DMCTalk.com forums - A DeLorean Community - Blogs http://www.dmctalk.com/blog.php DeLorean tech help, discuss modifications, chat with vendors, win products, join your local club en Thu, 11 Mar 2010 18:10:27 GMT vBulletin 60 http://www.dmctalk.com/images/misc/rss.jpg DMCTalk.com forums - A DeLorean Community - Blogs http://www.dmctalk.com/blog.php Replacement transmission mount bracket kit for manual transmission http://www.dmctalk.com/blog.php?b=25 Wed, 17 Feb 2010 04:17:38 GMT Our stainless replacement manual transmission brackets will be hitting production in the upcoming weeks. Items will be available as a kit featuring... Our stainless replacement manual transmission brackets will be hitting production in the upcoming weeks. Items will be available as a kit featuring previously unavailable part numbers :
106341 and 106342

Working out the price details currently. The main purpose for reproducing the brackets is to accommodate the high demand for five speed transmission swaps. ]]> DPI Josh http://www.dmctalk.com/blog.php?b=25 Current engine set up options http://www.dmctalk.com/blog.php?b=23 Thu, 21 Jan 2010 02:46:17 GMT For 2010 here is what we are offering: Pricing is available on our website www.deloreanperformanceindustries.com for some of the set up's. Contact us for more info on the higher end ones. Most of the unique system combinations are not listed yet. Everything listed is designed, fully tested and can be completed with a quick turn around.

- spec I - full stainless exhaust system only

- spec I plus - full stainless exhaust system and ignition set up

mod's to your existing engine- camshafts, full exhaust, ignition system upgrade and special fuel system modifications. (engine requirements apply, no high millage engines)

K jet spec II set ups

- complete rebuild with stock pistons, stainless exhaust system and camshafts and mild port work and special fuel system modifications. (guaranteed to outrun at stage II set up)

-complete rebuild with forged pistons, stainless exhaust system and camshafts, mild port work and special fuel system modifications.

efi spec II set ups

spec II race set up- full efi conversion for fuel and spark, cnc milled and ported race heads, camshafts, higher compression ratio, full stainless exhaust with converter deletes (we do not install converter deletes in shop) lightened flywheel, electric water pump (also optional) alternator relocation, cold air intake, heavily modified intake manifold with dual throttle body set up.

-efi upgrade- complete efi set up on a stock engine controlling fuel only on an odd fire prv

-efi upgrade plus camshafts- complete efi upgrade as mentioned above plus camshafts installed

-efi upgrade plus camshafts and exhaust system- everything mentioned above plus our stainless exhaust system

-3.0 swap with efi- 3.0 engine dropped in with cradle swap and efi spark and fuel control.

-3.0 swap with efi and performance camshaft- as mentioned above plus even fire camshaft upgrade (custom grind)

-3.0 swap with efi and performance camshaft and stainless exhaust system- as mentioned above plus even fire camshaft upgrade (custom grind)

Boosted set ups

-2.8 island twin turbo kit with forged internals with either efi or special k jet modifications

-2.8 island twin turbo kit with forged internals with either efi or special k jet modifications and dual air to water intercoolers.


-2.8 BAE turbo kit with forged internals with either efi or special k jet modifications

-2.8 BAE turbo kit with forged internals with either efi or special k jet modifications with single air to water intercooler

-spec III single turbo package

-spec III twin press- dual turbo set up, efi, forged internals, efi and spark control, dual air to water intercoolers
(this is the mother of all set up's)
other upgrades-

-camshafts only- just like it sounds : )

-camshafts plus k jet modifications dyno tuned

If you do not see something on this list, please inquire it is probably available or possible.

If you have a real itch for anything our competition sells that is not in house only installation, we will install for their advertised prices as well. IE exhaust, stage II crate motors etc. ]]> DPI Josh http://www.dmctalk.com/blog.php?b=23 A bit of history http://www.dmctalk.com/blog.php?b=22 Sun, 17 Jan 2010 14:13:41 GMT Back to DeLorean I first heard the name John DeLorean in August 1978 from the BBC regarding a major investment in Northern Ireland and a plan to... Back to DeLorean

I first heard the name John DeLorean in August 1978 from the BBC regarding a major investment in Northern Ireland and a plan to build a car plant in Belfast. At the time I worked for a low volume car manufacturer in the English Midlands. At thirty years of age doing a job I had always wanted - what else could I want?

I heard nothing more of the name until a few months later in November when a former colleague asked me if I would be interested in joining the company. After visiting Belfast and agreeing terms I joined DeLorean Motor Cars on 4th December 1978. What I didn’t know then was that this decision was to change my life not just in the short term but for the next thirty years and more. This why as an Englishman I am writing these notes at my home in Belfast and married to a lady from Northern Ireland for twenty six years who originally lived a hundred yards from the Dunmurry plant. She was employee number twenty-six working as a secretary in the Engineering Department at DeLorean Motor Cars Ltd Belfast.

