[VIN Correction with NYS DMV]

I have a 1956 automobile that I bought in 1971. About thirty or so years ago I realized that the vehicle was registered under its motor number rather that its chassis number, but as I had no intention of selling I did not let this bother me unduly. As time progressed and as I read more and more horror stories on web sites about fabricated data plates, pieced up cars and the like, I decided I would be doing my family a big favor to straighten out this error in case it ever became necessary to sell the car. Not without a great deal of trepidation I contacted DMV in Albany to inquire about the process. Four telephone calls later, I was finally speaking to a very nice Investigator in my local county who advised it would be necessary to bring my car to her garage (about 60 miles away from my home) for inspection. Armed with all my documentation (including a copy of the factory build sheet and a thirty year old book published by the club that specializes in this vehicle) I made my way to the inspection station. Once there, everything was businesslike and efficient. My Investigator has obviously done her home work and knew exactly where to look for the several attached number plates and the stamped body number, all of which matched the factory build sheet and the club book. Within an hour I ws on my way home with a "Report of Inspection" verifying the chassis number to be the correct VIN of the vehicle. The following Monday, after having received an amended FS-20 from my insurance company, I went to my local DMV office and within 15 minutes had a new registration issued.

If anyone is wondering why I have bothered to post all of this, it is simply because I am overwhelmingly pleased by the service rendered by NYS DMV. I have been dealing with this particular branch of State government for all of my adult life and have always found it to be petty, time-consuming and obstructionist in its dealings with the public. Prior to this encounter, my mind ran wild with the possible pitfalls that might engulf me in trying to change a VIN (up to and including a seizure of the vehicle as stolen goods or the mandatory installation of a state issued substitute VIN). These fears had delayed my attempt to correct the underlying problem for at least the past ten years.

Obviously, I can't guarantee that anyone else's experience with NYS DMV will be as pleasant as mine, but there really does seem to be a new spirit of cooperation at DMV that extends right to the clerks at the windows in the local office who now greet you with a smile and pass pleasantries while conducting their business. Perhaps it is possible to teach an old dog new tricks. My hat is off to NYS DMV for trying to improve its image and its relationship with the public.

[Thermostat Rebuild]

Being very new around here I have not yet had time to read all the information available but nevertheless I am offering one modification I have completed, not because it was such a novel process, but because it may provide some ideas to a person facing a similar problem.

COOLING WATER THERMOSTAT REBUILD

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Following a failure of the original unit and driven by the insanely high price quoted by Mercedes-Benz for replacement, it seemed appropriate to examine the cooling water thermostat with a view to a functional rebuild. (Picture 1)

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As originally constructed, the thermostat housing consisted of a front and rear portion encompassing a standard Behr Thomson thermostat unit and fastened together utilizing a rolled crimp formed on the flange of the rear portion. A short session on the grinding wheel removed this crimp and allowed separation of the components. (Picture 2)

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Perhaps most time consuming part of this project was the sourcing of fasteners small enough to fit the remaining flange areas so as to hold the housing parts together. Radio Shack, an old favorite for unusual parts, was able to provide machine screws and nuts (Part Nos. 64-3010 and 64-3017) in the 2-56 size that fit perfectly. Using a template to assure uniform spacing, eight holes were drilled through both flanges with a size 44 bit and smoothed with a file to provide a proper fit. The replacement thermostat itself is an off the shelf item in the standard 54mm diameter with a 180 degree opening value as available from any auto parts supplier. Notches cut in the perimeter of the thermostat using an abrasive wheel on a Dremel Tool provide adequate clearance for the fastening screws. (Picture 3)

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Following liberal application of sealant to both sides of the thermostat, the two portions of the housing are brought together utilizing eight 2-56 screws and nuts. After application of paint to restore original appearance, the completed assembly is ready for reinstallation in the car and more years of trouble free service. (Picture 4)

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[This is a test]

Here's a link to a Hemming's article on this car

1955 Mercedes-Benz 300 SL alloy-body gullwing: The ultimate barn find? | Hemmings Blog: Classic and collectible cars and parts

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[Avanti Rescue]

Just spent a most enjoyable half hour reading your saga of reconstruction. Great writing and photographs to go with it. The consistancy of progress is something to be admired along with your parts and material bills. Keep up the good work and the detailed reports as they inspire me to work more quickly on my projects.

[This is a test]

Photographs are of a 300 SL Coupe space frame. The 300 SL Roadster has a lower and wider cross section in the area between the front and rear where the doors are fitted. The Coupe (Gullwing) did not have any form of framework extending above what you see in these pictures - the only support for the roof was from the body shell itself. The frame, without any ancillary gear, is reported to weigh in at approximately 187 pounds, and derived its great strength from the design where all of its members were bearing loads only in tension or compression and without any rotational moments.

From other information, I believe this to be the frame of an alloy body Coupe (1 of 29 built) that was recovered from long term storage in a California garage and is now undergoing a full restoration. Most of the 1400 Coupes built between 1954-1957 had steel bodies utilizing aluminum hoods, doors, trunk lids and rocker panels. The full alloy cars were of a very limited production, had numerous mechanical changes in engine and suspension from the "regular" Gullwing (if there is such an item), and are highly prized items.

I have attached some photographs of the car before the body shell was removed from the space frame.