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About msdminc

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    '65 Riviera Caretaker
  • Birthday 05/11/1959

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  • Gender:
  • Location:
    North Eastern Kansas


  • Biography
    Became a proud owner of a 1965 Buick Riviera in Mid 2013 and a 1963 Ford Falcon Sprint in Mid 2014.

    Started working for General Motors when I was 18, working at several GM Assembly plants over 18 years in engineering capacities. Engineering Graduate of GMI - 1982.

    After that I worked as an Executive in the Information Technology within the HiTech, Manufacturing, Medical and Government Industries.

    Did all that for 32 years and then started a small manufacturing company in 2009 - Main Street Dream Makers LLC, we manufacture TelePrompTers for Musicians, The Wolfgang TELEMONITOR. I also run a small Audio Recording Studio. Our primary customers are baby boomers.

    Now working on starting a new classic car organization with its mission of saving old Detroit Iron. We affectionately call it D.I.R.T. - Detroit Iron Rescue Team.

    Married to a beautiful car girl, three grown children

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  1. Jan, I got a vintage (non electronic) VR from a vendor about 4 or 5 years ago and it worked worse than the one I originally had. It was supposed to be brand new, but it buzzed and the AMP light stayed on, just like the original one I had. I looked for a rebuilder, also considered trying to fix it myself, and at the same time got an electronic one from a local Autozone to be able to drive the car. The electronic one worked well, and was a lot cheaper than the Vintage on I got. It had the same mounting, same connector so I decided to keep the electronic one and just change the cover. Been in the car ever since, and looks just like the Delco-Remy one. Rock On gord
  2. Ed, they didn't remove anything when judging at Springfield. I don't believe ever remove anything. They can get on one knee and look under the car, open the doors, the decklid and hood have to be up. I think my drivers seat was moved forward to look in the back of the passenger compartment. There is a whole document on the BCA site that has the details. You can tell when show season is coming up, and folks are planning Nationals pilgrimages, the judging threads get going. Rock On gord
  3. Ed, the White Sidewall Tires F1 Code (incidentally for $43.32) size was 8.45x15. Not sure what the standard ones were. Rock On gord
  4. Tom no deduction for the trunk lock cover. If there are no markings on the outside they don't deduct. It is more of a can deduct than do deduct. Rock On gord
  5. KnongaMan that is why getting as much clearance over 385 is my goal. A judge, like home inspectors, are paid to Find Things. They will find something else, and we know nothing is perfect. Rock On gord
  6. Winston, I only lost 8 points for tires. 2 per corner, and since I had the cover on my spare I didn't lose anything for the spare. I missed Senior Gold by one point. I had 384 points, and you need 385 for Senior Gold. 1 Point because the tires was a radial per tire, and 1 Point because the tires were metric sizing per tire for 8 points off. My DB triple white tires have the tire sizing information on the inside of the tire, but they can still be seen when looking under the car. Lost one for the non-cogged fan belts, 2 for the wrong tail pipe angle, 2 for an improper lift on the rear springs, a small dent on my drivers side front bumper guard, and two because I covered the trunk card boards with a black vinyl. I have changed the card boards, removed the spring lifts, got a better bumper guard - so I improved 5 points which should get me into the money, but if there was a way to get 8 more points with bias ply correct non metric sized tires, anything else they may find when judging should be over come. It would be good to have a comfortable margin. Winston, I know it might be expensive, but it is something I would strongly consider too. I cannot recall his name right now, but I ran into someone in St Charles or Williamsburg at the ROA events that had got some built the way you describe, not sure if he started with Coker, I seem to remember that he actually started with a bias ply of some sort. Never saw them, but they sounded good to me. Rock On gord
  7. For my '65 AC Muffler I got the insulation and straps that hold it around the muffler from Gene Guarnere (A B & G). He advertises in the Riview. His email is ABANDG@AOL.COM. And it is as stock as it gets. Rock On gord
  8. Jim I have a triple black '65. I have the correct '65 only wheels with register rings intact, and painted the webbing a semi-gloss black, - see my profile picture or photo gallery pictures for a look. I tried it with the original correct gray color, but it just didn't look right on the black car. So I went with black, it is personal preference, unless you are going through a 400 point Buick BCA or some other judged event like AACA and want a perfect score. Incidentally, I do prefer the Black Caps with Silver R on the center cap. You can get them from Mitch Romanowski for either sized center hole BTW the car looks great, my dad had one that color. Rock On gord
  9. Ed the answer is 42. Rock On gord