On the 4th December 1978 my first day at DeLorean Motor Cars started when I caught the seven o’clock ‘plane at Birmingham, England and landed at Belfast Aldergrove Airport fifty minutes later – the drive from the airport to Belfast, a distance of eighteen miles was grim – army road blocks, burned out buildings and many soldiers, all this was new to me. Now I really was looking forward to arriving at the factory and security in one piece. The reality of seeing the plant for the first time was different to that of my minds eye of a few minutes earlier. The site was seventy two acres of muddy fields with a feeble fence around the perimeter of the only building. My immediate comparison of the scene was that of the Mission Station at Rorkes Drift in the 1964 film Zulu! This image was to be prophetic as three years later I witnessed rioting at the outer perimeter fence with a large violent crowd pushing at the gates and a few weeks later burning buildings near to the perimeter. In his book “Hard Driving” Bill Haddad’s description of these nocturnal and sometimes pyrotechnic events does these scenes justice. The Training Building would be home on and off for the next four years. Next to the Training building and adjacent to the perimeter fence would be the Quonset huts erected in July 1979 eventually burned down during rioting.

That first day I was introduced to Chuck Bennington the Managing Director and a few others including the American Engineers who came over from the US with Bill Collins, I still remember their names and personalities. As employee number sixteen I was introduced to John DeLorean and a little later given the choice of many vacant offices on the first floor overlooking the construction site. I settled in and unloaded my meagre possessions with the plan to obtain all my requirements from the stationary cupboard. No luck there – there wasn’t one - this really was the start there were few amenities; a coffee room on the first floor of the Training Building and that’s about all. I recall that the receptionist was an absolute beauty and a former Miss Northern Ireland. This humble building had been transformed from a former carpet company headquarters to the centre of attention of the world’s press and glamour of an international Company by the addition of a beauty queen and several photographs of the DMC12 and John DeLorean – it was impressive - this is what the Japanese call “all front and no back” – a building without substance. But don’t we all do this now and again in our business or personal lives?

On the way to my new office with coffee in hand I passed Buck Penrose’s office and could not fail to notice a huge chalk board on the longest wall of his office – big chalk boards like the ones in school –and there on the board in several colours was the biggest and grandest critical path analysis I have seen from that day to this! There must have been several hundred event squares and decision markings. The length of this grand design must have been twelve to fourteen feet and about four feet tall. On the left was the start with a multitude of arrows indicating input and fourteen feet later a small circle with lots of lines going to the circle - this I assumed indicated the first production vehicle. How impressive, I thought, a plan in such detail and this place only going for a few months! The design and grand plan must already be fixed – just follow the route on the chalk board Nick and everything will be fine.

I am sure that Buck Penrose had every good motive for drawing such a grand plan but the reality was that the period of December to March 1979 was really the ground floor of a plan. We had nothing – a photograph of Bill Collins prototype car which looked magnificent and some costings put together by DeLorean US staff for NIDA (Northern Ireland Development Agency) and that was it.

My first task was to cost the car using the Renault power train, the VARI (Vacuum Assisted Resin Inject) process for the underbody and stainless steel skins. I had costed vehicles in earlier lives but usually I had a bill of materials or something more than a photograph.I asked for more information on the car as I couldn’t go further without a lot more detail – but the car hadn’t been designed and the full specification wasn’t known. A few hours later I was given a 1:30 scale plastic kit model of a Lotus Esprit, it was suggested that I build the kit up from the chassis and cost the parts as I put them together. The box with the parts measured 9”x 4”.

I commenced my task enthusiastically and immediately began to enjoy this new job my nose deep into the instruction manual and glue everywhere. I was making good progress; soon I was in another world back to my childhood. That is until I heard the voice of John DeLorean in the next office on the ‘phone to his maid in New York and enquiring about his children – what if he came in and saw his latest high flying executive assembling a plastic childs kit car? My incomplete masterpiece was dismissed to the desk drawer very quickly and eventually into my book cupboard at home – where it lies to this day. I didn’t use the model again. A few days later I was given a parts book of the Lotus Esprit again a book I still have and cherish – and costed the DMC12 from this and Chuck’s verbal description of the vehicle interior. The Esprit parts book looked far more professional on my desk but was far less fun than the plastic kit car.

My job was Purchasing Manager for Production parts and the early months were spent at Dunmurry and then Lotus and also at the DeLorean Coventry office in England. For the first three years I visited the plant at Belfast once every week Lotus Cars for two days a week and the Coventry Office the rest of the week and at weekends. Monday morning the cycle started over again.

I met John DeLorean that first day and a few times afterwards including the “Open Night” at the factory, the infamous “Press Day” where I was there to assist and also at the plant in a couple of short meetings and at Lotus.

John DeLorean was not in Belfast that often and subject to criticism because of his absence and only once possibly overnight but not at the Warren House, the house owned by the Company at the edge of the test track.

There could be no doubt that he thought that he was a target for kidnapping or worse. Only a few years earlier a German Industrialist Thomas Neidermayer was kidnapped from his home in West Belfast and murdered. He ran the Grundig GmbH operation in Dunmurry a big employer in the area their plant being only a few hundred yards from the (to be) DeLorean site. It employed over eight hundred people. A short time after Herr Neidermayer’s death the Managing Director of DuPont in Derry was murdered. Also Geoffrey Armstrong head of UK’s British Leyland Employee Relations was shot in Dublin in 1981. The criticism about John DeLorean not staying a night in Belfast is really unjustified considering the history of the area and events that took place in the mid to late 1970’s and early 1980’s in Ireland. It was bad enough for us Englishman who worked at the plant but who wanted to shoot us? What kudos would there be in shooting Nick Sutton Purchasing Manager - infamous for costing cars, procuring car parts and making exquisite plastic model kit cars?

