StillOutThere

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About StillOutThere

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    Under the X in Texas

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  1. For my '35 Dodge DU the originals appear to have been ovals but the available replacements are rectangular.
  2. Now, the C56 Boano reference is for the Boano coachworks who built this car assuming the VINs match. That paperwork does not belong with the Derham files. Obviously neither does the Ghia papaer. I don't offhand know of a repository where either should go.
  3. All 1956 and earlier Crown Imperials were built /bodies by Chrysler Corporation. The very few exceptions being special orders that included custom modifications. In almost every case, Derham Coachworks, Rosemont, PA, was the go-to specialty shop for this work. In '56 Derham did two such orders for individuals (I own one). In '55 Derham converted three and all were for the Eisenhowers. '54 and earlier can be internet researched including AACA who has the photo files donated by a Derham heir. 1957- 1965 Crown Imperials were exclusively built by Ghia in Turin, Italy. For '57-59 LeBaron coupes were sent over in partial assembly for Ghia to stretch the chassis and bodywork and add their custom coachcloth interiors. 1960-65 saw LeBaron 4dr sedans sent over to start the process. Your intentions for the AACA library are EXCELLENT. Memphian and Armbruster /Stageway were not given direct contracts from Chrysler for conversions. Their work was as private contractors building a class of cars generally referred to as "airporters" referring to very long stretch, multi-door sedan conversions, mostly of entry level models for use transporting volumes of passengers for airports, hotels, and some for military bases. Memphian's specialty was usually ambulances and hearses and they built on any brand chassis you wanted.
  4. The equipment codes are stamped into the data plate. That might be on the top of the gravel pan in front of the radiator, driver side, from memory. The VIN is little more than a serial production number but typically starts with the year and or model designation - in your case to indicate a '55 Windsor.
  5. The tower boot is from Lynn Steele Rubber with the PN given earlier in the thread. The floor plate w/ original deteriorated center was in my car. Steele offers a few complete assemblies. I just needed to get his separate tower to make mine as close as possible to stock. Enjoy your half tonner!
  6. To clarify. I have a '35 Dodge that, as far as the grandson who sold it to me can determine, has had a set of plain chrome inner wheel trim rings on its original artillery wheels. Full life inside stored whether at orig. owner's carriage house on Long Island, then 25 years on blocks there after his passing, then 35 years in a Massachusetts garage (grandson). When I got the car and cleaned them up, one of them was rubber stamped on the inside by Lyon Corp. As you may know Lyon made '30s accessory equipment from trim rings to spare tire outer bands and eventually into the '60s produced most of Detroit's OEM production wheel covers. Now, MoPar offered no inner ring in '35 that I can find. So my hunch is that these plain rings were an over the parts counter purchase at the Dodge store when the car was in for service in '36. I am told they were in the '36 accessory catalog but I haven't seen one. Via this thread I now understand perhaps available '36 to '38 then superseded by the radially ribbed ring style shown above for '39. One of my dual sidemounts has a very nice (well waxed I presume) Lyon trim ring. Pic attached. The four that were on the road wheels did not fare all that well over 80 years. If I could order a set from Bernbaum to match, I would have. NO PICTURE from Bernbaum so I had to ask. So, 35cz8, I don't "need" them in sense of being without. Would very much like to upgrade this survivor car to a used set with much less patina. 3 or 4 would do that. PM me for further discussion. Thank you.
  7. Isn't that edge trim actually stainless steel ?
  8. Not mine. Came across the ad. Someone jump on this. https://www.facebook.com/marketplace/item/2245074559066531/
  9. One thing about Bernbaum's catalog. NO PICTURES. Just some very generic drawings. Anyone know what these look like? Will they install on the '35-36 artillery wheels? Are they very similar to the inners that Ford offered for 1940 ? Someone have a photo of the factory accessory on their '39-42 wheels? Thanks!
  10. Get a shop manual in print or CD and adjust the clutch. Should be your first purchase as you will use it continually. Some owners preferred them high, some low. Adjust where you like it and it shifts easily. Join a forum like http://p15-d24.com/forum/4-p15-d24-forum/ and ask for a modern interchange for inexpensive but very good gas shocks. Enjoy the ride.
  11. There are a number of restoration shops and museum collections using Avgas in their restorations because it will not evaporate like all the modern ethanol. Maintains its characteristics for up to two years compared to pump gas beginning to deteriorate after 2 weeks. And some auto repair shops will use it too - a local shop told me he does and explained how to get it at the airport. The antique guys find no problem whatsoever in their low compression early engines. It is indeed 100LL today meaning "low lead" and there is minimum benefit from there being this little lead... but some. Years ago, Avgas had much more lead - no more. Under US law, you can not run Avgas on the street because it does not include your state or federal road taxes. Avgas burns very clean, it is very pure, your car will start every time, your carburetor will love it, it will not destroy any rubber hoses or diaphrams or carb parts. 100LL is rated as 100 octane "at altitude" so in reality it is somewhere around 95 octane at your ground level, depending on where you live. Fair amount of bother for me to get into my small regional airport and buy 100LL (credit card at their pump, must bring container, must enter the tail number of a prop plane) and they have gates. But I do it when I need to and find it totally worthwhile and have never experienced any down side. Try it. I think you will really like it.
  12. All the Crown Imperials of this era were equipped with Ausco-Lambert disc brakes when new. Parts for the system were quickly very difficult to source when discontinued after 1956. Don't have a date but this car was given production Imperial drum brakes very early on in its life. The wheel covers stand off the wheel to ventilate the heat of the disc brakes. Almost incredibly, the wheel covers stayed with the car for many decades though '56 NYer covers rode on the car. A-L pic attached. Inside of vented wheel cover also shown. What can I say? Chrysler was clearly "an engineering company" first.
  13. Then the new Steele tower is actually quite a nice fit to that circle. It has the flange around the bottom of the tower which I'll probably glue in with some contact cement so it has no excuse to pull through when shifted. The tower is a quite tight fit on the shaft of the shifter. And a form fitting fit onto the steel tower of the transmission. Floor not currently in car. At this point, I'm VERY pleased with this "fix" to get the car a restoration appearance shift boot. Could not have done it had I not already had a 33,xxx mile good floor plate to work with. In a worse case car, even if one still just had the steel, one could recover with some hardware store ribbed rubber. At worst, one could make a steel plate and cover it. Both cases using the Steele Rubber tower. Recommended.
  14. Okay, Steele sent the "tower boot" as noted above. I carved the highly deteriorated center out of the original floor plate right up to the patterned circle edge on the original to get clearance for inserting the new. Could use a little more time /finesse in trimming.