http://www.dmchelp.com/blog.php This is a discussion forum for the DeLorean car, company and man. Technical advice and more from professionals in the DeLorean industry. en Mon, 06 Feb 2012 00:02:27 GMT vBulletin 60 http://www.dmchelp.com/images/styles/TwistedDark/misc/rss.jpg http://www.dmchelp.com/blog.php http://www.dmchelp.com/entry.php?7-The-search-for-the-perfect-fuel-tank-1979 Tue, 17 May 2011 21:44:11 GMT In early 1979 at the request of John DeLorean, Lotus Cars and the DeLorean team commenced a search for a variety of products that would be specified... In early 1979 at the request of John DeLorean, Lotus Cars and the DeLorean team commenced a search for a variety of products that would be specified for the DMC12 to satisfy the car's ethos in being corrosion resistant. One of the first items to be investigated would be the fuel tank. Most production tanks made then were from mild steel and coated both inside and out. Fuel tanks often corrode from the inside after water ingresses into the tank during filling or via resident minute drops of water in the gasoline hence rusting from both sides.

Of many variants chosen to be reviewed a blow moulded plastic tank was one of the favourite options. Without the aid of the internet or on line business connections the only rout for investigation was the local library. After a few hours search a few possible contenders were identified. One of these was a French Company who I thought made the only production -on road - blow moulded fuel tank in the world and specified for the wonderful Renault R4. There were other applications and products made by other manufacturers for off highway applications but this was the only on road application I could find.

I sent a telex to the Company and offered to meet up when next in France - which was quite frequent because we held the joint DMC/Renault meetings at Renault (DRM) at their offices at Plessy Robinson, Paris, France. A meeting was arranged for one late afternoon after a scheduled DRM meeting and was to take place at Charles De Gaulle Airport in Paris specifically at the European terminal in the coffee shop.

Messr. Le Clerc representing the French supplier was identified by a good description given on the phone and he would be carrying two suitcases. On the button he appeared exactly as planned. There were two of us from DeLorean - Barrie Wills Purchasing Director and myself. Barrie took the lead and introduced us and details of our mission. We sat down at a the table and ordered coffee whilst Messr Le Clerc described his company and the products they made. His two suitcases were placed on the floor his side of the table out of sight from Barrie and myself.
"This a sample of one of our more complex mouldings" he said with a great deal of pride. He placed the article on the coffee table. It was a doll's body like the ones little girls play with but devoid of head, arms and legs. It was about 9 inches in length. He held the body up to the light so as to show the consistency of thickness. He marveled at the quality of the blow moulding.

Now, Charles De Gaulle airport is quite busy late afternoons and the coffee shop was no exception. The people on the next table stared as Messr. Le Clerc lifted from his suitcase one dolls body after another. Then doll's arms and legs appeared, all the samples being placed on the table until there was little room for the cups and saucers. We had now attracted a significant interest in the activity from not only the next table but others further afield in the coffee shop. Dolls parts were now piled high and Barrie not usually lost for words decided that another coffee was required and he'd hunt down the waiter.He was clearly disappointed that I had wasted his time by inviting this man who had no relevance to cars and certainly non to fuel tanks.

I assume by the length of time he was away that he'd gone to Heathrow London to get the waiter because he didn't return for some time, I was left talking to Messr LeClerc with an uninvited coffee shop audience listening to the conversation. I was red in the face.

At last Barrie returned and said briskly "Thank you - we'll be in touch" with that I was whisked off to check in for the flight. " What else did he say?" asked Barrie.

I remember Messr. Le Clerc's final words very clearly.

"He said - I had to bring the doll's because I'd look silly bringing the Renault R4 petrol tank into the airport!" Which of course his company did make but he took too long to get around to it that Barrie had lost interest.

Eventually we chose DYNO Industries in Norway as the supplier of the fuel tank for the DMC12.But this was only after a period of deliberating about the choice of supplier and process.

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?7-The-search-for-the-perfect-fuel-tank-1979 http://www.dmchelp.com/entry.php?9-The-Wonderful-tale-of-plasma-ignition-on-the-DMC12 Tue, 17 May 2011 21:43:11 GMT "The Basil Wainwright Identity"

An open letter to Basil Wainwright who passed away recently. A letter I would have liked to have written during his lifetime.

