IML Imperialists, Jensenites, LBC friends and family: Over the winter I mentioned that I had contracted for an Imperial, but felt it best to leave details out till all was formally concluded. I bought Jim Poltrock's 1963 Imperial Crown 4dr Southhampton. He had contacted me from a remark I made on the IML after Hugh told us and I thanked Hugh for sharing his Overland Reo Musuem Visitor 'Caretaker' story, when I stated "I was still looking for my Imperial & was most partial to the 60-63's". Jim & I worked out a contract last fall and discussed what the car would need for me to have an 'Imperial road Trip' to its new home with its new caretaker-me. Since winter was fast approaching in Wisconsin, and some other obligations I had in MArch/April, we agreed on a May 2nd 05 transfer of caretakership. I had coordinated this Imperial Adventure with my friends Jensenite Joe Mazurk of Chicago, and Jaguar, Jensenite, Imperialist Laurence Campbell of Long Island. I flew into Chicago on Sunday May 1st. It was 67^ when I left MD. It was WINDY AND in the low 40's in Chicago. Joe fixed me from the start! good thing I brought some flanel work shirts and a windbreaker! May 2nd was also a COLD WINDY morning. Joe and I agreed that if the temp was below 45^, we would put the top up on the Jensen-Healey; something Joe hasn't done in several years (he says). Well- it was almost freezing in Chicago Sunday night, so we put the top up before calling it a night. Monday Morning we left early, but still had bumper to bumper traffic North bound thru and North of Chicago for about 30 miles. Then things opened up and Joe opened up the JH . In Wisc. we even had 'wisps of snow flakes' with the cold Canadian Front. Jim was waiting at Brad's garage, and had the IMP uncovered, Concours clean, shiny and 'ready'. The big 413 roared to life instantly.. Jim and I had worked a 'trip prep plan' since last Fall, and among the upgrades were: new timing chain, new water pump, radiator flow & pressure test, tranny cooling lines test, new belts, new hoses, new clamps, new thermostat, & with a 'discovery of a booster vacuum leak', even a rebuilt brake booster and master cyl. Jim had been a wonderful 'caretaker' during his ownership, making several major improvements to the Classic Imperial (both mechanical and cosmetic), returning it again to 'America's Most Carefully Built Car' status. I consider myself very fortunate to have this opportunity. My first drive revealed some 'idiosyncracies': intermittent hesitation from idle in gear, parking brake light 'flashing' or sticking on- despite the brake release being fully retracted and the brake clearly 'off'. The gas gauge was not working, and a very very slight alignment drift (not a pull) to the right and when driving, the steering wheel 'cocked' to the left' (I knew about these last two things months ago). Other than these minor things, The car was smooth and I was 98% satisfied that all would be well. Jim, Joe and I went to the Kenosha Wisc DMV, convienently located about 2 miles away. I got a temp plate & then we swapped the plates. Jim transferring the plate to his '55 Imperial. Before we bid farewell Joe took Jim for a ride in the 'tiny' JH. Jim was then treated to 'a Joe Mazurk exciting' --'look at that tiny motor Lotus POWER rural roads experience'.I think Jim was surprised by the power of the Lotus 907, and the handling capabilities of the Jensen-Healey, a most undervalued sports car. The Jensen Brothers had a long relationship with Chrysler with the Interceptors using complete MAGNUM 383 & 440 drivetrains. Joe & I then headed to lunch. The road trip back to Chicago was totally uneventful, other than my getting used to the fast reacting Imperial Power DRUM Brakes (all you need is 'a toe'- or you WILL put yourself thru the windshield), and the super light steering. Joe told me I was blowing no smoke at all, except when I really goosed it, and that was 'minor'. Over the next few days in Chicago, I went throught the electrics: replacing bulbs (door, dome). Taking apart and fixing the map and dome light switches (slight more contact pressure is all they needed). I confirmed power from the wiper washer button to the (defunct) AUG 1962 pump. The parking brake switch circuit was actually disconnected, a ' ground short' must have occurred somewhere up by the panel, but I finally got the light to stay 'off'. I got the high beam dash light to work too. The next few days we got paint, cleaners, and backup supplies. I installed a universal washer pump, carefully cleaned up the MOPAR Washer Bag, and painted its cap Hammerhead Silver. I also got the ash tray light, and glove box light and switches to work. After adding gas in Chicago, the gas gauge began to work- reading about 1/2 when full. In Indiana after adding gas, it read 'nothing' (I figured it was a sunken float) and then all of a sudden it read full. I got gas twice after that in Ohio and PA and the gauge has worked perfectly since.