Because my job was technically based in Coventry and not Belfast, although I spent two to three days per week every week at the plant, I didn’t get the same pay package as others who had relocated to Belfast who enjoyed what was and is still called “Danger Money” an issue that annoyed the locals who worked in the same buildings and also lived locally but were paid less. This issue is still debated today and there is a remnant of hard feeling about this policy. I was told that this premium was the only way to attract automotive talent from England to Northern Ireland. This same wage premium also called “Danger Money” is paid to English Civil Servants today who work in Northern Ireland and is now the subject to considerable debate – has the Head of the Civil Service in Northern Ireland not noticed that the war here ceased some years ago?

But Back to DeLorean.

It’s only the Irish that could call a War that killed 3,800 people and injured another 50,000 the “Troubles” all this in a population of 1.8 million. I have trouble with my car, my roof, my lawnmower and less important things in my life; but the events from early 1970’s until the late 1990’s demeans the shame and loss of the community by applying the word “Troubles” in what was a tragedy for all that lived through the period.

These are the serious issues but there were many amusing events.

At the start of the programme modifications to the vehicle parts list came quick and often. There were a few local suppliers to the plant and one about a mile away from DMC.I needed a drawing to get to a local supplier very quickly. I asked if the drawing in an envelope could be delivered by the quickest possible method. A member of the Material Control team offered to deliver the package after work – this was winter 1979 – with army road blocks everywhere searching vehicles and looking for the slightest unusual activity. It was dark, the volunteer postman parked his car in a restricted area for a few minutes only, a restricted area and strictly forbidden by security reasons to leave a vehicle unattended, “only for a few seconds” he told me later. He rushed to the front door of the company that required the drawing and the urgent modification. He folded the envelope and pushed it fully through the letter box and ran back to the car before anyone would notice the car being parked unattended in a restricted area.

The good news was the letter and drawing was posted and eventually we received the modified parts the next day – the bad news was that that British Army had noticed a person running away from a building having pushed a suspect device through a letter box. He was thrown into the rear of an Army vehicle and asked for his identity and address. Further bad news followed because he lived in Catholic West Belfast, clearly then because of his address he was a terrorist by association. Not able to prove the contents of the envelope until the next morning he was jailed until 8:30 the next day until the supplier could confirm that the letter bomb was no more than a drawing and a note from me! Much to his credit the man worked all the next day at DeLorean despite having not slept. He lived off a few free beers for a short time until the next casualty told their tale. This story is true and typical of many events that occurred in Northern Ireland during the “Troubles”. People in Northern Ireland still mask the obscene events that occurred here with humour and most stories told are similar. Who would want to talk about the threats, bombs and murders that we all experienced and if they did who would listen? But everyone likes a funny story. It was the spirit and determination of this man and many more like him that built the factory at Dunmurry.

But Back to DeLorean

I was recently reminded by Colin Spooner (The designer of the Production DMC12) about an event that took place at Lotus Cars in January/ February 1979. Colin filled in the gaps of my memory and I now recall the day as it unfolded. I met or more likely bumped into John DeLorean at Lotus he was there to talk to Colin Chapman, Mike Kimberley and Colin Spooner (I was eventually to become a Director of Lotus) – that same day Grumman Aerospace were invited to Lotus to present their design of the roof structure for the DMC12. It was no coincidence that they were there at the same time as John DeLorean, he must have advised them of his itinerary.

“John DeLorean” he said as he moved his arm out to shake my hand – had he not remembered me from Belfast I thought? – No, he didn’t. But had he caught me a few weeks earlier with the plastic kit car in my hand at Belfast he would have remembered me alright!

Art August was the most senior of the Grumman people that day. Not only was the man impressive but he and his colleagues were dressed in manner that us country boys could only describe as an outtake from the film “Some like it hot” the gangster scene. Shinny hair well oiled straight back – mohair coats the lot but no violin cases! This is not to say they were not professional on the contrary they were the business; their presentation was state of the art. But we were not used of such overpowering presence. The only part of their design that would find its way onto the vehicle would be the cryogenically twisted torsion bar. Eventually made in Coventry, England

Grumman eventually made their presentation to Colin Spooner and a few others but they were really there to meet up with John DeLorean. They left Lotus that day after meeting the great man for a few minutes only, then to return to New York.

My records show that we spent $178,000 for the twisting machine itself and another £18,000 for tooling. Maybe these figures included a premium for injury to feelings.

SPS Industries made the torsion bar at their facility a few miles from the DeLorean Coventry Office at Spires House Greyfriars Lane England.

At its peak the Coventry office employed eighteen people. Highly motivated and talented would be an understatement. The office was established as an easy access to suppliers both English and overseas. Eighty percent of the UK supply base could be accessed within a one hour’s drive of the office.

• GKN (Chassis frame ) 45 minutes
• Hills Precision (Instrument Binnacle ) 10 minutes
• SPS (Torsion bar) 15 minutes
• Chamberlain and Phipps 30 minutes
• Birmingham International Airport 30 minutes
• Or Lotus Cars two and a half hours.

The office was open seven days a week and ferried drawings from Lotus to Coventry on a daily basis. Every day for three years there was a Purchasing representative of DMC at Lotus Cars to liaise with suppliers and Lotus and to bring drawings or messages back to Coventry. Copies of all drawings of the DMC12 were kept at the Coventry Office. From this office we placed production orders for tooling to the value of just over £13 million.