Dear Basil,

You may remember me from DeLorean Motor Cars - my name is Nick Sutton, we met just after you wrote a letter to John DeLorean in New York in 1980 telling him about plasma ignition your new invention that increased performance and reduced mpg consumption on motor vehicles. At the time Basil, you wouldn't know this but we were suffering from poor results as it relates to mpg and our submission to the authorities in the USA for our new DMC12 were looking a bit dodgy. Peter Allison wrote a letter to Mike Loasby telling him of the situation.

Peter was in charge of Safety and Emissions and associated legislation (for the history books - it was employee number twenty one that typed the memo as Peter's secretary- she was later to become my wife). The poor performance on EPA matters is an issue covered in Ivan Thallon's book Dream Maker. (Page 254 and onwards refers)

John DeLorean was keen to look at any way he could to improve the EPA situation. This is where I come in because your letter filtered down to me for action. After an initial dialogue on the 'phone we agreed to meet together with the Engineers at Lotus Cars in Norfolk. I recall the day well Basil because we were supposed to meet at 8:30 in Norfolk which meant a 5:30 am start from Coventry.

I never did thank you for arriving at 11:00 am - this gave me ample time to finalise a few loose ends at Lotus on other matters also to enjoy several cups of coffee whilst the Engineers and myself waited for you. Paul Fricker one of the experts at Lotus on engines you met was regarded very highly by all those around him and a very clever Development Engineer with a great future. So our meeting about Plasma ignition didn't take too long, I was there to take the minutes and to ensure everything went well. Therefore it was quite pleasing to leave Lotus early for once and travel home in the day light.

Must say though Basil I enjoyed your company - you were certainly enthusiastic and entertaining. It was possible that we spoke again a few years later but more of that in a minute.

My report was faxed through to Belfast that night and Lotus Engineering's report arrived early the next day both reports concluded that "Plasma Ignition" didn't do anything positive to our PRV engine also the development contract you wanted had some pretty big numbers. We thought that you must have gotten your telephone number mixed up in the quotation! So we decided not to take the issue further. This was communicated to John DeLorean. In fact the Lotus guys thought Plasma Ignition to be a figment of someone's imagination. Your patent for Plasma ignition reads:-

"Ignition apparatus for providing plasma ignition for an engine, which ignition apparatus comprises a switching circuit, a wave form generator for generating an a.c. wave form output, a power amplifier circuit for amplifying the output from the wave form generator, a d.c. to d.c. inverter, and a transformer having primary and secondary windings, the primary winding being connected to the power amplifier circuit for receiving the output from the power amplifier circuit, and the secondary winding being connected to the d.c. to d.c. inverter, and the wave form generator and the d.c. to d.c. inverter being connected in parallel so that during operation of the ignition apparatus high voltage a.c. from the wave form generator carries and sustains d.c. which is from the d.c. to d.c. inverter and which is required for the plasma".

Thought maybe reading it again after all these years it could have had a bit more zip to the flow of words? What do you think?

You would have really enjoyed this next bit Basil because you missed a chance of a life time when John DeLorean, a few days later, was interviewed on Northern Ireland local television (UTV) and said that he were going to use all the latest technology available on the DMC12 including Plasma Ignition and to be the first car in the world to have this system despite our comments for him to forget all about it! Think you missed a golden opportunity - but obviously you couldn't get this programme and his comments in your neck of the woods. Pity that you would have enjoyed it.

I recall from your business card that you had offices in Detroit, Paris, Tokyo and Yardley Wood Birmingham. I was born not far from your offices in Birmingham and know the area well. Not really the centre of Automotive Excellence Yardley Wood was it Basil?

Well, because of this fiasco someone had to take the wrap and as I came from the same part of the world as you and as I was the most junior at DMC involved in the issue so the person to take the blame was me. Therein after, you were always referred to as my "mate". This joke lasted for many years even when you got into trouble with the development of a high speed boat for the TV star Noel Edmunds and resulted in a high profile court case. You were always referred to as my "mate".

Incidentally you will be pleased to learn that Noel is back on main stream Television again and doing very well. I tell you this because I understand that the prisons in Thailand and Kenya don't show BBC Light Entertainment programmes and you may have missed this wonderful news.

