VCCA Home Forums TECHNICAL - 1945 AND NEWER 1949-1954 My 1951 Deluxe Sedan Restoration Journal...

Go for all the bananas Bruce and swap the engines now that you know you have the original engine. It would be silly to leave the wrong engine when you have the correct one. MTCW

Dad...We were never going to talk about this!!

It's true. The guy that owned both of these cars before me screwed it all up!! The main reason that I'm not switching the engines is because I'm likely in over my head having one car pulled apart, let alone two!! The thought crossed my mind to just stamp the serial # on the block that is currently in the '51, since the number plate is blank. Sounds a lot easier to do! Since both cars currently are not going anywhere, I'll keep the engines where they are. When I get around to pulling the convertible apart, I'll think about doing the swap then. I'll have a little more experience under my belt then, and I think the original '51 engine is going to need a rebuild. Dad's right, it's not near as nice sounding as the one in the car right now. I think Charlie would disapprove of a '51 engine in a '41, so that's out too!

I started working on the generator today. Our Canadian built cars had many components that were built by McKinnon Industries in St. Catharines Ontario. Here is a history of McKinnon's that was written by David Hayward.


THE McKINNON INDUSTRIES, ST. CATHERINES, ONTARIO

In 1888, Mr L.E. McKinnon assumed control of the McKinnon and Mitchell Hardware saddlery and wagon hardware business in St. Paul Street, St. Catherines, Ontario, formed 1878, and in 1900 moved the business to Ontario Street, which later became the site of the famous Axle Plant. The business was expanded and became McKinnon Dash and Metal Work Limited, and in 1901 a malleable iron foundry was added, followed by a drop forge shop in 1905. W.W.1 saw saddlery and hardware supplied to the Canadian, British and French forces. In 1916, shell and fuse making began in a three-storey building erected on the site. In 1917, the company was reorganised under the name McKinnon Industries Limited, and the next year exploited the motoring skills learned in wartime to expand into automotive products, with the production of radiators and pioneering the production of differential and transmission gears in Canada. Because of the foundry and forge, it is assumed that all the gears and casings were produced on site.

In 1923, McKinnon died, his estate was sold, and the company was acquired by Messrs. Gideon Grant and Neil Sinclair, who appointed Mr B.W. Butsell as President. Manufacture of rear axles expanded considerably, and there was clearly a major expansion programme to cater for increased orders. In 1929, the radiator business was sold to make room for the gears division, and it is believed that the acquiring company continued to supply General Motors of Canada with original equipment radiators, albeit under contract rather than in-house the company. Who was it sold to? It was possibly the McCord Radiator Company Limited in Walker Road, Walkerville. However, the gear business was mainly to supply General Motors of Canada, and so it became logical for the company to acquire The McKinnon Industries Limited, for global economic reasons mentioned below, and the company became a subsidiary of General Motors of Canada on 29 March 1929, with Mr H.J. Carmichael as President and General Manager. The company were to remain a separate subsidiary until 1969!

Transmissions and axles were sourced from McKinnon Industries Limited and radiators from General Motors of Canadas suppliers who acquired the McKinnons business in 1929. However despite the recession the company expanded considerably in due course. Canadian Automotive Trade October 1931 stated:

Announcement by General Motors that their McKinnon Industries unit at St. Catharines is about to embark on the manufacture of five new lines of automobile parts was received with favourable comment throughout Canada. The particular parts to be made, only one of which has been manufactured in Canada, previously, are steering wheels, shock absorbers, ignition coils, A. C. spark plugs and axle shafts. The McKinnon factory states that with motor trade at anything like normal in the coming year, this will mean employment for 200 to 250 additional men. Parts are to be made for Canadian cars other than General Motors cars, as well as some for the General Motors lines. Most of the latter, manufactured at Oshawa, Ontario, have long been above the percentage of Canadian-made content required by Federal fiscal regulations. The General Motors of Canada ideal has been to turn out cars in Oshawa as completely made-in-Canada as is possible. These five units will comprise steering gears, formerly made in Saginaw; shock absorbers, formerly made at Dayton, Ohio; A. C. spark plugs, at Flint, Mich; Delco Remy ignition coils, at Anderson, Indiana, and another new line, axle shafts. Tooling and pattern work night and day to prepare for the normal production of these units is already under way.

