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Joel Montague's 1973 Nats Winner


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#51 prplgeez

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Posted 16 February 2007 - 04:06 PM

Rick,

You're an absolute class act . . . keep up the GREAT work!
Joel Montague




#52 Hworth08

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Posted 16 February 2007 - 06:27 PM

I've seen the term used three times so far in this thread so it may need to be clarified. Joel's front wheels have a lot of he is calling toe-out. The correct term is negative camber meaning the top of the wheel is closer to the frame than the bottom. I've read of Philippe's frames having toe-in, meaning the front of the wheels are closer together than the rear. Toe-in would have some effect on a slot car as even with o-ring tires the car would be trying to steer itself into a turn. Negative camber would have no effect on a slot car using o-ring tires. It doesn't matter which part of a circle is touching the track. As far as "coping" there is a great difference in the settings!

Joel and Philippe should have waited till SRT came out with their program to have ran this race. Then we could compare the times of EACH lap and know what happened! There's going to be a copy of each frame built, just re-run the race! :) We'll adjust for "driver aging". :lol:
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#53 dc-65x

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Posted 16 February 2007 - 06:42 PM

Hi Don,

Both Joel's and the Dokk's cars had negative camber as shown here on the Diamond:

Posted Image

The Diamond's wheels also have toe in (which you correctly described above). Joel believed that in heavy glue conditions the front wheels had no affect on the cars handling so to prove his point he set his wheels up with toe out.

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#54 prplgeez

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Posted 16 February 2007 - 06:44 PM

Don,

I think we're all on the same page with the terms. Both cars would have had negative camber although in somewhat different amounts. Phillipe's cars used "toe-in" where, like you say, the front of the wheels would be closer together than the back of the wheels. This particular car of mine had "toe-out" where the fronts of the tires were further apart than the rear.

At first blush it would make sense that toe-in would help turn the car but the track conditions of the time were such that the car was virtually yanked into the corner by the rear tires hitting the massive amounts of Stick-It Brown and once the car takes a set in the turn, the angle of the car is such that neither toe-in nor moderate amounts of toe-out are going to be directing the car anywhere near the direction/angle necessary to negotiate the corner. In my opinion, it just didn't matter.
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Joel Montague

#55 Hworth08

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Posted 16 February 2007 - 07:20 PM

Hi Joel,

Just doesn't matter is most likely correct! The fastest cars now have something "similiar" to a tire mounted straight up. Don't know what the "proper" term for that is! :lol: Best?
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Don Hollingsworth

#56 Noose

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Posted 16 February 2007 - 07:36 PM

A spare.
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#57 Bill from NH

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Posted 16 February 2007 - 09:03 PM

I suspect the contact patch of an O-ring on a track surface is so minute it doesn't matter whether the fronts had toe-in, toe-out, positive camber or negative camber. Fronts were outriggers, more for stability than they were for turning the car. :)

Joel, remember Norm and Helen Jewett, owners of Jewett's Raceway in Westbrook, ME? I was one of those who pushed "Brucie Bus" when you were leaving town. :mrgreen:

#58 dc-65x

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Posted 17 February 2007 - 08:24 PM

It's "clicker" time. It's some brass sheet with .015" clearance with the drop arm hole both front to back and side to side. I need to know where to place the .047" piano wire "clicker" hangers. I could just "eyeball" it. I decided to measure their location in the picture and establish a ratio between that distance and a know distance, the length of the drop arm cut out.

DOGGIES, LOOK AT THAT BOY SYPHER! :shock: :lol: :mrgreen:

Posted Image

Next came my funky-dog "line 'em stuff up" fixture to hold the hanger wires straight during soldering:

Posted Image

Here's the finished "clicker" with its hangers installed:

Posted Image

And the "clicker" installed the the center section with its up stops installed:

Posted Image

Posted Image

Onward to "plumber" time. :)

Rick Thigpen
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#59 Maximo

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Posted 17 February 2007 - 09:45 PM

Rick,

Fantastic work! I have been following this thread from the beginning and it has had it all!

Great scratch re-bulding of a legendary chassis that was built and raced by a true legend to the win at the '73 Nationals, and intense dialogue between the two men telling the story of what was! Both of which I admire and will keep high atop a pedestal regardless.

History tends to only remember the winners and journelist often write their accounts based on the excitement and conclusion of what happened that day. To win you must first finish and then finish first!

I love this forum...where else can you get the recent words, thoughts, ideas and love from the legendary men and their screaming machines!

