Peter J.Heizmann

J...<P>My father had a 2 seat MB roadster (1972). Cannot remember the model, however, it was a beautiful car. One thing I do know about MB is take the same advise I gave him: Take it to a MB dealer and let them check it over.<P>Unless you are an extremely good mechanic in your own right, I would not plan on doing your own work. As for the 100K miles, they are only broken-in at that point, however, you have no way of knowing how the previous owner took care of it, their driving habits (did they beat the hell out of it), and, so on.<P>Get it checked out first by someone in the know...<P>Regards, Peter J.

Holle7...wrong part of the forum to sell for best results. Place it in "AACA Buy/Sell" section.<P>Regards, Peter J.

ex98thDrill...<P>As Ron and Howard stated, I too echo the "Been there, done that." In the war Ron and I were involved in, it was not all that popular we found out upon returning. My thoughts are the same today, "so what". The fact we served is the grit. <P>I feel safe in speaking for all vets on this forum, that in the long haul as years go by upon your return, your honorable service to this country will far out-weigh missing hobby related events, except for time with your relatives. Keep up the good work and be safe.<P>Regards, Peter <P>

With "Preservation" for current and future generations in mind, my thoughts:<P>From a no-junior award to a Senior Grand National; from an HPOF, Driver Participation, or, a "No Club Involvement Driver", each and every one of us is directly/indirectly preserving our personal interests and having enjoyment doing it.<P>My $ .04 worth (If postal rates can skyrocket, so, can my two-cents.)<P>Regards, Peter J.

24T42...thank you for the informative response. Interesting reading.<P>Regards, Peter J.

cj<P>Cannot help you as to safety glass vs. plate, or...<P>But, as far as "Pits", I can offer my approach: "If you can see the flaw, the judge can see the flaw."<P>Sounds like you either must do more homework, or, maybe someone with more knowledge of Oaklands will chime in.<P>Regards, Peter J.

ditto, Terry. It was a great event & weekend. Ron & I enjoyed chatting with you at the desk at check-in, too.<P>Regards, Peter J.

George...<P>I scanned the March/April Issues of Antique Automobile that list Hershey Winners from 1998, 1999, and, 2000. The winner listings at least show hometown of the owner. <P>Maybe someone else out there has March/April issues for 1996 & 1997 to check. <P>If no response, possibly phone National Headquarters @ 717-534-1910 to see what you can find?<P>Regards, Peter J.

Tom & Howard, thanks. Now I feel a little better.<P>Tom, I absolutely concur with the human aspect - operator getting involved.<P>There was a time when we would receive CAD models with impossible dimensions to hold. We would think, holy schmolly, these guys are nuts, out of their minds, and, so on.<P>Today, we spend a lot of time and money sending operators, engineers, and whoever it takes to the customer. In the majority of cases, we simply show them a feature of a part that has to be changed to make the part.<BR>The customer's engineers look at it and say: "No problem, change the feature, and, everyone is happy." Gets back to what Tom alluded to: communication.<P>There are some CAD Programs out there that cannot pick up some features and it is my job to visit and explain. Best example I can think of is Superman can see through the wall, but, not through the closet door at the same time.<P>Keep the faith.<P>Peter J.

Sorry, I got carried away from the "minus draft plus draft".<P>In Grey Iron: Depends on where the parting line is designed. Cannot "draw" the pattern with reverse draft. The core breaks down from thermal heat of the iron. 99% of the time there will remain a stub of the core in the reverse draft area and no way to get it out.<P>In sand cast aluminum: The low temperature will not break down the core and you would have to go into the area with some sort of tool to get the cored area out.<P>Machining: We have had customers, as well as our machine shop, utilize boring bars to create reversed draft features. This is too costly, thus, we normally decline the job.<P>Lost Wax, Die Casting, etc., are better methods of reverse draft on a casting.<P>In closing, and, getting back to the your original query, a good percentage of CAD Models/Prints do not address "plus/minus draft". <P>Gets back to my frustration that these engineers should take time out of their schedules, visit the vendor, and, spend a day or two learning the process of how their project part relates to reality.<P>Regards, Peter J.<p>[ 06-10-2002: Message edited by: Peter J Heizmann ]

Tom, it is possible, however, in our foundries & machine shop, we shy away from it. <P>Problem we have today, is, it is incredible how many quote requests we receive, or, actual customers that have engineers designing parts all day, and, have never spent 1 minute in the foundry/machine shop to see how their design fits the process. I mentioned it many posts ago how we waste so much time phoning/e-mailing the customer to ask for the missing info, or, explaining what they desire is not realistic.<P>Another aspect is in tolerance blocks of a CAD Model, Print, etc., is the customer's version of Brinell Hardness requirements, dimensional tolerances, and, so on, that are completely wishful thinking and nowhere in line with foundry/machining standards.<P>Thanks for listening...<P>Peter J.

