Pfeil

First turn signals; They first appeared in the 1900s, when they were actuated either mechanically or pneumatically. In 1908, Alfredo Barrachini in Rome added electric lights inside the arms that turned on as they extended, but operation was still by a cable system. Electric operation came in 1918 when the Naillik Motor Signal Company of Boston added electric motor drive. This system was superseded by two French inventors, Gustave Deneef and Maurice Boisson, who used a linear solenoid in 1923. The final complete system came in 1927 when Berlin-based Max Ruhl and Ernst Neuman combined internal illumination and solenoid operation. The shape of the trafficator arm is closely based upon the shape of the semaphore arm signal used by the Royal Bavarian Railway beginning in 1890. The only difference from the railway arm is that it is halved down its length so as to fit flush with the vehicle's exterior. They were common on vehicles until the introduction of the flashing amber, red or white indicators at or near the corners of the vehicle (and often along the sides as well). They have been increasingly rare since the 1950s, as ever-tightening legislation has prescribed the need for the modern type of flashing signal. Many historic vehicles (e.g. pre-1960 Volkswagen Beetle sold outside the USA) that are used on today's roads have had their trafficators supplemented or replaced with modern indicators to aid visibility and to meet legislative requirements. Trafficators can now be fitted with flashing lights as an upgrade.

The metal panels fitted to the rockers are probably fiberglass, but if you look at many American cars of the 70's where 2/3 down from the doors the rest of the doors/fenders are canted in which exposes the fender, doors, rear quarter to all kinds of road debris kicked back from the tires, most of which are composed of rocks and pebbles which take the paint right off those panels. That was probably the inspiration for those things under the rockers.

By the owners own admission the car is illegal. The owner also said the vehicle is registered with the DMV as a non op. It's a non op because the owner knows if you change/tamper with the emission system he cannot pass emission testing and therefore can't register the car to drive on the road. In ca. and also with Federal emission laws it says you cannot tamper with emission controls. What did he do? You cannot change a EFI car to a carburetor, and while there is no picture of the engine/ engine compartment I bet I could find some other things that are missing.

It looks great, be sure and let the Early Times Chapter of POCI know about this, also it wouldn't hurt to post this in this forum's Pontiac section.

Great job and thanks for saying thanks to all of us.

It's not just a AM radio. It has two "M" push buttons = AM, Two "U" push buttons= FM, and one "L" push button = Long Wave. The "G" Series was produced 1958/1959 The one above is a G7 8550 Blaupunkt Radio Wave "Bands" AM/FM/LW/M/SW. The following is an explanation of the various wave "bands" found on Blaupunkt radios, both US versions and European versions. 1. US Band "AM" = Euro Band "AM", "M", or "Mittel" Frequency 520-1640 Khz, used for Commercial. 2. US Band "FM" = Euro Band "U", or "UKW" Frequency 87-104 MHz (87-108 US), used for Commercial. 3. US Band "LW" = Euro Band "L", "LW", or "Langwelle" Frequency 150-340 Khz, Commercial/Aviation/Weather. 4. US Band "MB" = Euro Band "MB", Frequency 2-2.8 Mgz, used for Marine. 5. US Band "SW" = Euro Band "K", or "Kurz" Frequency Various, used for Short Wave. As can be seem from the above, Blaupunkt radios came with one or more different frequency bands. The basic one-band radio came with the AM band. The next step was usually AM/FM. A common third band was LW (long wave) or SW (shortwave). In Europe, the LW band is for commercial broadcasts, however in the US, the LW band is used for aviation and weather broadcasts. European version radios are marked with the Euro band designators (M, U, L, MB or K), found on the push buttons.

What about the picture on # 8 thread I posted? About as good as your going to get. I suggest the service manual for even better detail. How about this?;

Great! now you are in business! They are great cars!

There were three types of air cleaners. The one with the muffler is a extra cost option. My Pop's 1950 Chieftain Deluxe that he bought new had one. Standard one is the one on the very bottom;

For the intake muffler there is a bracket underneath that attaches to a cylinder head bolt that has a threaded top for a nut to bolt onto.

In the 1950s, 1960s, and 1970s, ATF contained whale oil as a Friction modifier. But since whale oil would break down at higher temperatures, cars produced in the 1970s and later would not be able to use whale oil because of the higher engine coolant temperatures employed to reduce emissions and save fuel. A moratorium on whale oil at that time prevented the continued production of older ATF such as the original DEXRON formulation (Type B), and the Type A which preceded it. Vintage Chrysler products (Dodge, Plymouth, etc.) used Type A fluid, which is generally difficult to obtain now. It turns out that Type A was basically a nearly 50/50 mix of Type F (Ford) and Dexron (GM), so if you have a pre-1990 Chrysler vehicle, you can mix Type F and Dexron to get a near-match for type A. General Motors began marketing Dexron II Type C and later Dexron II Type D to replace the fluids which were made from whale oil.

Another example for a legislator in a state that has no vehicle inspection to create one.

If they have a Chevrolet engine in them yep. Henry would probably say that if he were alive.

Does anyone know what happened to the AACA guys on Velocity ????

Seems to me the General forum is a place for what AACA is all about, so if someone brings up customizing and such and after some quarrelsome exchanges gets shunted into the modified section. So, Bitchen Rides. A 1952 Pontiac is not a Pontiac anymore with a LS3 in it, and is not a 1952 Pontiac with wheels so big the car looks like a "Hot Wheels" toy. The engine IS the BRAND and the Pontiac became a NON Pontiac. To be honest I really couldn't get past the Billy Goat Goatee either. First impressions count.

