My LA built RT/SE doesnt have a loop in the rear axle line either. Just fyi...

Sorry everyone, my mistake, must be a weekend warrior's attempt from the past with an auto parts store brake line that was too long. Its this same line that made me very anxious to see how the Challenger's original lines differ from the repros though.

Dave, I noticed in the close up picture of your NOS gauges that the odometer didn't have the red 1/10 mile indicator. All NOS replacement speedo's would have come this way. Did you swap it back out to a black digit one?

Not to take away from Daves reply, he's probably burning the midnight oil, but to answer your question on the e-brake cable ends, here's what's on my DANA NOS cables.

Right cable to backing plate

Left cable to backing plate

I enjoy burning the oil too in research of my car. Thanks RT_6_PakShaker. Excellent original details on your very, very nice ride to say the least. Spent enough time reading back threads and the archives where this is destined for these past weeks to have seen your posts to know its a priviledge to hear from you tonight. Also read enough from DW by now to know its a priiledge to spend anytime on his thread and feel that he probably won't mind much when we throw around some good stuff, at him and each other the next few weeks and months.

A few here took interest to see the different cables on the Challenger and so did I, so will many more. We can see here in your pic the cables differ from one side to the other, one is armor spiral wrapped, one isn't, just like DW's Challenger and the many originals he has seen to confirm it. Also see a color difference in the two cable end rubber seals/grommets, and can see the seals are identical on each side to one another. Mr ECS, I wasn't in any way implying that the Challenger has a non original or non 100% correct NOS '70 piece. I am interested mostly to know if the '70 style cable end grommets were all large like shown, or if some mid-late '70 LH examples possibly had '71 cables w/ thin style end grommets installed and if this was the case as they may be the same size in length and possibly interchangeable. Anyone that has read my posts knows I am no expert and been easily misled like most others through disception, cloning, and false magazine articles and their owners and misprinted info from Chrysler literature itself, lastly a lack of witnessing documented originals such as this car is. The Challenger appears to be one of or the most carefully researched and documented cars to date and we're all finding out quick just how hard and to what lengths these guys worked on her.

Dave,
Not to change the subject but do you think that a couple of extra guys might come along to push this car on the lift for OE judging? We can't get the stupid thing started! Checked the blinker fluid and even glominated the magnito twice. Maybe it was the diesel fuel we put in it. Oh well!!!

(I really need a humor break at this juncture.)

I did a search through this thread but didn't find any mention of what kind of seam sealer you used on the firewall and between the fender and inner fender. What did you use?

This thread is amazing. Love it!!

Anny front suspension pics yet? Please?

Dave, I can't wait to see this car at the nats!
It frustrates me though, as I can't imagine my T/A restoration can ever come out as "day 1" as I would like as you have set the bar so high!
I have a question on your drum brake master cylinder. Can you post a close up of it on this car?
I did a lot of research on master cylinders back when I was an engineer at a very large aftermarket brake company and had access to several thousand NOS OEM samples from applications dating back to the 50's. Due to house cleaning in storage the only Mopar drum brake sample for the '67-'70 applications left was a newer Bendix sample that had a natural cast iron body and plated cap. From that I assumed that is how they were back to the start of production of this part in mid '66 in preperation for the '67 model year.
Sadly, shortly after an article I wrote on the subject went to press in Mopar Action, I came into an early datecoded used example, that when I started to clean the surface rust off, I found traces of black paint or e-coat. Subsequently I was able to purchase several very early date coded NOS examples that had black bodies with plated caps. E-coated prior to the casting being machined in fact. This actually agrees with my observations on most Bendix master cylinders made back in that era for Ford and GM. Disc Mopar MC's oddly enough were different, painted, not coated black, after final assembly of the master cylinder.
I've posted these observations along with pictures here on occasion but have grown hesitatant to discuss this issue further as the mob gathers to attack with their belief that Mopar drum brake master cylinders were originally bare cast iron and anyone who says otherwise should be burned at the stake!
Having NOS examples in hand and having been involved at my old work in a project to make both e-coated and bare metal versions of the same part (premium vs. budget line), I know what a nightmare and ultimately nearly impossible it is to segregate coated vs non coated parts in a manufacturing line. (black coated MC's were made only as replacement parts, the crowds theory goes).
In your extensive research and observations, what have you concluded on this subject?
Brad

Are you comparing NOS samples to assembly line, factory issue parts? If so, you will find that assembly line metal parts were usually not coated or protected due to their immediate use in production. The NOS parts that could/would end up on a shelf for months at a time usually had some form of protective coating in anticipation of not being installed for long periods of time. I hope I was clear as to the parts you had access to years ago. Were they replacement NOS pieces or were they manufactured as assembly line parts?

On a separate note, PLEASE never hesitate to post your findings and/or questions on this (or ANY) forum. The only way we learn is by everyone working together towards a common goal. There are some who are more concerned with being "right" than finding the truth. I will be the first to admit if I am wrong on a subject concerning these cars. I certainly do not have a problem doing just that because I had nothing to do with their engineering or production. As a matter of fact I was only 8 years old when these vehicles were being manufactured. I find it a privilege and humbling experience to be able to provide anyone with products or information that can be of assistance. Keep up the good work!!!
Thanks.

Dave

There has been mention of NOS vs. Assembly line parts throughout this thread. Here is an example (for the A/C people) where this comparison is very evident. The piece on the left is an NOS insulator for the low pressure A/C line. The black foam covers the copper thermal couple tube that comes off the expansion valve and slips into the low pressure line. The one on the right is an original factory assembly line issue piece. Notice how the assembly line version has the molded indention where the copper tube fits within the foam tube. The NOS foam piece is completely round and does not incorporate this molded custom feature. It is a small variation but one that is worth noting.

Dave,

Beautiful job. Another NOS vs assembly line difference I've noticed is the clip that retains the plug to the voltage regulator. From what I've seen 70 has a black plastic retainer from the assembly line, and all the NOS seem to have the metal clip. Have you seen descrepencies to this?

I'm not being critical, just wondering.

Thanks Cy

I personally have not noticed enough of a reoccurring theme to red flag a difference in metal vs. plastic voltage regulator clips. It might be as simple as a vendor/supplier issue. It could also be a variation from different time periods in manufacturing.