  10. Ed in clay, everything is clay colored. Not trying to be flip just funny, I guess I originally read too much into your question. You and I can agree it should have been body color, but in 1960 whatever chrome was king, and the production engineering decision maker picked probably what he liked or more likely what he thought his boss would like. Do you know if it was later painted, say at mid year or sometime after the original production date? If it was you would know somebody asked, "who made the decision not to paint it?", and after a little scurry to find the guilty a production change order was made. Since that is sheet metal, and a car division responsibility, it would have been a Buick engineer. You never know he may have transferred from Flint to Pontiac. That is a good question. Rock On gord
  11. Tom I agree. Rock On gord
  12. Tom, it was there so the production operator wouldn't run out. In that day, everyone sand bagged safety stock. The production area leadership, the material department, the stamping plant, etc. It made them feel more comfortable. When an error or a defect occurred it caused problems though. You could have had a lot of "Scrap" safety stock. Today, with just-in-time principles, workplace layout, and lean manufacturing, all of the safety stock is stripped out of the process. If a butterfly sneezes in a stamping plant the assembly plant production operator 100 miles away feels the breeze - almost. Rock On gord
  13. Ed, this is not an anomaly, but more an engineering mistake, in my opinion. When the body was in clay it probably had a feature that closed the hole that would be there if that grill "ear" wasn't there. After the design was approved, it then went to an engineering function to bring it from clay to production, make it build-able. At that point it was decided somehow that it would be part of the grill. I am sure as it got into the field and it got broken off there was discussion whether the decision was a good one. Sometimes if that car model was built for a while, these kinds of things could be revisited and in some cases there were mid-year changes that would correct it. The intent was to make the production vehicle look as much as possible as the approved clay. Stamping it into the fender or casting it into the grill would have been evaluated for the financial impact as well as if was even possible (to stamp it that is), and the call was made. If it looked the same, the lower cost one usually would win. If it was getting broke off after the model run, there might be some fix developed for service parts, like a buttress or a bolster in the casting, but if there was not much demand, that would be unlikely. That engineer may have learned something so the in future design efforts that type of feature was made less complicated, or maybe not. Rock On gord
  14. Those are not really design or engineering mistakes, in my opinion. They look more assembly plant or stamping plant tooling errors. In the case of the " rear corner brow trim " , it appears to me that the underlying quarter panel bottom surface is twisted and low from the picture. I don't have a 66-67, nor have I seen this specific problem up close and personal, but those kinds of problems were very common in the plants. I worked in several GM plants as a Manufacturing Engineer decades ago. As a Manufacturing Engineer, I was responsible for tooling in the various departments of the plant. Tooling generally included jigs, fixtures and tools that were used to assemble the car. It looks to me that it was likely a Body Shop (an area of the plant where the Body-in-White was welded together) generated defect. It looks like the error resulted when the side ring was assembled to the underbody. The side ring, which includes the quarter, roof channel, rocker, and the lock and hinge pillars from the fire wall back to the tail panel, was subassembled on a sideframe production line in the body shop. There were locating pins and locating pads to properly locate the sheet metal parts, with clamps that held the pieces together as they went around a merry-go-round type of conveyor system. There were hanging spot weld machines that welded the side rings together. When the side ring was complete it would marry to the underbody sub assembly (basically the firewall back). There were many locating pins and clamps that held the side frame fixture with the side ring to the underbody sub assembly and those two sub assemblies were then welded together. When that was complete the sideframe fixture would separate from the combined assembly that was riding along on the body shop truck. (later the roof, decklid, doors, etc were welded or hung on the Body-In-White that was riding along on the body truck, and then to the Paint Shop). There were many sideframe fixtures (could be upwards of 80-100 complete side frame fixtures for each side of the vehicle in each body shop) that were for each model, and each of them had to be tuned in to properly yield a proper side ring. This tune in was done before production units were run through the body shop, in a preproduction or pilot phase of manufacture, and were not going to be sold. There were also hundreds of body trucks, and they were in most case used for a variety of models. As you can see there was a lot of combinations of body trucks and side frame fixtures that could yield a lot of different dimensional results. The locating pads and pins were tuned into design intent, and had shims and machine screws that held the pads, pins and clamps in proper location. Sometimes shims would fall out, the pins would