- probably just bad contacts on the winding that 'de-Lucased' with 'exercise'. I spent most of my time in Chicago (Other than being treated royally by Joe & family) detailing out the engine & Bay- with the exception of the inner fender walls- which I need to find a close body color paint for. I cleaned and painted the battery tray, radiator frame, Steering box & pump, dipstick handles, horns, suspension and frame visible from the engine bay. I painted the cables. Once home I planned to paint the firewall, inner fenders, bolts @ the heater box, and the parking brake mechanism & hood hinges. Meanwhile, Joe stripped the data plate, and once clean I repainted it 'aluminum'- nice and bright. We decipherd the codes and it is a 924- Madison Grey Interior (see http://www.imperialclub.com/Yr/1963/63DataBook/P00h.htm What threw Jim & I off was the front couch was apparently once renewed in a pattern that was used (maybe) on the NYRON interior code 904, almost indestinguishable from the 924 weave, but with the original leather bolsters. The only issue with the seat comfort is you gotta watch 'not to sit' on the Crown Buttons, after a few hours on your Butt--- Nonetheless after 11 hours in the car-- not many cars one can emerge from with less 'Seat impact'. Certainly as comfortable as my Jensen and the Jags, but in different 'areas'. The only engine related problems I had from Wisc to Chicago were with the power steering pump adjustment and pinging. There was a small angle bracket in the power steering pump 'adjustment V'. The adjustment bolt holes must be 'oblonged' and I felt the pulley was slightly 'cocked' (alignment) relative to the belt, and the belt was slightly under-torqued. Joe & I made up some wood shims, and we 'tweeked' the belt alignment and tension. I had no problems with the steering system after that, and I had no belt wear or 'belt dust' once home.. Jim had filled the tank with Premium last Nov, before storing the car (in a 'car bag'), and on the highway with 'more than 1/3 throttle' I heard pinging. I was real gentle with the throttle to Chicago. Before heading off to Indiana ( I followed Joe to 'Joe's Jensen World' & then his Cottage in LaPorte, Indiana), I added some more 93 and some octane booster and retarded the timing in increments till it didn't ping. The timing was set at 8^BTDC and I know the book says 10^. So I assume that Jim & Brad attempted to 'balance' the 'gas factors', but I had to retard another 4-6^ (idle setting) to stop the pinging, then the idle was a little too rough, so I had to advance it a hair. So on the Sat morning trip to Indiana- the pinging was 'GONE'. After a morning at 'Joe's Jensen World', on the Indiana back roads out to Fish Lake, the car would down shift smoothly with no pinging, and was smooth as silk with acceleration, and downshift/goose in the 60mph thru the 2nd-3rd upshift range was as smooth as my modern XJR. I realize the Imperial is NOT a Jaguar or Jensen Interceptor, as far as handling on the curves, but I found myself thinking (agreeing) with Clark Thomas that the 413 IS a better engine (responsiveness) than the 440 under full acceleration. (Clark and I have been preparing his '62 LeBaron (front brake shoes-due to debonded linings) for its new caretaker- Laurence Campbell). Also the Torqueflite trannys in both Clark's 62 and this '63 are almost as smooth as a GM-slushbox- without the slush and still positive shift. I was not expecting this 'silkiness' in the '60's vs the 70's Torqueflites. Chrysler certainly did refine these Imperial trannys beyond the later units- unless its the 1000# extra mass factor I was 'feeling'. Joe kept saying ';You don't know how cool that car is on the Back roads'--made me feel 'special'. -- So, to back up, my entire trip was designed with some planning and 'further prep time' for the main road trip home. After all it is a 42 year old machine. Which, BTW, had only 33,912 orig miles on the odometer when I became its caretaker. As I mentioned, the Chicago hiatus gave me a chance to refamilarize myself with the car from those magnificent freestanding Headlights through to Trunk. Sat, In Indiana I went to work on the Ignition Switch dial light. These lights I learned are also 'Electromuminescent Dial plates'. After inadvertently shocking myself (EL is 119 V) I found it was just a bad contact. A modification to the clear lens 'tab' and reinserting the chrome bezel and plate-to press the clear lens against the contact- solved that one. It reminded me of working with my TR4 switch Bezels. I still need to work on some of the gauge needles-getting them to glow again.