However, the 1931 Chevrolet Master Parts List shows that Delco-Remy, Lovejoy Shock- absorbers and Klaxon were supplied by the Factory Direct Branch, of United Motors Service Company Limited, a Canadian subsidiary of United Motors Service Inc., both of which companies were based at 5 St. Albans Street, Toronto.

A new DELCO plant was built and opened by McKinnon Industries Limited in St. Catherines in 1930. This was intended to provide more Canadian-made automotive components. Delco-Remy, Lovejoy Shock- absorbers and Klaxon components were supplied by yet another Canadian G.M. company, United Motors Service Company Limited, a Canadian subsidiary of United Motors Service Inc., both of which companies were based at 5, St. Albans Street, Toronto: United Motors was the Durant-formed holding company for the various parts suppliers such as AC Spark Plug, Delco-Remy. Transmissions and other components were supplied by McKinnons, and axles from the Walker Road, Walkerville Plant.

To summarise the history of McKinnons from 1925:

1925: The company name changed to The McKinnon Industries Limited, with B.W. Burtsell as president. Rear axle manufacture proceeded apace.
1929: the Radiator business was sold to make room for the gear division, and then on March 29th 1929 the company was purchased by the companys main client, G.M. of Canada. H.J. Carmichael became President and General Manager.
1930 The Delco Building was erected on the east side of Ontario Street, and an expansion program began with the manufacture of starter motors, generators, shcok absorbers, steering gear and wheel cylinders.
1932: Expansion included manufacture of fractional horsepower motors for washing machines, refrigerators and car and truck transmissions.
1936: W.A. Wecker became Vice-President and General Manager succeeding Carmichael who was appointed Vice-President and G.M. of G.M. of C.
The Gray Iron foundry was installed to make engine cylinder heads, cylinder blocks and brake drums. It was this point that motors were produced wholly in Canada. For example the Chevrolet Block was casting # 1782594.
1939: The Government called on McKinnons to produce 4 x 4 army trucks, percussion fuses, dynamotors for 2-way radios, fire control mechanisms, gyro gunsight motors, torpedo drives, elevating units for 3.7 inch AA guns. Floorspace was doubled.
1943: T.J. Cook succeeded Wecker as President and G.M., as the latter was appointed President and G.M. of G.M. of C.
1944: anti-friction ball and roller bearing manufacture started.
1945: the Bearing Division was expanded to cater for parts for agricultural and general machinery industries.
1948 Fuel pump manufacture for Canadian car manufacturers began.

In 1939, the Government called-upon McKinnon Industries to produce military 4 x 4 Canadian Military Pattern Trucks, which would have used Walkerville-produced Chevrolet motors, but the castings were produced by McKinnons! There were also new military contracts with the main Plant and also the Delco factory to supply percussion fuses, dynamotors for 2-way radios, fire control mechanisms, gyro gun sight motors torpedo drives, and elevating units for 3.7 anti-aircraft guns. Floorspace was doubled. In 1943, Mr T.J. Cook became McKinnon President and General Manager as Mr W.A. Wrecker became President and General Manager of General Motors of Canada in Oshawa.

In 1944, anti-friction roller and ball bearing manufacture was started, and in 1945 the Bearing Division was expanded to make parts for agriculture and general machinery industries.

In 1950, 141 acres of land were acquired by McKinnons to build a new foundry, opening 1952 as the largest and most modern malleable iron foundry in the British Commonwealth, [closing only in 1995]. This coincided with Plant extensions at Oshawa, and Zone-warehouse expansion across Canada. In 1952, Oshawa gained a new central automotive parts and accessories warehouse. A new Frigidaire Plant was opened in Scarborough, Ontario [Frigidaire, Toronto], which was eventually to become an automotive plant!.

In 1962/3, McKinnon Industries Limited acquired the Windsor Plant, and six-cylinder inline motor production for 1963 Model Year was transferred to St. Catherines with local transmission production transferred the other way from St. Catherines to Windsor for the first time

There were major changes towards the re-organisations in 1969: McKinnons lost production of axle and brake assemblies, and in 1966 Buick and Oldsmobile motor assembly. In 1967, the six-cylinder motor production was dropped for the last time, ending continuous assembly since 1929 Model Year!

After 1963, McKinnons renamed Windsor the Windsor Transmission Plant, and then in 1969, as McKinnons ceased being a subsidiary, became General Motors of Canada, Windsor Transmission Plant, building manual and automatic gearboxes. Today they build the 4-speed electronic Automatic gearbox which is exported as well as used in North America in all manner of cars, MPVs and Trucks, the Plant having closed and been totally transformed for its new role. The offices are now fronting Kildare Road, where Border City Industries Limited were producing essential war munitions from 1940 to 1945. [WRITTEN A FEW YEARS AGO!]