get bent, the clamps would get damaged (or may not be closed all the way) or one of many other problems on the sideframe fixture or body truck, which would make the metal parts not locate properly, but still get welded up. And it was undesirable to scrap a part or subassembly, so many of these mistakes would be repaired as best they could. There are also cases where the stamped piece from the stamping plant may be damaged or come out of a damaged or worn die, with a twist as in this example to the quarter, yet still mount ok in the fixtures. In many instances there could be a lot of in process stampings of the various metal parts that were completed and waiting for assembly - what I am trying to say there was a lot of stock to use after you found a problem to get corrected stock. Especially before the Import competition drove higher domestic quality standards, this stock was consumed and or reworked as good as possible, and my have yielded some interesting results. Later in the production process, like where the brightwork or trim was applied, a deficiency was likely identified in an inspection station. There were lots of inspection stations located on the production line as it progressed though the plant production departments from the body shop, paint shop, hard trim shop, soft trim shop and chassis shop/car division final assembly plant. For example at the end of the underbody line there was an inspection station, as there was at the end of the sideframe line, door/roof line, just to name a few for the body shop. There was also an final department inspection station at the end of each department. These inspections stations were where all the critical items were reviewed to make sure they were correct, and each inspection station had a repair operation to correct any identified problems. As I was saying before the pressure of the imports and their quality, there were many cases where some defects would be corrected as best they could, but not like today's quality. So this meant there were some of these discrepancies that got into the hands of customers. As a Manufacturing Engineer there were many times where an visual error like this would be detected late in the production process and I would be responsible to chase it back, in concert with a Quality Control/Reliability Engineer, though the production process to see why it was happening and what was needed to cure the problem. As you can imagine there could be hundreds of in process vehicles (or "Jobs" as they were termed in the plant) with the same problem. I would go back through the production process to see where the root cause was. In some cases it was a damaged clamp, locating pin or pad, and others it was because an operator was not trained properly and not closing the clamp properly or not loading the part correctly , in others it was a stamping plant die problem. A corrective action would be made to eliminate the error, tests would be made to see that the problem was indeed eliminated, and determination would be made what would be done with the potentially thousands of vehicles/jobs already built with the defect. Many were reworked as best they could, although in some cases they were shipped to customers. In today's world the amount of safety stock or in process parts awaiting assembly is kept to a minimum. There is also much more collaboration between the assembly plants, stamping plants, and other suppliers to catch any problems quicker. The auto manufactures also stop the line to run back the problems to resolution so no additional defects are created. Additionally, there is a better feedback between inspection and production in all facets of the production processes to eliminate errors, not to mention better tolerances that are able to be maintained due to computer controlled design and production equipment. In the old days, a scale with millimeter marks was how things were measured, today lasers that are accurate to 1/10,000th of a millimeter are used. This and other reasons have contributed to a much better quality to today's vehicles, to include fit, finish, performance, etc. As a Manufacturing Engineer I can recall a similar number of defects for the passenger and drivers side of the car. In my opinion the defects of this type would be similar in number for both sides of the car. There may have been more finessing/fitting/repair that was done on some drivers sides at dealerships, because there is always a driver getting into the car and looking at that side, and maybe complaining to the dealer about it. In a plant there wasn't any bias or special treatment of the drivers side of the car, so it may be just coincidence that anecdotally the problems appear on the passenger side in higher frequency. I only was talking about the " rear corner brow trim " defect, but the fender problem is likely a result of a tooling problem as well. I wasn't there in either case, so I am not speaking of these specific defects, but I have seen similar defects during my plant experience. I know this was kind of long winded, and my dissertation may be hard to follow, I do apologize for that. I tried to be as concise and descriptive as possible to share a bit of my experience and my opinion about this and similar defects. Thanks for reading and as always Rock On gord
  15. Two Words - Duct Tape...... It is not original, so I wouldn't use it, but I have seen it applied in lots of creative ways. Just kidding... Happy Holidays and Rock On gord