During the three years the Coventry office existed we received three bomb alerts the building cleared on each occasion – the police told us that the threats were directed to the Council Offices which were in an adjoining building – but the they never told us the back ground or details. We were kept in the dark. On one occasion in the early days I had a visit from the Police Special Branch Sergeant (involved in anti terrorism) asking if I could advise him of any unusual movements of material or people from West Belfast to England. As I am really quite fond of my body and in particular my patellas I advised him that it was unlikely that I would be able to assist in his enquiries – much to my annoyance he phoned me frequently until early 1980 and then gave up.

In October 1982 with John DeLorean’s arrest the Coventry office was closed Friday 5th November the last members of the office had a goodbye drink at the local pub. The next Monday I was off to work in Belfast for three months to assist in the closure of the Dunmurry plant. After a few beers I went home.

But back to DeLorean Coventry office early the next day to collect two thousand three hundred and twenty three drawings of the DeLorean DMC12 to keep them safely stored in my garage at home. Just in case……just possibly?

Nick Sutton

©Nick Sutton 2010 ]]> nick sutton http://www.dmctalk.com/blog.php?b=22 <![CDATA[4-Pot & vented big brake system]]> http://www.dmctalk.com/blog.php?b=21 Sat, 16 Jan 2010 14:07:54 GMT Yes it's finally finished and tested, and meets or surpasses all the expectations we had for it!



Direct fit performance brakes - improves feel, reduces effort, eliminates overheating

Largest discs/rotors possible within stock wheels
4-pot calipers all round including integrated handbrake
Entire brake system renewed except hard lines and servo, including new flexi-hoses, handbrake cables, EBC Kevlar pads and OEM Girling master cylinder

The stock DeLorean brake system can actually be quite adequate if working properly (and after nearly 30 years, most don't), but there's no getting away from the fact that when compared with a modern car, the discs are small and solid, the pedal feels "wooden" and if driven enthusiastically with standard temperature pads, easily overheat. The original proportioning is also compromised and doesn't make full use of the large rear tyres and rear weight bias.

This new system was developed in conjunction with HiSpec Motorsport. It combines their superb lightweight 4-pot aluminium calipers with EBC kevlar pads, off-the-shelf vented discs, a new OEM Girling master cylinder, stainless steel braided telfon lined flexi-hoses and custom made handbrake cables for use with the new hybrid rear calipers. Pot area, pad area and disc diameter are all increased which dramatically improves brake feel at the same time as massively reducing required pedal force and the proprnsity for overheating.

Q: What is the most obvious effect of fitting this system?
A: After the intial bedding-in period, the amount of effort required on the brake pedal will be considerably lower than before. The handbrake is also a lot more powerful.

Q: Why do I need this system?
A: If you don't drive your car hard and are content with its ability to stop in an emergency, you probably don't. If you really notice how much worse your DeLorean brakes are compared to your daily driver, and perhaps you enjoy spirited driving along twisty roads, you will really benefit from this setup.

Q: I can lock up my standard brakes, therefore they're good enough.
A: Larger brakes with increased pad and pot area are more about control than absolute force, though this too is greatly improved. You will be able to feel the limit of traction much more readily, and react more effectively if you do lock up.

Q: I have never overheated my brakes.
A: An emergency stop from 70mph easily takes the original system to the limit, and without venting, the discs struggle to dissipate their heat energy once hot. The pads will start to smoke, the pedal will start to feel spongy and the stopping distance will increase.

Cost: £1999 GBP with plain rotors or add £250 for grooved (shown) ]]> DCUK Martin http://www.dmctalk.com/blog.php?b=21 Exhaust systems completed http://www.dmctalk.com/blog.php?b=20 Thu, 17 Dec 2009 14:27:45 GMT Our systems are completed finally. We decided to go back and make a few design changes making the set up even better. Pictures of the fabrication are... Our systems are completed finally. We decided to go back and make a few design changes making the set up even better. Pictures of the fabrication are currently posted at:

http://www.deloreanperformanceindust...nce-parts.html

Finished product pictures will be available within the next few days. I currently have a set up on our engine test stand for a final check list.

More details shortly. ]]> DPI Josh http://www.dmctalk.com/blog.php?b=20 New Parts for 2009 - Year in Review http://www.dmctalk.com/blog.php?b=19 Wed, 16 Dec 2009 23:43:37 GMT *I was looking back at the new parts we either brought back or went from NOS to reproduction this year and thought that it might be of interest to... I was looking back at the new parts we either brought back or went from NOS to reproduction this year and thought that it might be of interest to everyone here. NO ONE in the DeLorean community introduces as many new parts each year, and the reason we are able to do so is YOU. Thank you for supporting DMC and our family of dealers. It ensures that your future DeLorean parts needs will continue to be met.

1. LH Dash End Cap - Black or Grey

Often damaged getting in/out of the car, unavailable for some time. Reproduction made from urethane - much more damage resistant.

2. RH Dash End Cap - Black or Grey

Often damaged getting in/out of the car, unavailable for some time. Reproduction made from urethane - much more damage resistant.

3.LH Escutcheon

Originals often cracked or broken, originals were unavailable for some time. New reproduction part from DMC (Texas).

4. Glovebox insert

Sturdy fiberglass replacement - flocked as per original on the inside. Drop-in replacement.

5. Improved window switch

Improved switch mechanism, optional illumination with no wiring mods.

6. Dashboards

Modern reproduction made from injection molded plastic. In black or grey. Less than half the old NOS price.

7. Front & Rear Brake Discs

New supplier used factory original drawings to tool, cast and machine discs to the original specification as opposed to previously available but not exactly correct crossover part sold by others. New lower price, too.