Hi, Dayton. Sorry about the 7 mile error. I was reading it from a brochure "copy", of which, was not too clear.<P>Anyhoot, really looking forward to the meet.<P>Regards, Peter J.

RJ:<P>The actual show is Saturday, 6/15, at the Richmond International Speedway. If you are coming via I-64 West, merge onto I-95 North to Exit 82. Turn right on Chamberlayne Ave. (Rt 301 South)proceed 7 miles to second light, turn left onto Azalea (changes to Carolina Ave.) proceed 2.7 miles to AACA entrance. (info from the brochure.)<P>Gates open at 7:00, over at 3:00.<P>I'll be in Class 25, red TR-6.<P>Regards, Peter J.

That's interesting, Wardy. Thank you.<P>Bought mine new and managed to hold on to it. I have bought parts from Rimmer Brothers in the U.K., with good service.<P>Take care, Peter J.

Wardy, glad to hear you are satisfied with this project. <P>Regards, Peter J.

Great, Mike...<P>You and I will meet at Morgantown and head out from there. The Holiday Inn lot is easy to pull into after getting off at Exit 18.<P>Regards, Pete.

Looking forward to it, Bob. As we discussed, we'll meet up at Richmond.<P>Just an "invite" to throw in here to anyone who wants to convoy. Ron Flory and I are going to meet at the Holiday Inn lot, PA Turnpike Exit 18 @ I-83 juncture at 7:00 a.m.<P>Regards, Peter J. <p>[ 06-04-2002: Message edited by: Peter J Heizmann ]

Greg: My thoughts are you would be better off contacting a reputable plater.<P>Possibly they could polish them out. If you have no experience, I would not experiment so as not to make it worse. The actual chrome finish is very thin. The tin and antimony is the base, of which, you do not want to risk gouging/wearing into or a complete re-chrome may have to be accomplished.<P>Just my 2 cents.<P>Regards, Peter J.

Back to the original topic, folks:<P>1949 Plymouth 4-door.<BR>1958 Chevy Delray (el-cheapo model)<BR>1958 Chevy Impala<BR>1960 VW Beetle<BR>1970 Triumph TR-6 <BR>1972 Chevy Nova SS<BR>1972 Triumph TR-6 (bought new/still own)<BR>1973 Chevy Nova <P>That is it of note. Current driver is a 2001 Dakota Quadcab.<P>Regards, Peter J.

Unregistered User,<P>Just an idea: Tape and then watch re-runs of the Weather Channel. Possibly you will find it exciting. Let us know how you make out...<P>Regards, Peter J.

Wardy:<P>1. Blasting is the best way, however, a wire wheel will do the trick as well...however<P>2. After you machine the rusted flange areas, make sure you get all the cutting fluid residue from machining off. This leaves you with the wire wheel route. If you blast the part after machining, you will ruin the machined surfaces of the flange.<P>3. I have used a manifold paint from Eastwood here in the states with good results. I would just follow the instructions for a good application.<P>Regards, Peter J.

Chuck, just take it easy and get back to 100%. My thoughts and prayers are with you.<P>Take care, Peter J.

ply33. Thanks for the great report and photos. I agree with Bob Giles, in that this kind of quick response and format is greatly appreciated.<P>Regards, Peter J.

57 Pontiac:<P>Bridgeport Brass is, of course, a very old company.<P>On a historical note, New England was the foundry captiol of the country at one time, starting with the Pilgrims. The Saugus Iron Works in Massachusetts is, I believe the first, or, oldest ferrous foundry.<P>The reason so many lock and hardware companies were/are located in New England is due to the "very thin section, delicate parts" that the foundries could produce. Many hardware parts you buy today are "stampings". This is due to a lack of skill or interest in making thin section parts, and, economics (stampings in volume runs are cheaper and faster to produce.)<P>Regards to all, Peter J.<BR>

LI stellite...correct.<P>Another avenue is what we call the "ring" test in the foundry business. It would fail ISO-9000 standards, but, for the hobby, it would help.<P>If the piece in question is free (un-assembled) hang it on a piece of wire and tap it with something light, like screw a driver. Takes some playing around, but, you should notice a difference in the sound pitch.<P>In ferrous castings, if you want to find out if the part is grey iron, versus, steel or ductile iron, hang the part as loosely as possible and tap it with a hammer. If it has a noticeable "ring" to it then it is steel or ductile iron. If it has a dull thud sound, it is grey iron.<P>Just remember to hang the part with a coat hangar, or, similar light gauge media. If you use your fingers, you will dampen the sound and make the test difficult, if not, a failure.<P>Not rocket science, but, it will give one a spring board as to the matrix.<P>Regards, Peter J. <P>[ 05-16-2002: Message edited by: Peter J Heizmann ]<p>[ 05-16-2002: Message edited by: Peter J Heizmann ]