GENERAL MOTORS OF CANADA [McKinnon Industries Limited]

ST. CATHARINE'S, ONTARIO HISTORY

1878: McKinnon and Mitchell Hardware was formed on St. Paul Street making saddlery and wagon hardware.

1888: L. B. McKinnon assumed control under the name McKinnon Dash and Hardware Co.

1900: The plant moved to

Ontario Street
, tne present Axle Plant site, expanded and became "McKinnon Dash and Metal Work Ltd."
1901: A malleable foundry was added to the plant.

1905: A drop forge shop was erected and manufacture of chain began.

1914: Outbreak of war - saddlery and hardware supplied to Canadian, British and French armies.

1916: Shell and fuse making began in a three-storey building erected at the Axle Plant.

1917: Reorganised under the name "McKinnon Industries Limited".

1918: Chain business sold and McKinnon entered the automobile field, producing radiators and pioneering production of differential and transmission gears in Canada.

1923: L. E. McKinnon died leaving his estate to be sold.

1925: Messrs. Gideon Grant and Neil Sinclair purchased the company, the new name to be The McKinnon Industries Limited and Mr. B. W. Burtsell became President. Manufacture of rear axles progressed vigorously.

1929: The radiator business was sold to make room for the gear division. On March 29 the company became a subsidiary of General Motors Corporation with Mr. H. J. Carmichael as President and General Manager.

1930: Erection of the Delco building on the east side of Ontario Street and an expansion program began with the manufacture of starting motors, generators, shock absorbers, steering gears and wheel cylinders.

1932: Further expansion to manufacture fractional horsepower motors for washing machines, refrigerators and truck and car transmissions.

1936: W. A. Wecker, became Vice President and General Manager succeeding H. J. Carmichael who was appointed Vice President and General Manager of General Motors of Canada in Oshawa. A Grey Iron foundry was installed to make engine cylinder heads, blocks and brake drums.

1939: World War II - The government called upon McKinnons to produce army 4 wheel drive trucks, percussion fuses, dynamotors, for 2-way radios, fire control mechanism, gyro gun sight motors, torpedo drives, elevating units for 3.7 anti-aircraft guns. Floorspace was doubled.

1943: T. J. Cook was McKinnon President and General Manager succeeding W. A. Wecker who was appointed to President and General Manager of General Motors of Canada, Oshawa.

1944: The manufacturing of anti-friction ball and roller bearings was started.

1945: The Bearing Division was expanded to make parts for agricultural and general machinery industries.

1948: The manufacturing of fuel pumps for Canadian car manufacturers began.

1950: 141 acres of land was acquired to build a new foundry.

1952: The foundry was officially opened having the largest and most modern malleable and grey iron foundry in the British Commonwealth. [CLOSED END OF 1995]

1953: Contract to build an Engine Plant at this site was released on March 31st. Mr. T. J. Cook retired and on April 1st E. H. Walker was appointed President and General Manager. The assembly of radios for cars and trucks was started.

1954: V-8 engines for Chevrolet, Pontiac, and Oldsmobile Rocket engines were made and assembled in the newly completed Engine Plant.

1957: On April 1st E. J. Barbeau was named President and General Manager of The McKinnon Industries Limited succeeding E. H. Walker who was appointed President and General Manager of General Motors of Canada, Oshawa, succeeding W. A. Wecker who retired.

1963: McKinnons acquired the Windsor Engine Plant. Inline 6 cylinder production was transferred to St. Catharine's with local transmission production transferred to Windsor. Commercial fractional horsepower motors were transferred to G.M. Diesel, London, Ontario.

1964: As a result of the General Motors deproliferation program and to subsequent approval of the Canada-U.S. Trade Agreement, the 1967 following changes occurred in the product program.

· · 1964: - Radio to Frigidaire, Toronto; Horn to Frigidaire, Toronto; Shock Absorber to Frigidaire, Toronto

1965: - Deletion of Rear Axle Assembly for Buick and Oldsmobile 'B' Car and 1-1/2 Ton Truck; Deletion of Front and Rear Brake Assembly for Buick and Oldsmobile 'B' Car; Front and Rear Brake Drum Assembly for 1-1/2 and 2 Ton Truck.