Great build and photos Rick!

"Live life to the Maximo!"

PS - I love the "clicker"!
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#60 idare2bdul

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Posted 18 February 2007 - 01:07 AM

For all their beauty the early 70's chassis are more an exercise in how do we do the same thing better. In the late 70's when they finally started taking weight out of the chassis, they went faster by leaps and bounds. Our goal was to build a car that punched the corners. When we did it I found the hobby had become a builders war with driving less important.
Recently I was talking to Carlos Alosi and he said the key for him going fast was to loosen up his car. In watching the fingers of the group 7 racers it's sometimes hard to see much movement.I don't want to say that the group7 racers of today have no skill, that would be wrong, but they are different skills from what attracted me to the hobby.
Joel's car was more a step along the evolutionary path. PDL's car was a dead end, or at best a branching off, except for the use of steel.
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#61 BWA

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Posted 18 February 2007 - 02:11 AM

Next came my funky-dog "line 'em stuff up" fixture to hold the hanger wires straight during soldering:

Except, that the front one at least ain't straight. :shock: ;)
Al Penrose BWA (Batchelor Without Arts, Eh!)

#62 Hworth08

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Posted 18 February 2007 - 10:57 AM

Continuing Mike B.'s post I wonder if the cars were built "heavy" in the '70s because the heavy cars were best in the heavy glue? When did the tracks gets more natural grip caused by, I'm guessing, being top coated with poly? Was it better tires, better tracks, and more aero bodies or some other things that lead to the lighter chassis?
Don Hollingsworth

#63 slotcarone

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Posted 18 February 2007 - 11:30 AM

8) Don, all of the things you mentioned are correct but if I remember correctly when we first started using glue way back when we used to put it on the outside tire track. I don't remember when but at some point gluing changed from the outside tire to the inside tire and I believe that allowed lighter chassis to be used. Just my own thoughts. Maybe someone else has some other thoughts on this subject.
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#64 dc-65x

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Posted 18 February 2007 - 11:41 AM

Except, that the front one at least ain't straight. :shock: ;)

I can't measure more than a few thousandths erior between the wire and the front edge of the part. :? You are looking at an angled close-up picture you know. Sorry, it's straight enough for me. :)

What I don't like in that picture is the little bit of extra solder I didn't sand off. I think it should be either all left on or all taken off, not done half way. I did't see it until I took the close-up picture. I'll fix it :) .

Posted Image
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Rick Thigpen
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#65 Jairus

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Posted 18 February 2007 - 12:16 PM

It's fine, Rick. I think he's just playing with you . . .

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#66 BWA

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Posted 18 February 2007 - 02:37 PM

;)
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#67 Horsepower

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Posted 18 February 2007 - 02:45 PM

Ah, pity the fool who mess with the best.! :evil:
Rick's work is beyond the best. :up: :mrgreen:
Gary Stelter

#68 dc-65x

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Posted 18 February 2007 - 03:51 PM

It's fine Rick, I think he's just playing with you . . .

Al is an expert machinist and fabricator. When says something I listen. I went back and measured that part every which way! :)

Thanks, Gary, but my work is really not the best (see the webmaster in my signatue below for that) . . . but it may be the shiniest! :mrgreen: If I blind you guys with glare you might not notice the boo-boos :lol:

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#69 dc-65x

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Posted 18 February 2007 - 06:32 PM

Next are the plumber hinge tubes and braces. Joel simply used a single piece of wire behind the hinge tube and another wire running along the top of the guide tongue connecting both hinge tubes (that piece will show up in the finished picture). No "bumper" is used. Here are the pieces laid out in the jig:

Posted Image

By contrast here are the pieces of the Neat Things Diamond drop arm. The hinge tubes butt up directly against the drop arm. A piece of wire connects the back side of both hinge tubes with the top surface of the drop arm. A 3-piece bumper is used in front of the hinge tubes:

Posted Image

The Diamond's drop arm with the bumper still needing to be trimmed to length:

Posted Image

The Missile's drop arm with the top brace in place:

Posted Image

Next are the dual plumber rails . . .

