Gary_Ash

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About Gary_Ash

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    http://www.studegarage.com

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    SouthCoast, Massachusetts
  1. A friend sent me this link to a Craigslist ad for a BIG speedster: https://portland.craigslist.org/clk/cto/6087691020.html I know nothing about this car. At least it's all done and looks like it was done pretty well.
  2. Al, I'm hoping to send them my Foamcore model and drawings with dimensions in about 2 weeks. I just need to pin down the final height of the filler neck and the type of cap mounting. I'm waiting for a call back from The Brass Works this morning. The guys at The Brass Works said previously that an exact size model in wood, cardboard, Foamcore, etc. was better for them than a technical drawing because the model leaves little to the imagination and is a better predictor of a good fit. I did find that I had to shave the backs and corners of some of the fins in my grille to get my model to sit in the right place. I want to get all the mounting holes and trimming done on the shell before I send it to the platers, so having a radiator in hand is key.
  3. My current plan is to have The Brass Works (www.thebrassworks.net) build the custom radiator using a 4-row, 3-1/2" deep core with modern tube style. Core size will be ~18" wide x 17" high, plus upper and lower tanks. Heater core? We don't need no stinkin' heater, LOL! The original Studebaker Indy cars did not have fans, but if you are driving 120-140 mph, a fan isn't needed. But, don't try driving in stop-and-go traffic. The mounting point for the fan at the front of the block is so high up that the blades would cut through the radiator hose and hood, so I can't use a standard fan anyway. I'm planning on a 16", 12 volt electric "puller" fan and shroud on the inside of the radiator. The Brass Works also offers a selection of overflow tanks. However, I think one needs to use a modern 14 psi cap and filler neck with the overflow tanks to get the radiator to suck the coolant back into the radiator, as well as all of the correct line fittings. Frankly, it seems much easier just to go with a non-pressurized system and the old 2-tang cap, and give up the potential benefits of higher pressure. Using 50%-50% antifreeze and water will raise the boiling point anyway compared to the plain water they used in the 1930s, and the 4-row core will make a big difference, too. The alternative is to just mount the old-style radiator cap or bird mascot as an ornament and have a pressurized filler cap under the hood and out of sight as part of the upper radiator hose assembly, like the streetrodders do. I did see something in a Model A Ford catalog about using a sacrificial zinc anode in the cooling system when one has an aluminum head. Anyone have experience with that?
  4. I'm building a replica of a 1932 Studebaker Indy car [see thread in Speedsters], and it's time to order a radiator. The engine block I'm using is a 250 cu in straight 8 from a 1937 Studebaker President sedan which has an external water pump with a packing gland. The original cooling system probably was not pressurized, but I'm thinking of going with a 4 psi cap to keep the coolant boiling point up (gain ~2.5 °F per psi). The engine will be running 4 carbs with a high compression head, and perhaps putting out 190-200 hp versus the original 115 hp, so cooling will be an issue. I think the water pump gland will take this pressure, but I'm leery of going higher. I expect that the block will take the 4 psi pressure. I'm having a new radiator custom built from my Foamcore model, so that will be OK with 4 psi. Have other people gone to pressurized systems on cars that were not originally pressurized? Are there any issues I missed? It seems there is an almost infinite variety of filler necks for radiators. The old ones from the 1930s used two or three internal tangs, like a gas tank cap and neck, while modern filler necks use a cap with two claws on the outside. The width of the claws is changed with the pressure rating to prevent putting a 14 lb cap on a 4 lb system so that the radiator won't blow up. Nominal pressure ratings are 4, 7, 10, 14, and 16 psi. Additionally, there are several diameters of necks and caps, further complicating the choices. The details of necks and caps are covered by SAE specification J164. I'm thinking of using the "medium" size (1-5/8" i.d. neck x 3/4" deep), as was common on 1960s cars, etc. I'll have to adapt a cap sealing mechanism to fit under the 5" diameter cap from 1932 that originally used three tangs. The original Studebaker Indy cars used modified radiators that might have come from Ford AA trucks. I've seen one of the originals with a Long Manufacturing label having the model number 427Y. Can anybody verify where that Long part number was used?
  5. Studebaker made several models of electric cars from 1902-1910 with folding tops. You can see one in the Studebaker National Museum in South Bend, IN. [photo of it below taken by D. Wilkinson.]
  6. You can get the drawings for the felt seals with all the dimensions and felt specs from the Studebaker National Museum archives using the original part number. In many cases, these will be items that were standard SAE dimension felts. Sometimes, they are still available from commercial bearing suppliers - if you know the SAE number. If not, with the dimensions in hand, you can make some simple tools to cut them or have a felt supplier make them. The seals are made from #1 or #2 grade felt, available from McMaster-Carr or MSC in various thicknesses. I've made felt seal cutters from steel exhaust tube adapters, copper plumbing fittings, and bits of aluminum bar. As long as you get a good sharp edge, as cut in a lathe, you can use a small hydraulic shop press to cut out the donuts you needs. Even a fly cutting bit in a drill press can be used to slice the felt sheet accurately.