8. Seatback release/Pull strap Bezel

Previously unavailable, reproduced by DMC (Texas) in 2009. Necessary to upgrade to later style, integrated pull straps.

9. Trip Reset Shaft Spacer

Previously unavailable, reproduced by DMC (Texas) in 2009. If you have a broken trip reset shaft, and the broken pieces are missing, you need this.

10. LH Grab Handle - Black

Previously unavailable, reproduced by DMC (Texas) in 2009. If your early style pull strap has damaged your grab handle, the new urethane replacement is more durable and looks identical to original.

11. Fuel Filter

NOS supply exhausted, and Bosch replacements leak. We contracted with a new supplier to have these made, and lowered the price, as well.

12. Digital Transmission Computer Governor

The new digitally controlled transmission computer is a much better unit that is a drop-in replacement for the original, at a much better price than a rebuilt original.

13. Fuel Injector Clips

It's the little things that can hang you. These clips were discontinued, so we had them reproduced - new from DMC (Texas) in 2009.

14. Inner & Outer Hood Release Cables

New supplier brought online by DMC (Texas) in 2009 brought the prices down for these parts.

15. Inner & Outer Throttle Cables

New supplier brought online by DMC (Texas) in 2009 brought down price on the inner, and brought back the previously unavailable outer cable.

16. Angle Drive Retaining Nut

New supplier brought online by DMC (Texas) in 2009 brought the prices down for this part.

17. Lower Speedo Cable

New supplier brought online by DMC (Texas) in 2009 brought the prices down for this part.

18. All aluminum Radiator

New high efficiency radiators with all aluminum construction - core and side tanks.

19. AC Vent Plugs

Introduced by DMC (California) - plugs the vents in the left and right kneepads to force airflow the center console vents.

20. Deflector Plate Retaining Strips
DMC (Northwest) supplies this superior product to the DMC family of dealers at a better price than competing products.

21. A/T Upper Shifter Cover

If you want to replace more than just the warped DMC logo on this part, the entire upper shifter cover is a new part from DMC this year.

22. Complete molded carpet sets

Complete molded carpet sets, created from an original underbody, in nearly any color you can think of, including the original light and dark gray.



We also have a number of parts in production or prototyping/sampling for 2010 release. ]]> DMCH James http://www.dmctalk.com/blog.php?b=19 Introducing DeLorean Cars (UK) http://www.dmctalk.com/blog.php?b=18 Wed, 16 Dec 2009 09:48:45 GMT Hello, and thanks for reading.

For the past eight years, I've worked on countless DeLorean cars, and owned several myself. From import to the UK through restoration, registration and sale, to brakes, handling and particularly performance engines, DeLoreans and the PRV engine are my passion. Over the time I've been doing this, I've established a vast list of cross-references and parts suppliers in the UK for OEM parts. I have also owned a Venturi 300, an Alpine A610 and worked on many other PRV powered cars.

From 2003-2008 in one form or another, I made my living from DeLoreans, but in September 2008 I merged my workshop with Modern Classics nr Tunbridge Wells, Kent which is owned and run Chris Harding.

Chris is a highly skilled classic car specialist, himself owner of a right hand drive Vauxhall Omega V6 powered DeLorean.

I now focus on the special projects side of things while Chris takes on all regular servicing and maintenance/repair work.

I sell a small number of parts which are either unique/improved or are available at a substantial saving over those available elsewhere. I'm very focused on making the car "as good as it can be", by bringing the car back to near "as new" condition, or improving it with modern parts like springs, shocks, bushes, brake upgrades etc. ]]> DCUK Martin http://www.dmctalk.com/blog.php?b=18 new website http://www.dmctalk.com/blog.php?b=17 Tue, 17 Nov 2009 00:25:08 GMT new website is up for the most part. Needs a bit of fine tuning over the next few weeks when I get a chance. ... new website is up for the most part. Needs a bit of fine tuning over the next few weeks when I get a chance.


www.deloreanperformanceindustries.com ]]> DPI Josh http://www.dmctalk.com/blog.php?b=17 Delorean Performance Industries Products and Development http://www.dmctalk.com/blog.php?b=16 Wed, 11 Nov 2009 03:06:13 GMT Bringing everything I have been talking about into one easy to find spot. Stay tuned for more info. I will start pulling posts together covering... Bringing everything I have been talking about into one easy to find spot. Stay tuned for more info. I will start pulling posts together covering everything discussed in the prior months. ]]> DPI Josh http://www.dmctalk.com/blog.php?b=16 New parts from DMC - October 19, 2009 update http://www.dmctalk.com/blog.php?b=15 Mon, 19 Oct 2009 21:14:52 GMT I'm going to try and post here about new parts that we make available. They are always announced in the emailgram we send out periodically, but not everyone gets that or in some cases the contents get forgotten with the passage of time. These first few items have been out for awhile, and may have come from us or one of our dealers.

----------------------------------

108061 LH Grab Handle in Black

Often damaged by the early style pull strap, we recently had these remade in black urethane using a good original as a mold. They are an "exchange" item, as there is a metal bracket inside that we need back to keep the supply going. It's expensive, but it's a relatively low demand part that either you need or you don't - you won't replace it for the sake of replacing it, for sure.



$125.00 plus core

-------------------------------------

A1000200 A/C Vent Plugs (pair)

These stylishly molded plugs were created by DMC (California) and introduced at DCS West 2009. Designed to fit in the hole at each end of the dash, they act to force all the airflow to the center vents. If you haven't sealed your door panel vents, this is a great option.



