he had nothing but good advice.

From our










as while no expert,