1966 - Propshaft to Frigidaire; Deletion of Ignition Coil, Voltage Regulator, Distributor, Master Cylinder, and Oldsmobile-Buick Engine Assembly.

1967 - Deletion of Ball and Roller Bearing, Power Steering, Manual Steering.

1965: Administration Building on Glendale Avenue was finished.

1966: Engine Plant tooled for '327' CID VS Engines.

1967: Engine Plant tooled for '307' CID VS Engines (dropped 6 cylinder)

1968: V-8 capacity increased to 2,400 Engines/Day

1969: Engine Plant tooled for '350' CID VS 2/4 Barrel (dropped '283'). McKinnon Industries changed from subsidiary status to become General Motors of Canada Limited, St. Catharine's.E. J. Barbeau was transferred to G.M. Oshawa as Director of Manufacturing Operations. Grosvenor Swift named Area Plant Manager St. Catharines.

1970: Engine tooled for 100% '350' CID VS (dropped '307, 327')

1971: V-8 Engine capacity increased to 2,600 Engines/Day.

1972: Rear Axle capacity increased from 2,400/Day to 2,800/Day with the inclusion of the 6-1/2" 'H' Car Vega Rear Axle. Grosvenor Swift retired. Ivan S. Kaye named Plant Manager, General Motors of Canada Limited, St. Catharines.

1973: Rear Axle capacity increased to 3,200/Day.

1974: 7-½ " 'H' Car and 7-½" 'X' Car Axle production added.

1975: Engine Plant began producing '350' and '305' CID VS production with full flexibility.

1978: Rear Axle capacity increased to 3,600/Day. 8-½" G-Van Rear Axles added. Approved to manufacture '267' Cu. In. V-8 at 1,400/Day. Ivan S. Kaye retired. Ron Migus named Manager - St. Catharine's Plants.

1979: Welland Avenue Plant purchased from Columbus McKinnon. Corporation approval for manufacture of THM125C Differential Carrier and Output Shaft for 1981 Model Year at 4,000/Day. Corporation approval to manufacture V6 60 2.8L Engines at 1,600/Day and V-8 4.4 & 5.0 Litre ('267' and '305' CID) Engines for 1982. Corporate approval to convert Starting Motor production from 10MT to 5MT at 5,000/Day capacity.

1980: Full production of Delcotrons and Starting Motors at the Welland Avenue Plant. Capacity increase on '267' CID Engines from 1,400 - 1,800/Day. Corporate approval to manufacture THM440T4 Final Drive Assembly and Output Shaft at 10,000/Day for 1983 Model Year. Corporate approval to manufacture 1983-½ 'B-C' Drive Axle Shaft Forgings at 4,250/Day (revised to 'C' Car only at 2,400/Day).

1981: Corporate approval to manufacture 1983-1/2 'B-C' Independent Rear Suspension at 5,000/Day (revised to 'C' Car only at 2,400/Day). Corporate approval to manufacture 1983 Commercial C-10, G-10-20 Truck Front Suspension at 2,700/Day (revised to 1,600/Day C-10 only). Corporate approval to make all Oldsmobile forgings. Corporate approval to provide R.W.D. V6 600 engine flexibility. Mr. F. Allan Smith is replaced as President & General Manager of G.M. of Canada by James Rinehart on January 5, 1981. Mr. Smith becomes an Executive Vice-President in charge of finance.1982 Donald E. Hackworth becomes President & General Manager of General Motors of Canada Limited on January 1, 1982 replacing James R. Rinehart who resigned. Delcotron and Starting Motor production was transferred from Welland Avenue to U.S.A. GM Fanuc Robotics Corporation formed.

1983: Corporate approval of C.V.T. Differential Carrier assembly. NUMMI, a joint venture with Toyota formed. General Motors 75th Anniversary

1984: Donald E. Hackworth becomes General Manager of Buick on January 10th , 1984 and John F. Smith Jr. becomes President & General Manager G.M. of Canada Limited. Mr. Smith was formerly Director of Worldwide Product Planning. North American Passenger Car Operations reorganized into CPC-BOC. October 18th General Motors acquires Electronic Data Systems (EDS). Corporate approval to change 2.8L V6 to TBI for SIT truck and MPFI for passenger cars with aluminum heads. Automotive Component Group (ACG) Divisions established strategic business units by product line.

