To John Blair, George Curley and the Bricklin list,
Thanks for your advise on "No Attachments" I think I have this
procedure now. The article in progress I am still working on for the
Brickline is attach...Oops...pasted below.
John Martin VIN 704
AIR DOOR LIFT SYSTEMS
THEN AND NOW--OPTIONS
By John Martin VIN 704
1975 was quickly coming to a close and Bricklin Owners of Michigan
(BOOM) was meeting at the Sun Dog restaurant just off Telegraph Rd. in
the Detroit area. Ray Noga was the Bricklin Wrench, and was a big
help. Those darn doors were the real problem. You can live with the
rest of it, but not unreliable hydraulic doors? Not that. Bricklin had
just gone belly up. No more help from dealers or General Vehicle Inc.
(GVI) in Livonia.
Not a sole knew what was planned in cooperation with BOOM president
Roger Lehnertz. Something big for sure. It was staged almost like a
covert military operation. We were called out to the parking lot, after
everyone finally arrived and had his share of liquid nourishment. Terry
Tanner had drifted away since September when things exploded for
Bricklin, but there he was in the lot. I think it was Jeff Neal, a
former Ford and Bricklin Engineer who drove up in a Bricklin. No big
deal. What was this all about?
Suddenly, and incredibly, both doors literally flew open at the same
time! I mean flew open! Then both closed simultaneously. Each cycle
took only two seconds. One quarter the cycle time for just one door
with the current hydraulic system. Unbelievable, so he did it again,
and before they went up a second time, I had my checkbook out and got
into Terrys face. I want to be first! Terry was on his way to
becoming the legend that he is today, and the Bricklin world had its
biggest problem solved. Since 1975 Terrys system has been copied by
many, in two basic forms. First, the exact copy. Then numerous
versions of what are more often than not, disasters, looking for the
best time to fail. They say that duplication is the highest form of
compliment.
In the ensuing years the remainder of the issues facing SV1 owners were
solved one by one. Mostly by Terry. We now had a reliable car to use
as a regular driver if we chose to. Should anyone question that
statement, they only need ask Marty Slepian. Marty was not at all
mechanical himself, but a faithful patient at Dr. Tanners Clinic, and
drove his car daily in the Michigan weather for many years. Several
hundred thousand miles! All relatively free of problems, especially
those related to the door operating system. I was also an extreme
mileage driver, using my Bricklin as a work car on the nicer days. Over
the years have logged close to Martys mileage record.
Over several years a few advancements were added by Tanner (as options)
to the standard air door conversion system. A filter was added to
remove particulate matter and much of the moisture created by
compressing atmospheric air to about 140 PSI. A lubricator (mister)
added much needed lubricant to the working components downstream of the
air compressor. This also provided a system to add anti-freeze during
the cold winter months. Better, higher burst rated air line replaced
the early version. Finally the tediously slow vacuum powered air pump
(compressor) was first supplemented and then replaced by the electric
air compressor. This was made possible by the advent of other air
operated systems in cars and R Vs. At first the compressors were not
as reliable as todays versions, and not very powerful. With time, the
vacuum compressor was discontinued by the only manufacturer, and we
evolved to the electric version becoming the sole source of compressed
air.
I have owned seven Bricklins and serviced the air door systems on scores
more. My experience with W W Grainger Inc. gave me a significant leg up
when it came to these systems, as we were one of the largest and most
respected providers of pneumatic and hydraulic systems and components to
business and industry. We were ( I Have since retired) also the worlds
largest manufacturer and provider of electric motors. I found that
there were components in the industry that when employed with the basic
system, would enhance its performance. I have written several articles
on these enhancements which have appeared in The Brickline.
I have more time now to experiment and develop improvements to my car
and those which I service for my customers. For the past year or so I
have been researching my sources for new and better components. Only
after considerable such effort, and periods of trial, have I decided
that it is now time to share some of these enhancements, and more
importantly the logic behind them..
7 OLD Accumulator (air tank). Customary one does not meet industry
standards. (ASME.) No coating on the inside to reduce rust/corrosion.
No drain for the water. Attached to the rear bumper, and restricts the
proper operation of the hydraulic cylinders that are designed to absorb
energy while retracting the bumper in a rear collision. Originally
sized in 1975 to approximately 3 gallons due to the very inefficient
vacuum pump. This was the only place to put it. Safety was
compromised.
7 NEW Two, industry standard, epoxy clad inside, tanks which are bolted
under the headlights. Fitted with a drain, as in all standard systems.
The 1/3 capacity reduction is not a factor, due to the improved
efficiency of the electric pump. Neat, clean, quick installation.
Serviceable, and out of the air stream for cooling the radiator. Does
not interfere with the operation of the safety bumper in a frontal
collision. Less expensive too.!
7 OLD Filter/regulator/lubricator. OK, but outdated technology.
Individual components too big to fit all three on the control board.
Filter and separate lubricator have to be remote mounted. No sight
glass to set proper oil mist adjustment or see when the reservoir is
dry. Too hard to fill lubricator as the air must be drained out of the
whole system. Difficult to drain the filter.
7 NEW (STANDARD) SMC 2000 SERIES. Slick, modular
filter/regulator/lubricators combinations from SMC 2000 series. Factory
assembled as one compact component, and fits on the board. Nylon sight
glass (impervious to our chemicals and any naturally occurring
temperature on earth) on the lubricator. Metal bowl (s). Fills the
same way, but is adjustable, and visually confirmed. Same capacity as
the one we are used to. One touch drain. Time proven and reliable.
Less expensive too!
7 NEW (UPGRADE) SMC 3000 SERIES. Double the capacity modular
filter/regulator/lubricator as above, and still fits on the board.
Holds twice the lubricant. Filter is easy to drain without tools.
Similar features as above except lubricator can be filled under
pressure. No need to drain the system. Cost is about the same as the
trio we are familiar with.
7 OLD Electric air compressor. The current model is very good. A bit
expensive at around $300, plus freight.
7 NEW Latest technology electric air compressor from Viair, a world
class manufacturer. Higher electrical efficiency. (More bang for your
buck) Similar ratings. Recovery time is apox. 1 minute. (110 PSI/145
PSI) Stainless steel valves. Totally enclosed. Dust/moisture proof.
Used in automotive applications reliably for years. Has flexible
stainless steel braided leader hose, in line check valve and extra large
replaceable filter. Cost is about 1/3 less.
For more information, prices, etc. contact John at
jwmartin37@tstonramp.com or phone(661) 533-4831 (PST)
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