  7. There are many companies that can make the extrusions, but I doubt you want to pay for the dies and the minimum run of material when the market for the parts isn't very large. But, try Googling "short run aluminum extrusions" and see some choices. Extrusions are usually 6063 aluminum. Here's one shop that might be a place to start: http://aluminumprototypes.com/services/aluminum-extrusions.php On the other hand, you could probably have them machined from bar stock for only a few parts. Whether extruded or machined, you still need to be able to bend them, so avoid using 6061 at T6 hardness. The real tricky thing will be bending the parts without collapsing the shape. Hopefully, they only need to be bent in one plane. They will bend easier if you warm them with a torch while bending, but practice on some cheap bar stock first. Polish them after bending and get them anodized.
  8. Here's a drawing for a cam-ground aluminum piston for a 1937 Studebaker President straight 8 of 250 cu in displacement. The nominal block bore is 3.0625. In one dimension, the piston diameter is 3.061 maximum diameter, and at 90 degrees, it is 3.05225" maximum. That is about an 0.009" difference. I think the cam-ground pistons date back to the age of steam engines, well before 1900.
  9. I'd say your chances are better than good. The '41-'42 cars use the same part numbers for the rear fenders but they are different in '46. The gravel shield is different for 1946, so maybe the difference is only that. The encouraging bit is that the pre-formed fender welt is the same for 3G, 4G, and 4G cars and the fender braces are the same.
  10. While the direct sales rules may have prevented market manipulation by the manufacturers in the past, we are plagued today by corporations who own multiple car dealerships in a single market area. In the Boston area, for example, one person has more than 50 dealerships and a few others own 10-20 or more. I believe that significantly affects the ability of the average buyer - or even sophisticated buyers - to negotiate a fair deal. The local newspapers don't address this in their investigative reporting because the car dealerships pay for a lot of print advertising. Is this pattern common in other parts of the country?
  11. I'm lucky to be able to tell sheep from goats, but I was told that about half the sheep at this station were merino, the others crossbreeds of some type. We got to see the sheep shearing shed on one of the cousins other properties and the wool baler. We were told that it takes the wool from 40 sheep to make a bale. The merino wool is worth more. We (fortunately) didn't check on the toilet habits of the alpacas.
  12. We have seen a number of Australian animals that we don't have in the U.S. in addition to the old cars. While we certainly have "Deer Crossing" or "Moose Crossing" signs in New England, this was our first experience seeing signs for koalas, wombats, kangaroos, and wallabies crossing the road. Of course, there were no actual animals on the road, so we went to the koala hospital to see one. There were kangaroos in fields at dusk. Today we saw hundreds of flying fox bats hanging from trees in a local park - they have wingspans of about 24-30 inches, much larger than the little brown bats we have at home. At the tropical beach areas, we saw lots of "water dragon" lizards.
  13. We've been touring around a great deal, but suffered from not having good wifi connections, only limited digital data on our phones. We spent a few days at the sheep station, drove to the top of Mt. Bethungra, about 1000 ft above the surrounding countryside, as some powerful summer storms blew toward us. While lightning bolts set fires in some places, none were near us. One day, we helped round up a few sheep that needed some medical attention. As a city kid, I know nothing about sheep or farming, so all of this was interesting, especially watching a sheepdog work. They also had about 6 alpacas to help guard the sheep. We drove east from Cootamundra to Katoomba in the Blue Mountains, staying at a great, old hotel. Katoomba is at about 3400 ft, and the big attraction there is looking out over the valleys to the surrounding mountains. In the morning, we were surprised to find a fully restored 1947 Flxible Clipper bus in the hotel driveway. It was being used to give some dignitaries a tour of the area. The bus had been imported in 1947 and used as a prototype to build 100+ copies under licenses. As we walked around the town, we discovered a restored 1965 Ford pickup. Driving around the rim of the cliff for our scenic tour that day, I spotted a 1940-ish Triumph roadster parked in a neighborhood. We've seen lots of 1960s and earlier cars being used as daily drivers. From Katoomba, we drove back out to the coast north of Sydney. In Newcastle, we met up with a couple of Studebaker guys and their wives for dinner. The photo attached shows me and Jane, Warren and Sue Thompson, and Rob and Angela Johnson - we're all Studebaker owners. From there we drove a few hours a day up the coast, hitting beautiful remote beaches and finding comfortable resorts to stay in. We dropped the rental car at the Gold Coast airport after 1500 miles. Another of Jane's cousins picked us up and drove us to Toowoomba for a few days. We plan on meeting up with a few AACA people here and nearby.
  14. The hood panels can be made from .050 or .060" type 3003 aluminum using an English wheel. Buy a length of aluminum continous hinge (Stanley for example), but replace the rod with stainless steel so it doesn't gall. Assemble with solid aluminum aircraft rivets with 5/32 or 3/16" shanks using a good rivet gun (Aircraft Tool Supply). See my hood in my 1932 Indy car thread.
  15. We spent a few days in Sydney, rode the ferries to many places, walked over the Sydney Harbor Bridge, went to the beach at Manly for good body surfing, and got a great ride through much of Sydney harbor in a boat belonging to my wife's cousin. The Campbell cousins were early (1797) merchant pioneers in Sydney and Canberra. We rented a car earlier than we expected, drove south along the coast to Bateman's Bay, then to Canberra for more cousins, and on to Cootamundra out in the rolling countryside. After a week of pleasant temperatures, it hit 106 F here today. That's OK with us because it's 18 F and 15 inches of snow back in Massachusetts. Unfortunately, there are power outages and bush fires in many places. It may get hotter. Tonight, we're on a sheep station with 1800 sheep and 6 alpacas, along with the kangaroos in the distance. Along the way, we spotted lots of great old cars on the road, including a 1960s Ford Falcon ute, a small Ford Zephyr, a Citroen DS19, and at the Canberra War Memorial there was a very nice 1960s Jaguar Mk 2 sedan in the underground garage. There seem to be many 1960s cars as daily drivers.