1985: Corporate approval to make GM-10 Front & Rear Disc Brakes. Corporate approval to make 'C/H' Car leading trailing brakes.Corporate approval to make 5.7 Litre V-8 truck engines. General Motors forms Saturn Corporation in January. December 31 General Motors acquires Hughes Aircraft Company.

1986: Corporate approval to make 8-1/2" 'C/K' Rear Axles for trucks at 1,500/Day. George A. Peapples becomes President & General Manager of General Motors of Canada Limited February 3, 1986 replacing John F. Smith Jr. who becomes Executive Vice President - Operations & Engineering General Motors Europe - Passenger Cars. Manufacture of ground and cast aluminum pistons set up in the Welland Avenue Plant. Ground pistons transferred from Engine Plant. Cast pistons - completely new installation. General Motors acquires Group Lotus PLC. GM/Volvo joint venture formed to market heavy-duty trucks. GM of Canada/Suzuki joint venture formed.

1987: Corporate approval to make 3.1 Litre V-6 Engines. Corporate approval to make F-7 Final Drive & Output Shaft. Corporate approval to make GM-10 Rear Brakes & Front Rotors. Robert C. Stempel replaces F. James McDonald as Corporation President.

1988: Corporate approval to make 3.4 Litre V-6 Engine. Corporate approval to convert 440 transmission to F-31 design.

1989: Built last V-6 2.8 Litre Engine. Began building V-6 3.1 Litre APV and W-Car (Buick Regal, Chevrolet Lumina) Engine. The St. Catharine's Plants are realigned into Strategic Business Units (SBU's) as part of the Automotive Components Group (ACG). The St. Catharine's Plants continue to report through the GM of Canada operating structure, but work closely with the planning and operational groups of the SBU's who have engineering and sourcing responsibility for the St. Catherine's factories' products. St. Catharine's Plants are affected as follows:

· · Foundry aligned to Central Foundry Division - Engine SBU Engine Plant reports to CPC.

Axle Plant aligned to Saginaw Division - Final Drive and Forge

Hydra-matic Division - Automatic Transmission

Delco Moraine - Wheel Brake

A.C. Rochester - Spark Plug

1990: Start of Production - V-6 3.4 Litre DOHC Engine. The Axle Plant is officially renamed to Components Plant.

Here's the work I did today…

An older pic of the generator still on the engine, because I forgot to shoot a before picture!



The McKinnon/Delco Remy tag…



After I washed it up, repainted the casing, end caps, and touched up the tag. Radio tag is repro from Chev's of the 40's…

It was a Good News/Bad News sort of day today. Kerry had the sandblaster over to do the floor last week and uncovered some stuff, so I went over to look at it today. The undercoating was on the car so thick that they ended up having to take the torch and scrapers to it. It came off fairly clean, revealing some really nicely preserved areas, and some more hidden rust. The spot behind the drivers seat is swiss cheesed on the whole floor, as is the drivers side front floor. The passenger side is okay except for around the hind bolt hole for the seat. The good patch pieces from the '52 parts car are not big enough to cover all of the floor panels, but will fix the seat bolt hole. The other part that is rough are the outer rockers. A repair was done years ago, but the metal was not straight, and it was straightened out with a quarter inch of filler. No wonder the doors wouldn't shut right! Over all, the rest of the floor was really nice from the tunnel out, then all around the edges and corners there is rusted edges. Under the gas tank looks like a brand new car!

The floor from the rear looking forward...


Rusted edge in front of the rear tire…


Drivers side front floor…


Also, of the six floor braces, the two middle ones are rusted out. On both rear fenders, the metal under the gravel shield is gone, and on the drivers side the metal over the skirt and behind the wheel opening is ruined. EMS makes all of these parts, so I'll be putting in an order.

The front fenders off of the 1952 were sent to the dippers, and came back really nice. One of them had a small hole at the bottom, so Kerry did a patch. The wheel openings are now the exact correct shape.


We'll still need to drill holes for the Deluxe trim.

Finally, a quick look around Kerry's shop. These are his Dad's Model T's. He owns something like ten or twelve of them. There is also a beautiful '57 Dodge Hardtop that is currently away getting the interior done by a fellow VCCA member.

The stuff that I ordered for Jane's Birthday arrived today! She is going to be thrilled! Included are 2 centre floor braces, driver side front and rear floor, both sides of the front of the rear fender, drivers side rear of the rear fender, both sides inner rocker, 4 new engine mounts, and a complete front end rebuild kit.

You give the best presents.