Rick Thigpen
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#70 idare2bdul

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Posted 18 February 2007 - 11:39 PM

By the time I started racing Group 7 in 1974 you had a defined glue zone. It was called limited glue racing. The glue was mostly put on the inside lane. You might put a little on the outside to assist brakes but usually it was just a small dot. Several West coast guys experimented with getting the weight out of the car by motor or chassis mods. I'm sure similar stuff was happening on the East coast. Shrunken C-can motors (called Peanut motors by some) gave us the first lighter weight motors using a polymer cobalt magnet. Don Noon put togeter a four HO magnet square cobalt motor (Foamy might refresh my memory here) and the race to lighten was on. I believe The Pro Slot square can was the first light weight single magnet (one on each side) motor that was commercially available. At this point you started seeing hand-cut steel perimiter frames but I was out of racing by then so others will have to fill in the blanks. The lighter weight made the car much more influenced by the downforce of the airdams and amazingly they often survived crashes because they dissipated energy in flight. Reinforcement just slowed you down.
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#71 Prof. Fate

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Posted 19 February 2007 - 11:14 AM

Hi,

I was racing in the middle states, mountain west mostly. I don't remember ever getting coverage by the mags. Was doing cobalts from '72 for various reasons. But the tracks, except in Denver, were pretty small.

What I am getting to, however, is that I was driving with Mike's "little movement", but what I was doing was watching the dams. I could tell when the optimum time was happening by watching how much dam I needed for FLAT OUT, less dam but still stuck meant faster through the corner.

Curiously, I find myself doing the same thing with magnet cars today. In this case, I am watching how much magnet over the rail is enough to be faster through the corner.

Fate
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#72 tonyp

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Posted 19 February 2007 - 01:59 PM

Don, the Camen guys were the first to glue on the inside of the turns. I remember them coming to Nutley Raceway and starting to glue three feet from the turns and all the way around on the inside color stripe. The times dropped at least a .10 or more that day for just about every racer.

In full-glue racing the cars got heavier and stiffer to get through the glue. The full-glue rules allowed you to put glue anywhere on the track and as much as you wanted. We would just glue the deadman on a King as far back from the turn as it took to just single blip the turn. Mechanical grip gave way to glue grip and bodies became less important for overall handling. We mostly used styles with lots of front downforce to get through the glue and no added-on spoillers.

On the east coast we went to glue zones after Joel, Freddy, and I returned from the Western States race which was the worst glue race for conditions ever. The San Fran guys had built cars to run narrow tires so they could put down even more glue that no one else could get through.

The cars got lighter with the move to glue zones and really got light when the motors went from C-cans to the little black box style motors. We were already running full airdams at that time but the smaller motors lowered the CG and less weight was needed on chassis to get them to handle. Mechanical and aero grip became important once again as there was not all that glue to get the car to handle.

The smaller the motors became, the more aero grip replaced mechanical grip and those are the Group 7 missles we have today.
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#73 prplgeez

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Posted 19 February 2007 - 09:29 PM

Tony nailed it with his rendition of the evolution to light weight. For us at Camen, the focus of weight reduction was in the rear of the car. Glue was still heavy even with the limits imposed and the tracks were WAY short of the modern punch bowls, so it was necessary to retain a bit of ballast up front. With the introduction of air dams we found we could substantially reduce motor and running gear weight and still maintain car balance. Our development in that regard was most successful while Steve Bogut and Jon Laster were at Camen and probably culminated in the '78 Worlds car at Gothenburg, Sweeden. I estimated that my motor/running gear mass was 2 grams less than the closest competitor. A guestimate at best but that was where we were going at the time. Testing suggested that a 1 gram reduction of motor weight, properly executed, had the potential for a tenth of a second reduction in lap time. Endless hours were spent machining and hand filing motor details . . . and that was "per motor". It was an INCREDIBLE era!

There was also substantial change is chassis design between '73 and about '77 when four-rail steel cars were developed completely independently both at Camen in Maryland and in Texas by Jim Honeycut. Post '77 Nats, Tony P further refined the notion by removing the rear chassis cross piece and closing the front slot forming what amounts to the modern motor box as we see in the current sub 1.5 second aluminum screamers.

Then cobalts changed everything. We had worked with them for a couple of years but with virtually no success. All brakes/torque and absolutely no driveability. Cobalts were a major focus for us because of the incredible potential for motor weight reduction but Foamy beat us to it. The first successful cobalt motor that I'm aware of was Foamy's MONSTER at the '78 Nats. A quad made of two HO segments per side. Then it was on!!!
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#74 prplgeez

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Posted 19 February 2007 - 11:26 PM

Now for one last comment directed to Phillipe on the subjects previously discussed . . .