$29.95 per pair

----------------------------------------

I'll try to add more once every couple weeks, or when something brand new comes out or a reproduction part is introduced. ]]> DMCH James http://www.dmctalk.com/blog.php?b=15 <![CDATA[Engine numbers, frame numbers and VIN's - oh my!]]> http://www.dmctalk.com/blog.php?b=14 Mon, 12 Oct 2009 16:44:16 GMT Matching numbers is a phrase often used in the collector car hobby, but for different people it has different meanings, the definitions of which are... Matching numbers is a phrase often used in the collector car hobby, but for different people it has different meanings, the definitions of which are beyond the scope of this blog entry.

Fortunately, in the DeLorean hobby, it really doesn't matter, anyway.

The complete VIN on a DeLorean is located in two places - the pop-riveted plate in the driver's side door jamb, about knee level, and the pop-riveted or glued plate on the dashboard.

The former almost always lists the "build month/year" though we know from my other blog entry that that is not always accurate. The build month/year may be stamped or embossed, with stamped dates more characteristic of early build cars. There is at least one, maybe two known cars where this area is blank, having never been stamped or embossed.

There are a couple other locations where you are likely to find at least the last five digits of the VIN, and those are on the stainless under the door headliners (as in my other blog entry) and on the rear cross member of the frame, behind the impact absorber.

The numbers under the headliner can be off by a few, dead on, off by 5000 (as in my other blog entry) or missing completely (typically on very early cars). The numbers on the rear frame cross member can be off in a similar fashion.

The ENGINE number is embossed on a metal plate attached to the block almost hidden by the catalytic converter. It has no correlation to the VIN in any way.

The FRAME number is on a metal plate welded inside the left rear frame rail, in the engine compartment. Often covered with dirt/grime/corrosion, it can be either an embossed number (typically on later frames) or an apparently handwritten/welded number on the earlier frames. It also has no correlation to the VIN in any way.
Attached Thumbnails
Click image for larger version Name: matching numbers.jpg Views: 83 Size: 132.9 KB ID: 12  
]]> DMCH James http://www.dmctalk.com/blog.php?b=14 New silicone water hose kit. http://www.dmctalk.com/blog.php?b=12 Sun, 13 Sep 2009 20:16:10 GMT Special made Silicone hoses, with 4 layers of silicone and 3 inner layers. We can tell you this is the best of the best. And all the hoses have the... Special made Silicone hoses, with 4 layers of silicone and 3 inner layers.
We can tell you this is the best of the best.
And all the hoses have the DMC logo on them.
The Water pump hoses left and right are also for sale in Blue.
www.delorean.eu
Attached Thumbnails
Click image for larger version Name: DSC08427 [].JPG Views: 67 Size: 69.9 KB ID: 10   Click image for larger version Name: DSC08431 [].JPG Views: 54 Size: 50.0 KB ID: 11  
]]> DMCEU Ed http://www.dmctalk.com/blog.php?b=12 When is a 1983 model not a 1983 model? http://www.dmctalk.com/blog.php?b=11 Fri, 11 Sep 2009 14:13:02 GMT Though I have covered this subject before in a few postings, I thought it might be a good place to start my blog postings. The 1983 model DeLoreans... Though I have covered this subject before in a few postings, I thought it might be a good place to start my blog postings. The 1983 model DeLoreans (per the Vehicle Identification Number or VIN) all end in this format:

DD015XXX
DD016XXX
DD017XXX
DD020XXX

1981 models end in BD00XXXX, and 1982 models end in CD010XXX and CD011XXX.

First, a bit of back story...back in January 1982, when the factory (DMCL) was placed in receivership by the British Government, DMC (in the US) was no longer able to import any completed cars from the Northern Ireland factory without paying for them in advance. However, the factory continued to produce cars at a reduced pace up until May 1982, and by some accounts at an even further reduced pace up until the factory was closed in October 1982, shortly before John's arrest.

All of these cars were parked either at the docks in Belfast or on the grounds of the factory.

After DMC (the US company) filed for bankruptcy in late October 1982, Consolidated International (which had loaned DMC money against already completed cars in the states) moved to take possession of those cars. Consolidated then contacted the British Government about taking over the factory. In the end, Consolidated decided not to do that, but did buy all the remaining parts as well as the completed cars in Belfast, along with the partially completed cars still on the assembly line and the remaining stocks of parts in the factory.

Consolidated soon discovered that all of the already assembled cars in Belfast were 1982 models, with CD10XXX and CD11XXX VIN's. By now it is late 1982, and by the time these cars are shipped from Northern Ireland to the states, cleaned up and sent to dealers, it would be spring or summer of 1983, and these cars, though new, would appear to already be one year old.

Consolidated then took the unusual step of having new VIN plates made for these cars, changing the VIN by adding 5000 to the existing VIN on the car, and changing the CD to a DD - effectively turning them into 1983 models.

Therefore, any 1983 model which has a VIN ending in DD015XXX, DD016XXX or DD017XXX was actually a 1982 model with an original VIN ending in CD10XXX, CD11XXX or CD12XXX. This cars are usually identifiable by having a dash VIN plate that is glued on, rather than pop-riveted in place - apparently the riveted dash VIN plates were easy to remove with the windshield in place, but impossible to put back into place with rivets. Removing the VIN plate from an original dash will show the original rivet holes, covered by the glued-on VIN plate.

