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m-mman

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About m-mman

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  • Birthday 03/11/1958

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    Near Los Angeles California

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  1. On the announcement day of the 1958 Edsel (Sept 9, 1957) Robert Mc Namara told insiders that his plans were to discontinue it ASAP(!) FoMoCo had been on a plan to compete head on with GM especially in the medium price range. So a tarted up Ford and a down priced Merc fit into that plan. The 1957-8 recession dashed the hopes of ALL the medium priced cars. (DeSoto's fate was sealed at this time too) However Ford has signed contracts with Edsel dealers to provide cars for several years. It would have been a huge breech to stop production after the 58 model year. At one time th
  2. True for 1958 but for 1959, all Edsels were on the Ford body. (1960 too . . . ) The Ranger and Corsair names were the two carried over into 1959.
  3. The Lincoln "Zephyr" started in 1936 and they were called and numbered consecutively as H000001 until 1948. The H12 differed from the bigger Full Classic (also 12 cylinder) Lincoln K cars. The big Lincoln K ended in 1939 (some were perhaps sold as a 1940?) Ford kept the Zephyr name because of the momentum behind the marketing. Everything stopped in 1942 and upon starting again in 1946 it was clearly the only Lincoln available, and with a need to promote something new, there was no need to use the Zephyr word. In the ads, brochures and horn middle they were called a "Lincoln Twelve". The T
  4. The piston type pump put out extreme pressures that could propel a water stream 4-5 stories (maybe more?) A huge advantage if your community has tall buildings. Other fire pumpers (Not actually "trucks" those carried the ladders) used centrifugal pumps. A good solid stream but not enough for a tall building. The chrome ball evened out the pressure strokes, without it, the hose nozzle would have a kickback like firing a huge gun.
  5. A guaranteed price for what is obviously a Time & Materials project??? Sheesh, how could anyone fall for that? Would they expect an iron clad guarantee from their lawyer? or their surgeon??
  6. There is only one way to reliably fix window regulators. Pull everything out - complete regulator and the tracks the rollers ride in. (Hopefully bolted to the door sometimes welded) Clean and limber up everything - the pivot in the regulator, the rollers on the stems, The tracks in the door and bottom of the glass. Scrape out all the old grease, wire brush until clean. Verify that everything moves, slides and spins easily. (I once had a car where the two rollers were so stuck to the pin that they needed a channel locks and complete destruction to break them free from the
  7. FYI - Back in 1958 a Dodge would NOT have established someone as wealthy. Cadillac would be #1. Buick a close second If the show was sponsored by Chrysler corporation, a wealthy person's car would have been an Imperial or a Chrysler New Yorker. Cars as status symbols were more important in the 50s than they are today.
  8. There were two engineering/clearance hurdles to overcome. 1. the top rear corner of the rear glass window - The window is basically cut square, the top fabric has a radius to it. They are not matched so the window glass could/did get caught on the top fabric. 2. The bigger issue - How do you seal between the hardtop windows (no post) with a rear suicide door??? This problem happened in one other place; the 57-8 El Dorado Brougham. In the Cads there is a half round rubber seal on the rear glass that pushes against the front glass. As the front door is open
  9. They do have FoMoCo engineering underneath it all. So, regular brake fluid, Autolite ignition and charging (not British) BUT you have to take them on their own terms. Accessibility is a huge issue. There is no "simple under dash repair". There is no "Popping off a door panel" to fix a window. P/W switches do have fragile prongs but they are surprisingly easy to open up and clean ONCE YOU KNOW HOW. 1964 Shop Manual - "Radio removal, step 1. Remove sun visors"(?) Then the A pillar trim, then the top of the dash, (disconnect wires and rear mount) then the front of the d
  10. A 1973 Pontiac was not an exotic car when it was new. It used two (single) headlights with two parking lights below the grille. At the rear there were two red taillights on each side and the white part of the lens was the reverse lights. Turn signals were standard, they flashed the "taillights" (separate bulb-filament from the red running light) and the front parking lights Also standard were 4 way hazard flashers. They flashed the turn signal bulbs-filaments front and rear. They are actuated by a button on the steering column near the turn signal lever.
  11. Light circuits are all pretty straight forward. 1. Power comes from the battery, through the key (which might include the fuse box) 2. Power goes through a switch. Each bulb has its own switch. ( Example: BU lights on the shifter or the oil pressure sender on the engine) 3. Power goes to the bulb 4. Power goes through the bulb TO GROUND and the light comes on. Trouble shooting is a matter of using a test light to see if there is power at each point and if it stops there and doesnt make it to the bulb . . . Why?? Yes reverse lights were a federal requirem
  12. The above is an important point! You mentioned that you have a radiator leak, in order for this design to work the cooling system must be FULL and leak free. Back when these systems were new I saw more that a few badly overheated cars. There was a cooling system leak but the owner never added coolant via the radiator cap they just kept filling the bottle. If there is any air in the system it can not suck in more liquid. Eventually the bottle was full and the radiator was empty and the car was badly overheated. What you will learn is that the best place to check
  13. With all the talk today about electric cars and even kits to convert old collector cars to electric, it just seem appropriate to mention that some full electric conversions were done to a few of these Renaults back in 1959(!) See: https://en.wikipedia.org/wiki/Henney_Kilowatt
  14. Beautiful. Chrysler experts, is there anything (besides the serial number) that makes one of these 49s different from a 48? In the Blue Book value guides of the era, they listed the serial number break so that a 48 can be differed from one of these 49s and valued accordingly. However I would imagine that at trade in time (or consumer loan) they were valued no different than a lower mileage 46-8. It was the postwar sellers market but that was cooling off by 49.
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