As for the missing chassis, your current rendition of the story would be much easier to believe had you not acknowledged receipt of it shortly after it was shipped . . . only to subsequently deny same when I grew concerned about its return and inquired. That said, I regret having brought it up at all on this forum and apologize to the readers for the distraction. There's really nothing more for either of us to say on the subject but if you wish to continue this particular charade, please do so in private and PM me.

Now back to the subject(s) previously discussed . . . I have been racing slot cars for longer than I care to think about. Over the eons, I have competed in events in most of the states of America and several foreign countries. I have won a few and I have lost MANY TIMES more. Of the few I've been fortunate enough to win, there have been those determined by very close circumstances and a few with comfortable margins and even a few that were relative blow-outs. And ya know what . . . between me and my teammates (in this particular instance to include 1972, '74, and '78 National Champion Jan Limpach who was pitting the main event for me) . . . we can actually discern the difference. GO FIGGER!

I am proud and humbled by each and every event and some of my most fond memories were of instances in which the outcome wasn't decided until the final seconds. This event, however, held little drama of that nature or, BELIEVE ME, I would still be revelling in the glow!

You have used every excuse you could conjure to rationalize how you actually won the race in your mind but were unfairly stripped of your title by lies, misfortune, and the ineptitude of others. You have impugned the integrity of one of the best writers of the era . . . a man who has been a member in good standing of the slot car community for decades and the recipient of a degree in filmmaking from one of the most exclusive private universities in America. You have blamed your lack of horse power on a variety of evils including the imposition by Fred "da Flash" of abusing your best motors and a myriad of other schemes. Lemme see . . . if I have this right . . . a man with an ego as nakedly immense as your own loans out his best motors at the Nats??? Or is it that we're obliged to believe that Bill Steube . . . one of the absolute great motor builders and craftsmen of all time . . . was so lame at what he did that he used inferior motor brushes for your Nats motors??? If so, perhaps he was trying to send you a message!!!

Ya know what, though . . . SOMEHOW I doubt that. I competed against Mr Steube for many a year and I never saw anything short of true professionalism from the man. That sorta leaves us with but one logical conclusion to draw . . . WOEFULLY shoddy preparation on your part. But wait . . . I forgot . . . it was Bob Green who actually screwed you out of your win, wasn't it!! Either that or perhaps a lap counter malfunction????? I'm sure there's still time to invent SOMETHING!

As Mark Martin so elegantly put it in his post race interviews after yesterday's Daytona 500 . . . "Nobody wants to see a grown man cry". So how about you just stop your damned whining after a third of a century! But then . . . as I always say; "Ya gotta do what you do well"! Keep up the good work my man!

It is my sincere hope that you will some day gain the maturity and self-confidence to be embarrassed by your conduct in this and OH SO MANY other matters . . . unfortunately, I have little faith it will happen.

As for the book . . . I assume it will be titled "ze GREATEST!!"? I look forward to its release and a thorough perusal prior to consulting legal counsel.

In the meantime, I have no intention of responding to anything further you may post on this subject during this article. The slot racing community is fully capable of weighing all matters and those who care will draw any conclusions they deem necessary based upon the record and their personal evaluations of the personalities and principals involved. Have a good one, Phillipe . . . Joel out.

Oooops . . . almost forgot . . . Jeff Mack says 'Hi'.
Joel Montague

#75 TSR

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Posted 20 February 2007 - 09:28 AM

Joel,
That is the biggest paragraph of bunk I have ever read.
Regards,

#76 Cheater

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Posted 20 February 2007 - 09:59 AM

I regret having brought it up at all on this forum and apologize to the readers for the distraction. There's really nothing more for either of us to say on the subject but if you wish to continue this particular charade, please do so in private and PM me.

I have to agree with you, Joel. This "discussion" between you and Philippe should have been carried out via PM or private email.

From the Slotblog "rules":

We also insist on what we'll term "civil discourse." Disagreement is expected as a by-product of discussion, but personal attacks won't be tolerated. It's fine to tell someone they're wrong, but don't call them *#%$^#& stupid or a &#%$)@! idiot.

While I don't see that anyone has clearly violated this restriction, some of the comments posted to this thread have been uncomfortably close to the line.

In any event, I must ask you both (Philippe and Joel) to take any communications regarding this matter off-list from this point forward.
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#77 prplgeez

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Posted 20 February 2007 - 11:49 AM

No problem, Greg, I'm happy to do it . . . just trying to keep the record straight, but I gotta tell you . . . he started it by attacking Bando's integrity . . . I just finished it.
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#78 Cheater

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Posted 20 February 2007 - 12:03 PM

Thanks, Joel.