This can also be verified by removing the door headliners, which will usually reveal the original VIN written as V10XXX in black magic marker, which will invariably be 5000 LESS than the number stamped into the VIN plates on the dash and door jamb.

The build dates on these re-VIN'd cars appear to be assigned more or less at random, typically August 1982 for 15XXX and 16XXX cars and September 1982 for 17XXX cars. However, all these cars were assembled and completed much earlier, from January to March of 1982, judging by the dates under the headliners and also the build dates of the other cars that still carry their original VIN's.

Perhaps the only "true" 1983 models are the DD020XXX cars, which were the last 105 cars that were partially assembled when DMCL ceased production and completed in December 1982 when Consolidated International acquired these cars.
Attached Thumbnails
Click image for larger version Name: WSJ 1983-shenk.JPG Views: 87 Size: 65.0 KB ID: 8   Click image for larger version Name: dmctalk blog vins.jpg Views: 112 Size: 324.4 KB ID: 9  
]]> DMCH James http://www.dmctalk.com/blog.php?b=11 Exterior Trim on the DMC http://www.dmctalk.com/blog.php?b=10 Sat, 23 May 2009 16:01:47 GMT Exterior Trim My earlier notes described the history of the DeLorean interior soft trim – the suppliers involved in the manufacturing process... Exterior Trim

My earlier notes described the history of the DeLorean interior soft trim – the suppliers involved in the manufacturing process their background and technical issues and any associated major events or stories. As a natural progression through the car describing the history as I recall it unfolding the following is a brief resume of my memories of the procurement of parts on the exterior of the vehicle including the front and rear fascias, rubbing strips, rear louvre, engine cover, various plastic trim and other sundry exterior items.

Lotus Cars, who had the design responsibility of the DMC and as a low volume car manufacturer would on occasions require the support of suppliers who had the technical manufacturing knowledge of parts used on medium to high volume cars knowledge that Lotus in low volume would not possess. Parts that required technical support from the supplier would include items such as the stainless steel sheet metal body panels, reinforced resin injection Mouldings (RRIM), for the front and rear fascias and sheet moulding compound (SMC) this process being used on the rear louvre, engine cover and hood cruciform and injection mouldings. In all other aspects Lotus were self sufficient in design and manufacturing knowledge.

From a manufacturing, quality and tooling capital investment view it was clear from the start that we were competing with the lower volume sports car sector which included such high profile producers as Porsche, Ferrari, Corvette and others so it was natural to look at these car makers and their suppliers to understand the processes, methods and capital investment demanded for their volumes and associated quality levels. For example, Porsche used RRIM on the front and rear end part fascias manufactured by Phoenix GmbH of Hamburg; GM’s Corvette used SMC on some of their body panels rather than hot press, cold press. ERM or VARI processes. We needed to know the best supplier and the most appropriate process.

We knew that the front and rear end RRIM parts would need at least nine months to tool from completion of design, add then a few months for sample approval and design tweaks so twelve months would disappear in no time. It was obvious that these parts together with the body panels would be the constraint in achieving “job1” production for the DMC, which as I recall was then planned for August 1980.We are now at March 1979.


In spring 1979 it was clear that Phoenix Gummiwerke in Hamburg were the leaders in Europe at the time and as a bonus very keen to obtain the business on the DeLorean car. Phoenix’s manufacturing facility was as I recall very close to the border with the GDR (East Germany) and I often wondered at the time (and of course very selfishly) if the Russians invaded West Germany what would that do to our output of vehicles at the Dunmurry plant! This issue was even discussed when we were making the sourcing decision! Phoenix were also given the business on the rubbing strips, rocker panels, front spoiler, rear valance and front grille. For most of these parts there were no problems in timing of availability or quality.

Even before the parts were designed the production business was placed with Phoenix this was essential as DMC and Lotus needed a supplier that knew the process and its design parameters and could assist in the development of the parts.

As we commenced development, placed prototype tools and obtained the first parts is was evident that major changes were required to the front end fascia moulding. The top lip sagged against the profile of the hood line and needed a reinforcement which was eventually designed into the production tools. This was to contain a metal retaining strip with studs (which to my recollection Porsche didn’t use) to fasten and hold the fascia in place against the hood line. (we were not aware of the eye brow problem at that time).

Of course the early prototype parts made by Lotus in GRP didn’t require stiffening as they were made of stiff material so we only got to understand the problem of sag when prototype tools were made and parts delivered for fit and function.

Fitting the rear end moulding in series production was also a major problem the line up with the rear quarter stainless panels was a major constraint Eventually, in Harry Steadman’s rework crib at Dunmurry in early 1981 the rear fascia side retaining brackets were reworked to change what was a location hole into a cross (similar to flat pack furniture brackets where holes become crosses to give more latitude in fitment due to the stack up of tolerances).This process was to be used on may location brackets used in the vehicle particularly on exterior trim items until we got to grips with the situation and location holes in metal pressings became holes again.

As we increased production in May and June 1981 some suppliers were not able to maintain output of products in line with our schedule. This was probably due to our many false starts from the original “job 1” of August 1980 to our ramping up of production in the Spring of 1981.