Those tires are bias 4 ply Continental WW. When I was a VW line mechanic and later a VW unit repair ( engine and transaxle ) mechanic we had a whole lot of them around as takeoff's. New tires taken off new cars, usually replaced by Michelin XZX tires. We sold them new/used for about ten bucks. The VW in the pictures should be preserved and used only for exhibit and for a guide for restoring a proper Deluxe Left hand drive Type 113. I bet the Wolfsburg Werks Museum would like that one.

One of the interesting ingredients of the old type "A" Hydra-Matic fluid was whale oil. I would like to see how a Hydra-Matic gets on using CVT automatic trans fluid, one of it's secret ingredients is whale oil too.

So what happened to the AACA guys that had a show on Velocity? Also Wheeler Dealers does flip cars, but for me Ed China "was" Wheeler Dealers. Ed had a penchant for VW and Porsche air cooled engines but for myself having been a VW line mechanic and VW unit repair ( just rebuilding engines and trans axles) mechanic in my early automotive career, Ed did some very questionable job procedures that would make any good service manager show you the door. When Ed exited the show I stopped watching. I like Chasing Classic cars because has some real classic cars. That's why I watch. Wayne does get into Hot Rods and that's ok for me as long as you make your own car and not cut something , and Chasing classic cars is mostly flipping too. I feel sorry for Rodger. One of these days he's going to be under a car and die there. I don't get why de doesn't use a lift when he should.

1962 Pontiac Catalina with a Pontiac 428 Cu. In. 10.75 compression with non Factory Pontiac aluminum heads. A Track /Road racing car. 1963 Pontiac Catalina with it's matching numbers 389 Cu. In. engine 303HP with 10.25 compression. 4 Range Hydra-Matic. 1969 Pontiac LeMans H-O hardtop coupe ( I special ordered in Nov. 1968 received in Dec. 1969- hard to believe I will have owned it 50 years in Dec.) a Pontiac 455 .030" overbore to 462 CU.IN. Originally with # 64 heads with 10.25, I switched to a pair of 1972 7K3 400" Pontiac heads to lower the compression to 9.5 to run on 92octaine pump gas. This car I also road race and occasionally go to cruise nights with. It has hardened valve seats because it's driven hard at the track.

Lead has been Illegal for over 20 + years. You can get leaded fuel at airports and some race tracks but using leaded fuel is illegal on city streets. You can use E10 in your Buick but listen for detonation/pinging while your driving. Also if you haven't already change your fuel hoses to the compatible E 10 friendly fuel hose do it now because E10 eats the old fuel hose, some plastic's, some cork and some pot metal-( carburetor body ) . After I run/use my old cars I use a fuel shup off and let the engine run out of gas because I don't like the fuel sitting in the carburetor. One of my cars which has over 10:00 to one compression from the factory just couldn't take E10 so I had to change the compression ratio down to 9.5 and it's OK now. Cars with cast iron heads built after 1975 have hardened valve seats to prevent valve recession and leakage and they are ok with E10. Air cooled VW's with aluminum heads have always had hardened seats going back to 1938. My newest car is a 2012 and in the owners manual it says NEVER use anything above E10.

No, Ca. is "E" 10. Just like most , if not all the states.

Actually the EPA ( Federal Government) has all this ( especially after 1975 ) anti tampering laws already on the books. Enforcing them is another story, however you are responsible for what you do to a automobile. I'm new here to the forum, do no live in Ca. but I did read and agree to this; "You agree, through your use of this private forum, that you will not post any material which is knowingly false and/or defamatory, inaccurate, abusive or provoking tone, containing vulgar or profane language, threatening, harassing, hateful, sexually oriented, or containing personal attacks, or that are considered offensive of otherwise inappropriate by the moderators will be deleted. Certain conduct could result in revocation of AACA membership as outlined in the AACA By-Laws. Forum users unwilling to comply with the requests of the moderators or who ignore these guidelines will be banned. Moderators reserve the right to limit the time that a thread may be run. You agree not to post any copyrighted material unless the copyright is owned by you or by this forum. "eco-Nazi s..t" and you are a Moderator???

Oh I get it alright. It's the San Francisco Treat.?

nevermind

Well the unnecessary stuff ends up on a lot of cars these days, not just Japanese cars. Ever see the shameful things that is happening in the old VW scene? The de cambered slammed Beetles. Dr. Porsche would be appalled. I think it's more on the people's shoulders than the brand they are driving. The Asian cars, and the Japanese in particular and not the German cars were the cars that gave American car makers a wake up call so that today the American cars make a decent product although today it's hard to tell "who is who" in the industry unless you were a part of it or at least studied it. With the threat of tariffs against Japanese auto firms in the late 70's and early 80's the Japanese decided it was better to make their cars here. So they have design centers, Motor Sports, product planning, marketing, Technical centers, Test Centers, Engineering, Special Tools, Accessory development, foundries, and manufacturing and American Jobs! By avoiding tariffs by being in the U.S.A. , they also realized that the closer you are to your customers the better the product will be to fit the needs of the customer. So when I say it's hard to tell who is who it really means Japanese cars today have just as much and in reality more U.S. content than so called American cars. I wish they were more a part of the Collector Car market though.