Pete O

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About Pete O

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  1. MrEarl, like others have expressed, thanks for providing a forum for this issue and for volunteering to moderate it. I do not personally know the gentleman. I didn't know Benedict Arnold either, but I know he was a troublemaker from reading about it in history books. I read the addendum to the BOD meetings that quoted some exchanges between the members and can form an opinion from what I read. Anyone who would intentionally sic the IRS on an organization is at best a troublemaker. If that is a disparaging remark, it is certainly a mild one. I can also form an opinion from your note above on what side of the argument you are landing on, and I would hope that would not cause you to silence dissenting opinions.
  2. I'm sorry I offended your sensibilities. I will try to restate my position without the use of "profanity" (although in this day in age, I would argue that the offending word was not profane at all, just colorful. As a matter of fact, it's in the Oxford English Dictionary, so there). What I said was, every organization has a "malcontent", "trouble-maker", etc. whose purpose is to make things difficult for the honest, hard working, volunteers who run the organization. We now know who the trouble-maker is in the BCA. I for one would support his ouster so that the mission of the club can proceed without these useless diversions.
  3. Pete O

    Car Interior Color question

    My take on this is the trend in the early-mid '80s to "europeanize" American cars. American autos before this time were brashly American in style. Big, lots of chrome, lots of colors. The fan mags (Motor Trend, Car and Driver, etc.) all did comparisons of BMWs and the their like to Fords and Chevys of the day, and of course the snobs at those mags drooled all over the beemer and joked about the Fords and Chevys. Detroit couldn't ignore the bad press. Add to that the euro imports started getting larger market shares, so Detroit countered by offering euro option groups on their bread and butter offerings. Off came the chrome, on went the blacked out trim. Whitewalls were banished, and interiors were all made black to match what BMW was doing. These euro packages started selling because euro design was marketed to be so much more sophisticated than our hokey American design idiom, and we sheep didn't want to be seen in a chromed out barge when the Jones next door had a oh-so-sophisticated 528i on their driveway. It didn't take more than a few years for American tastes to conform to this euro design tidal wave, and gone forever were the bright and beautiful two and even three toned interiors of just a few years earlier. We did it to ourselves by falling for the marketing. Will it ever change? I doubt it, because it would take courage for a manufacturer to buck the trend. If they were to go to the expense of tooling up for a two tone blue interior to go with a robin's egg blue paint job, and nobody buys it, it would mean the end of the career of the executive who pushed it through.
  4. Pete O

    1930 Ford Backfiring

    Backfiring out of the carb or out of the exhaust?
  5. Pete O

    iS THIS a 1953 V8 starter solenoid?

    That looks like a pre 1951 to me. It has the relay mounted right on the solenoid. 51s and up have the relay on the firewall.
  6. Pete O

    Ford model A doors

    Nope, the doors are different 28/29 and 30/31, particularly the raised molding profiles. If you have the cash:
  7. Pete O

    Letter from the "aaca" museum

    The museum wants to continue to use the AACA in their name because they get free benefit from it. It gives them free advertising and the legitimacy that goes along with being associated with the AACA, even though they maneuvered themselves away organizationally from the AACA. Most people don't know what's going on here. Someone looking to go to a nice car museum in the area and finds the "AACA Museum" listed will certainly think it to be prestigious and worth going to due to the implied association with a widely recognized club. I'd bet that even the majority of the donors who gave their cars to be preserved by the AACA don't realize the maneuvers made by the museum board. If the AACA were removed from their name, some of those donors might start to think that they gave their cars under false pretenses, and that's part of the "assets" the museum board is trying to protect.
  8. Pete O

    Starting with a Zenith updraft carburetor

    Model A Fords use a Zenith updraft, and the behavior you describe is exactly how the original Owner's Manual instructs how to start a cold engine. Just a momentary choke is needed. The dash mounted choke rod on the Model A Zenith also turns in and out to regulate the gasoline mixture. Open it up some to enrichen the mixture while it's cold, close it up some as it warms.
  9. Pete O

    1951 Studebaker Engine Woes

    Does the situation improve if you allow the engine to warm up some more?
  10. Link above is to the shop manual pages describing he stromberg carb/
  11. Pete O

    1930 Model A engine stuck

    Could be the bearings are stuck too in addition to the pistons in the cylinders. To get the penetrating oil to the main bearings, remove the distributor, and pour your concoction down the hole in the head where the distributor was. This will get the fluid to the valve chamber, where it will seep down to the bearings via the oil passages.
  12. Pete O

    No sound from horn

    I had this issue with my Buick. I don't know the specifics of a 53 Ford, but it can't be too different. You could have a hard problem or an easy problem. There is a wire that runs down the inside of the steering column from the horn contacts in the hub. The wire on my Buick ends up with a male connector sticking out of the column down by the steering box. Check for continuity between your horn contact in the hub and this contact down on the column. If no continuity, the internal wire is shot, and that's hard to replace. Then there's a wire that runs from the connector on the column to somewhere.... on my buick it was a junction box on the radiator support. Check the continuity of that wire. If shot, that one is easy enough to replace. I just ran a whole new wire rather than unwrapping the wiring harness and replacing the horn wire.
  13. Pete O


    Because, as Waldo said, things of beauty, grace and speed are often referred to in the feminine gender.
  14. Pete O

    Body Mounts This shows it fits '58 fords, so maybe it fits Edsels too?
  15. Pete O

    New 28 Ford, have some questons

    1. I just replaced the headlight bulbs with 2 Bulb Type - 6 Volt - Double Contact - 32-50 Candle Power. Now when I turn on the headlights the ammeter pegs discharge and the car will sputter and not want to run. What bulbs can I use that will correct this issue? More than likely this is a short in the headlight socket, not a bulb issue. A's are notorious for the contacts in the headlight socket shorting out to the body of the socket. 2. The key does nothing. Car will run with it in off position. It's original to the car. Can this be rebuilt and who does this type of work, is it worth keeping original? Or is a repro better? Is it an original pop out switch? If so, you push the button in until it clicks and stays put to turn off the ignition, turning the key will unlock the button and cause it to pop out. 3. The nickel plating on the radiator and headlights is dull. What can be used to polish this with out buffing through the plating? Any chrome polish will do 4. The horn works but doesn't always give the full ahooga. Is there a cleanup trick for this to get it to work smoothly? Clean the commutator (the copper thing visible when your remove the horn cover) with a pencil eraser! Have someone beep the horn while you gently apply the eraser to the spinning commutator. Then oil the armature with a light oil- sewing machine oil works for this.