It's best to keep in mind that old saw about the three stories. There's your story, his story, and then there's the truth. :lol:

Now, let's please let dc-65x Rick have his thread back . . .
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Gregory Wells

Never forget that first place goes to the racer with the MOST laps, not the racer with the FASTEST lap


#79 S.O. Watt

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Posted 21 February 2007 - 11:50 PM

Hi, Joel!

;)

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#80 idare2bdul

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Posted 22 February 2007 - 02:49 AM

I have to agree with you, Joel. This "discussion" between you and Philippe should have been carried out via PM or private email.

To heck with that. I'll hold him down for you Joel, you stomp em! :lol:

This blog is getting way too civilized.
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#81 Cheater

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Posted 22 February 2007 - 10:52 AM

Aw, Mike, you've been hanging around high schoolers too long . . .

If you desire a more uncivilized slot car forum, I can recommend one to you! :lol: :lol:
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Gregory Wells

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#82 M. Steube

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Posted 22 February 2007 - 11:21 AM

Beautiful work, Rick. The craftmanship in your projects is too SANO. Keep up the great work. Somebody has to recreate these historic cars. Best that it be a master builder. I wanna solder like you when I grow up. :) :)

#83 dc-65x

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Posted 22 February 2007 - 01:02 PM

Thanks, Mike! I want to be able to design, build, tune, and race like you. :) Thanks for the "tumbling tips". :up: I should be tumbling like a tumbling tumble weed in a week or so.

Next up on the Montague Missile is the installation of the "whatchamacallits" and the plumber system.

And on we go . . .

Rick Thigpen
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There's much more to come...


#84 dc-65x

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Posted 25 February 2007 - 08:06 PM

Next I decided to hang the plumber rails. The front of the plumber is held together with a U-shaped piece of .030" piano wire. This is the system used on lots of cars of the period:

Posted Image

In the rear, things are different. Instead of another U-shaped piece to brace the plumber cross piece Joel used two of these:

Posted Image

Here it is installed along with our first of two "whatchamacallits”: :mrgreen:

Posted Image

Both "whatchamacallits" awaiting their special role in life:

Posted Image

They bulletproof the plumper unstops once they are . . .

Posted Image

. . . tied with shunt wire. Joel went to great lengths to help me figure out how he did this. In the end I gave up and just tied the suckers . . . I hope I got kind of close, Joel. :) .

Posted Image

Here are some original Camen pans and the currently-available American Line. They are dimensionally equivalent:

Posted Image

The pan down stops:

Posted Image

The pans use a third hinge to help bulletproof the front end:

Posted Image

The rear axle tube also needs to be bulletproofed with tie wire. Joel sent me some of the wire he used on the original chassis. The wire is steel. Below it is the copper shunt wire I tied the plumber unstops with:

Posted Image

I'm not the best at wire tying . . . oh well, at least I can tie my shoes:

Posted Image

Posted Image

Last to go on were the front axle springs and unstops. Oh, as you can see, Joel used dual body mounts on front:

Posted Image

It's finished except for the motor mounts. I know I'm a "Slowski" when it comes to building but this one went a lot quicker than a similar chassis. I've got 41 hours of build time in it so far:

Posted Image

Posted Image

Posted Image

Posted Image

Next up is the motor . . . my kingdom for a Pooch-modified Champion CEE can with ground sides. :mrgreen:

And on we go . . .
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Rick Thigpen
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There's much more to come...


#85 Jairus

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Posted 25 February 2007 - 08:23 PM

Wow, that puppy could slip under the door easy! :lol:

Beautiful work, Rick . . . ;)

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#86 prplgeez

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Posted 25 February 2007 - 08:30 PM

Rick, you didn't just get 'close', this is a work of ART! Like I told you in a PM, if I had to go back in time I'd do my best to get this thing out of your hands to use instead of the original!! WELL DONE!!!
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Joel Montague

#87 dc-65x

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Posted 25 February 2007 - 08:48 PM

Joel likes it! :blush:
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Rick Thigpen
Check out Steve Okeefe's great web site at its new home here at Slotblog:
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#88 prplgeez

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Posted 25 February 2007 - 08:55 PM

Oh, and Rick . . . don't you worry about finding a suitable can . . . I've got one with your name on it. You've EARNED it!!!
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Joel Montague

#89 dc-65x

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Posted 25 February 2007 - 09:28 PM