Paint quality problems on the front and rear end with Phoenix were a major constraint at the time. Due to the amount of rejects caused by this defect most evenings for at least five to six weeks Monday to Friday evenings in July and August 1981 moulded parts would be flown from Hamburg in Germany to Northern Ireland with a dedicated flight hired by Phoenix to supply parts to DMC so as to maintain continuity of production. It was credit to Phoenix that they did this and swallowed the cost of the airfreight. In other ways Phoenix were superb in the Engineering support and attention to detail.

The Rear Louvre was a late addition – I’d guess at late 1979 or early 1980 the part was added to the vehicle profile– probably because Lotus had one on their Esprit and it rounded of the rear end styling quite nicely. Parts of this nature in SMC would take twelve months to tool – this put it well past “job1” date of August 1980.
Ferrozell GmbH – a superb supplier were/are based in Augsburg West Germany – I visited them very often – and although they made the engine cover and the hood inner cruciform most of our discussions during my visits with the engineers related to the rear louvre. Reinforcing the central spine, adding more material to the strut mounting point and generally making the part more structurally sound. Many times we took the tool out of production then made parts in advance to make up for the time the tool was out of commission for modification and then made more parts from the modified tool. In the early days of production at Dunmurry “good” rear louvres would be taken from vehicles and used on vehicles ready to go – so it’s not surprising that various designs of the louvre do not coincide with consecutive VIN’s.

In late 1980 the Managing Director of DMC, Chuck Bennington, decided that a lower windscreen moulding would be required – I can’t recall what was originally specified to be in this space – if anything. This part would be called the Air scuttle grille (part no 105047?) and was needed for “job 1”. Please remember that at this stage we are now three months past that date and a part of this nature would take at least 16/18 weeks to tool. The part was tooled, sampled and grained in twelve weeks from an Italian supplier who charged according to my records 47 million Lira (cost of an ice cream or a Lamborghina your guess is as good as mine given the time lapse).

An incredible achievement as parts were made available for early 1981. ]]> nick sutton http://www.dmctalk.com/blog.php?b=10 Suppliers to DeLorean http://www.dmctalk.com/blog.php?b=9 Thu, 26 Mar 2009 21:34:00 GMT _DeLorean Motor Cars Dunmurry supply base_ On the 19th February 1981 Jim Prior Secretary of State for Northern Ireland made a statement to the... DeLorean Motor Cars Dunmurry supply base

On the 19th February 1981 Jim Prior Secretary of State for Northern Ireland made a statement to the House of Commons that DeLorean Motor Cars would enter Receivership under the guidance of Sir Kenneth Cork and Paul Shawell leading partners of Cork Gully and Coopers and Lybrand respectively. During the debate that followed his announcement of Receivership a figure of 7,000 jobs at risk was discussed. Given that 2,500 of these were at DeLorean Dunmurry the balance would be within the supply base that is another 4,500 jobs. Of course the assumption was made that these were all within the United Kingdom - this assumption was quite wrong. It prompted me to write a few notes relating to the supply base and the details I can recall about the individual suppliers.

For this first blog I thought I’d start with the soft Trim suppliers.

The largest of these was Trimtech Ltd based at Apollo Road Belfast. The company being a joint venture between Chamberlain and Phipps Ltd of Northampton and DeLorean Motor Cars Ltd. The company supplied the soft trim assemblies including seats, centre console, door panels, A post assemblies, gear lever gaiter, B post rear quarter and many of the smaller trimmed assemblies. The leather was supplied by Bridge of Weir, foams by British Vita, the moulded wood substructure by Fibreform Ltd. Vacuum formings by Lotus Cars Ltd.

Without question the most complicated and frustrating of all these parts was the A post assembly. It is possible that throughout the life of DeLorean we probably went through 20 to 30 designs. Most of the problems were with the foot of the A post where it interfaces with the foamed top panel. It was planned that eventually the sub structure of this leather trimmed assembly would be moulded fibre. But I’m not sure if we ever got a stable design to allow us to tool the product and obtain a viable cost for the assembly. Initially the substructure was a glass fibre moulding (made by Lotus) the leather was eventually left untrimmed to allow the line operator at DeLorean to tailor the GRP and the leather. Then as we gained some confidence in the design (another incorrect assumption) we went to a vacuum forming sub structure but again due to fit problems we left the foot (a three dimensional foot that looked a lions paw) untrimmed. This was a nightmare of a part!

There were about 100 to 150 employed at Trimtech’s facility. Chamberlain and Phipps in Northampton supplied the top foam filled item that is situated just below the windscreen.

The centre console sub structure was made by Pressed Felts Ltd of Manchester and supplied to Trimtech in parts. Trimtech assembled the sub structure – then trimmed the part and supplied it ready to fit at the DeLorean plant. Pressed Felts also supplied the headliners direct to DeLorean.

The manufacturing process used by Pressed Felts to make these parts was widely used in the European Car Industry. The felt used was recycled cloth – unwanted clothes, old shirts, suits, pullovers etc. The rags were cleaned and boiled down and resin added to give some substance and to allow the material when added to a hot mould to be thermo set using low pressure tools. The first of the Green Community! So whose old shirt do you have in your DeLorean?

The sun visors were supplied by one of only two suppliers in the UK capable of making these products – Morgan Soft Trim. Sound insulation by Becker Acoustics of Rugby.

Initially the carpet was a standard weave made by Firths Furnishings of Heckmondwike in Yorkshire England but for 1982 MY cars we changed to weave specific to DeLorean and therefore left the supplier with many, many sqare feet of unwanted carpet.

Next time exterior trim. ]]> nick sutton http://www.dmctalk.com/blog.php?b=9