I've received an update from Kerry today. He's been plugging away at getting all of the metal work done. The inner rockers are done as well a clean up of a whole bunch of rusty edges. The new floor pans are cut and welded in, and the rear fender panels are roughed in. A little more grinding and smoothing to go, then it's time to strip the rest of the car down. He's taking his time and doing it right.

I hit a bit of a Kijiji score today… maybe! I found an advert for a 1950 3pc front bumper with optional end wraps. I figured that even if the chrome was crap I'd be able to make the coin back on a trade or resale. We drove about 50km to see them and pick them up. Now, here's my situation: I'm not going to put them on one of my cars until I have a full set of four wraps. I'd rather have them on the '51, so if any of you guys with 1950's are interested in a trade, I'd be willing to trade even or up to a set of '51-'52 wraps. Otherwise, I guess I'm looking for a set of rear wraps for the 1950.

These ones will need some work. It looks like someone tried to polish or grind one of them. It looks like it was scratched or bumped on the bottom side of it as well. The other one has a bit of surface rust, but zero rot. Both I believe are fixable and chrome-able.





The reason I am posting this here is that I am going to be very selective with who I trade with. Must be an Eastern VCCA member, or know someone that is and can complete a trade with me. I attend the Six Cylinder tour every year, and will complete a trade in person then. (unless you are willing to drive to Canada!) The tour is in Virginia next year, so if you are between Toronto and VA I can stop along the way. I am not interested in shipping these through the mail to someone I do not know. Closer to the fall I will repost this in the classifieds section if I do not have a deal in place. If you are interested, message me here in my personal messages.

A quick update on life, and my restoration. I'm currently having THE BEST TIME OF MY LIFE!!!! I'm on a 10 week parental leave from work. I spend the days at home being a happy house husband and father! I've watched my daughter learn her first word, and take her first steps with the help of a walker toy. She still thinks it's easier to crawl, so won't do it all by herself! The bad news is that I'm down to about an hour a day to work on the car while Abby naps.

The cold weather and snow outside has driven me out of the garage and into the basement. I'm currently buffing out all of the stainless trim. I've been picking through the original trim from my '51 and the stuff from the parts car and garage stash to find the best pieces. Here's a pic of my trusty grinder…



and here's all of the tools and supplies I'm using. Of note here is the foam pad sanders that I use on my model cars. They really work well to fill the gap from the fine grit sand paper to the first buffing compound. They run in grit sizes from 3600 to 12 000, and I use them wet.



Here's the stash of trim, all after the first two compounds. Still a fine compound and then a quick polish to go…

Trim is looking good.

Back in the 60's, when my 3 children were born, there was no 10 weeks off.

I got the day of birth off(with docked pay) and had to be damn certain I was at work the next day.

Times have changed.

Engine is almost back in. Two more bolts to go…

What is the sequence of grits used on the stainless. I still have to start mine next winter?
Thanks

Great job you are doing. If i may ask,where did you get your body panels and was the fit good?

pete

Bruce,

Does your body man have an estimated time of completion ?

I used the sanding pads from 3600, 4000, 6000, and 9600, then switch to the bars. They don't have grits on them. All I know is that you use black, brown, white and maybe green if it's needed. I'm ready to start the white now.

Body panels were EMS from Chev's of the 40's. As far as I know they worked out Okay, but I haven't talked to Kerry about that yet. He said the floor panels worked well...

Not sure yet, Bob. The frame is going to him next week and it should go together fairly quickly after that. In the meantime, I did have my Chief Test Pilot take the chassis for a test drive…

Looking at the L.F. tire, you must have the 4 x 4 edition of the Styleline Deluxe. Very rare model !

Would it not have been more cost effective for you, to have ordered your EMS panels directly through EMS ?

They don't sell them direct… they have distributors, and Chevs of the forties is one of them. I think the price is regulated to be the same at all of the distributors.

OK, I was under the impression that they sold direct, as well.

I believe EMS either bought out another panel company from the same area in Cleveland, Ohio, where I grew up ... or changed their name, along the way.

I recall the other company name of "Made Rite" panels .... bought rockers from Made Rite for my '56 Chevy many years ago.

I saw a video on chevy talk about EMS and they do sell direct and gave a web site and phone number.



pete

I thought that was the situation, with EMS.

I have found that many of the larger vendors purchase in quantities large enough that they can then sell for less than some manufacturers do direct. Purchasing from less sources also reduces freight cost and in some cases can qualify for free freight.