Thanks, Joel! :up: 8)

Rick Thigpen
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#90 M. Steube

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Posted 25 February 2007 - 10:40 PM

Man-o-man, is this thing sano or what? :)

#91 Jeff Easterly

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Posted 25 February 2007 - 10:47 PM

Totally! 8) :up:
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#92 Tex

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Posted 25 February 2007 - 11:12 PM

Jeez. And this is a "repro". While it is an homage to the original and its creator, your creation is itself a stand-alone testament to your skill and artistic ability, Rick. The quality of workmanship is awe-inspiring. It's beautiful just to look at it. Your photography of it is phenomenal; it brings it closer than we could ever see it even when in our hands. Words are inadequate.
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#93 dc-65x

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Posted 26 February 2007 - 12:08 AM

To be complemented by my scratchbuilding peers is more than I'd ever hoped for. To be complemented by the greatest builders . . . those who I'm trying to pay homage to is, well amazing. Thank you.

Rick Thigpen
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#94 prplgeez

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Posted 26 February 2007 - 12:46 AM

As Mike said earlier . . . I wanna solder like YOU when I grow up! :)
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#95 slotcarcol

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Posted 26 February 2007 - 01:40 AM

Rick,

Beautiful precise work, as usual! Will you be fitting up period running gear and doing a body?

Would be great to see the original and the "new" car side by side one day.

Col.
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#96 tonyp

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Posted 26 February 2007 - 07:40 AM

Beautiful, Rick . . .

"And if my thought-dreams could be seen they'd probably put my head in a guillotine. But it's alright, Ma, it's life, and life only." - Dylan

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#97 Hworth08

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Posted 26 February 2007 - 10:46 AM

Hey, why all the praise? This frame looks about like all Rick's other work. Just joking, a great build! :)
Don Hollingsworth

#98 Cheater

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Posted 26 February 2007 - 01:04 PM

Rick, let me join the chorus of posters who are amazed at the incredible craftsmanship you continue to share with all of us here at Slotblog.

Your "Joel" replica is just the latest slot car jewelry to be created on your jig.

Keep up the good work!

And kudos to Joel for his kindness in helping Rick during the recreation. Not every geezer (regardless of color!) is willing to do that.

Gregory Wells

Never forget that first place goes to the racer with the MOST laps, not the racer with the FASTEST lap


#99 brucefl

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Posted 26 February 2007 - 04:23 PM

Rick were you shooting for an antiqued look the way the brass appears and the darker look of the piano wire,does this look mimic the original /cause if you were replicating our friend tony ps chassis they seem to be very yellow in the brass and extremely brilliant(bright) and the piuano wire was always like a proof coin/just wondering cause your work is approaching the level of a masterpiece with the contrast/but wondered as opposed to tonys shiny works was joels truly going in that other direction/im a true coneseur /tell me how do you clean up your solder joints on the pans.KEEP IT UP I LOVE THESE ARTICLES LIKE THE OLD CAR MODEL MAGS/PLEASE DO A TONY P INFAMOUS ISO CHASSIS/THERE ARE PHOTOS OUT THERE IN COLOR.
Bruce Schwartz

#100 dc-65x

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Posted 26 February 2007 - 06:22 PM

Thanks to everyone for their support with this project, it's really appreciated :) .
Bruce, the dark look of the brass and piano wire is my poor lighting. Steve Okeefe once told me, "Too much light is almost enough!" I think I'll give Edo's "soft lighting" a try.

The brass on the chassis looks almost like gold jewelry. The piano wire is also polished to a bright sliver color. You know the old saying, "If it don't go, chrome it!" :lol: I think this baby will go just fine though. Time will tell ;)

tell me how do you clean up your solder joints on the pans


Posted Image

There would be a thin area on the pan (about 1/8" wide) next to the pin tube with solder on it where the tip of the iron touched. I sand this off with fine sand paper wrapped around a file. This is completely unnecessary but I did it back in the 60's and I still enjoy the look today.

PLEASE DO A TONY P INFAMOUS ISO CHASSIS/THERE ARE PHOTOS OUT THERE IN COLOR.


Tony was kind enough to send me an ARCO race winning ISO chassis and his Starship chassis. The ISO is next on my list of fun projects. There's a lot left to do on the Montague Missile first though.....I've just ordered some purple dye for the end bell on my Pooch tribute motor :mrgreen:

Rick Thigpen
Check out Steve Okeefe's great web site at its new home here at Slotblog:
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There's much more to come...






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