(The gauges glow just fine). Sunday Morning, May 8th, I gassed up with Citgo Premium 93, reset the timing to 8^BTDC and sadly found the engine hard starting and on the road, even gently accelerating to 45mph, I had the pinging 'back with a rengence'. I thought with a full tank of fresh 'spring gas'- I'd be OK, so I backed the timing to the previous retarded setting and all was almost well. So at 9AM Joe and I linked with Laurence Campbell in South Bend. He & his wife Janice were there helping son Scott pack up after completing his 1st year at Notre Dame, and after breakfast Scott rode in the Imperial with me as we visited the ND campus. By 11AM Laurence & Janice in his loaded Expedition and I were Eastbound on I-80. After the retarded timing adjustments, the engine was almost 'de-pinged' with brisk acceleration, enough for 'spirited' truck passing and keeping with the I-80 flow--PLUS. I like to drive with no one in front of me and in a 'clear lane' when possible. The Imperial was 'Imperial'! (www.imperialclub.com) Laurence & Janice protected my 'flanks'. On I-80 in Ohio and PA, I gassed up with Sunoco 94 and it was much better (the pinging), but I still could not keep the timing at 8^BTDC. I should mention that Jim installed an electronic ignition, and with the new timing chain- We know that mechanically the internals are perfect, so its strictly a matter of the gas and timing 'options' and limitations. Too advanced- pinging, too retarded -poor idle and starting. I gassed up with Sunoco 94 and it was much better, but I could not keep the timing at 8^. So my conclusion is the 10.5:1 413 -even with 94 octane still requires some octane booster and maybe some lead additive to protect the valves. I know the 1960 gas was leaded and formulated much differently than todays 'offerings of premium'. I'll add whatever it takes to keep the engine 'safe'. Laurence tried out the car for a nice stretch, and I had a chance to enjoy 'the passenger side'- The car was smooth riding and a joy to 'spread out in'. We made such good time across Indiana & Ohio - no construction, smooth sailing I decided to make it home in a 'continuing shot'- so just before the I-76/I-80 split we parted. I was now totally confident in the Imperial- Our 'carefully prepared car'! Once on the PA turnpike I had to watch my speed on the constant curves. I found that 60-70 was comfortable, and more than that was not. I was running a real 77-78mph (speedo reading 85-87) on the straights, the difference maybe due to the normal inaccuracies and the new retro tires, which may be a slightly smaller diameter than the 1960's bias series. (The car has Coker Dimension IV 235/75/15 All season white walls). They gave a smooth ride, but I could tell the sidewalls are not 70's or 65's (which I do like) or the modern low profile tires (which I don't like). I made it home at 10:45 PM EDT. So after 881 miles highway miles, the engine OIL Level was at 'Add Oil' (1/2 a quart??), still yellow, and gas mileage went from 15 mpg (Chicago to IND) to 15.7mpg, better than most of Jim's meticulous figures for the past couple years. Certainly Nothing to complain about since my Jensen Interceptor, at almost 1000# lighter- with the 440 on regular gas (9:1 compression) gives at best 13.2 mpg (same 2.93 rear end) and our Jag 5.3 (326 cu in) V-12's(carbed and EFI and the '96 Supercharged 4.0 Jag R give 14-19 mpg at comparable highway speeds. So the Big Imperial really is quite an exceptional 'system'! Even my 2003 Dodge RAM HEMI, 345HP vs the 430 HP of the 413 never gives above 17mpg, and ususally about 15mpg on the highway at similar road speeds.. SO I had the Imperial adventure I wanted, essentially trouble free. Shows what good planning, a supportive team and wonderful friendships can do. I can't thank Jim enough, he is a real Imperialist preservationist and I've enjoyed working with him on this project! Joe and Laurence & Janice were the best as well! For me the '63 Imperial (year I graduated HS) completes my Chrysler/British 'connections'- The 56 Dodge Coronet 270 Poly V-8 has the 1st Cross Ram induction manifold, the British Jensen Interceptor has the 440, and the Imperial has the 413- the biggest of the Wedge high compression factory engines. The 56 Dodge ,my TR4 and E Jag V-12 all have Stromberg carbs and Chrome bezeled gauges. The Imperial has those magnificent Electroluminescent TV screen gauges. The Imperial and the E Jag have the best curvaceous windshields ever made. The view of the PA valleys from that IMPERIAL windshield- is just beyond description. An experience of a lifetime--- The best of the British and American Legacies and more retirement fun! Now to hook up the 'Auto-Pilot'--- Sherman D. Taffel Columbia MD '63 Imperial Crown 4dr Southhampton See http://home.comcast.net/~staffel/taffelvintagemotors.html and http://home.comcast.net/~staffel/TVMengineprojects.htm latter has link to Imperial pics (Thanks to Jim) -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.308 / Virus Database: 266.11.8 - Release Date: 5/10/2005 ----------------- http://www.imperialclub.com ----------------- This message was sent to you by the Imperial Mailing List. Please reply to mailing-list@xxxxxxxxxxxxxxxx and your response will be shared with everyone. Private messages (and attachments) for the Administrators should be sent to webmaster@xxxxxxxxxxxxxxxx To UN-SUBSCRIBE, go to http://imperialclub.com/unsubscribe.htm