But the real funny bit comes now Basil - one winter's night in 1982 when we were battening down the hatches on the DeLorean site in Dunmurry and getting ready for closure Barrie Wills (as acting M.D) and I were the last ones in the plant at Dunmurry. Things were bleak and not a lot to laugh about until one evening in November 1982 when the 'phone rang on Barrie Wills desk.

Barrie picked up the phone "there is a man on the phone" said the security guard full of excitement "and says that he can save the plant and the workforce and can he speak to the man in charge"

"Who is it that's calling? "asked Barrie to the security guard.

"Basil Wainwright "answered the security guard after a few seconds silence.

Barrie looked at me and said "It's your "mate" on the 'phone do you want to speak to him". I knew instantly who he was talking about.

Well tell you the truth Basil I can't recall if I spoke to you or not but after the phone went down both Barrie and myself collapsed in laughter. We couldn't regain our composure for several minutes.

In later years your activities around the world landed you in trouble more than once but I have to say you gave us all at DMC and Lotus a great laugh just when it mattered and generally at my expense.

With regards

Your mate



Nick Sutton


P.S Basil , I read a recent article from you of course before your demise from this mortal sod and thought that the titles you awarded yourself were a slightly, just very slightly over the top - extract as follows:-

BASIL EARLE WAINWRIGHT

Physicist & Nobel nominee

Peter the Czar award Russia

Expo83' Award Winner basilwainwright@hotmail.com

Doesn't the Hotmail.com give the game away a bit?

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?9-The-Wonderful-tale-of-plasma-ignition-on-the-DMC12 http://www.dmchelp.com/entry.php?10-A-bit-of-history Tue, 17 May 2011 21:41:29 GMT I first heard the name John DeLorean in August 1978 from the BBC regarding a major investment in Northern Ireland and a plan to build a car plant in... I first heard the name John DeLorean in August 1978 from the BBC regarding a major investment in Northern Ireland and a plan to build a car plant in Belfast. At the time I worked for a low volume car manufacturer in the English Midlands. At thirty years of age doing a job I had always wanted - what else could I want?

I heard nothing more of the name until a few months later in November when a former colleague asked me if I would be interested in joining the company. After visiting Belfast and agreeing terms I joined DeLorean Motor Cars on 4th December 1978. What I didn't know then was that this decision was to change my life not just in the short term but for the next thirty years and more. This why as an Englishman I am writing these notes at my home in Belfast and married to a lady from Northern Ireland for twenty six years who originally lived a hundred yards from the Dunmurry plant. She was employee number twenty-six working as a secretary in the Engineering Department at DeLorean Motor Cars Ltd Belfast.

On the 4th December 1978 my first day at DeLorean Motor Cars started when I caught the seven o'clock 'plane at Birmingham, England and landed at Belfast Aldergrove Airport fifty minutes later - the drive from the airport to Belfast, a distance of eighteen miles was grim - army road blocks, burned out buildings and many soldiers, all this was new to me. Now I really was looking forward to arriving at the factory and security in one piece. The reality of seeing the plant for the first time was different to that of my minds eye of a few minutes earlier. The site was seventy two acres of muddy fields with a feeble fence around the perimeter of the only building. My immediate comparison of the scene was that of the Mission Station at Rorkes Drift in the 1964 film Zulu! This image was to be prophetic as three years later I witnessed rioting at the outer perimeter fence with a large violent crowd pushing at the gates and a few weeks later burning buildings near to the perimeter. In his book "Hard Driving" Bill Haddad's description of these nocturnal and sometimes pyrotechnic events does these scenes justice. The Training Building would be home on and off for the next four years. Next to the Training building and adjacent to the perimeter fence would be the Quonset huts erected in July 1979 eventually burned down during rioting.

That first day I was introduced to Chuck Bennington the Managing Director and a few others including the American Engineers who came over from the US with Bill Collins, I still remember their names and personalities. As employee number sixteen I was introduced to John DeLorean and a little later given the choice of many vacant offices on the first floor overlooking the construction site. I settled in and unloaded my meagre possessions with the plan to obtain all my requirements from the stationary cupboard. No luck there - there wasn't one - this really was the start there were few amenities; a coffee room on the first floor of the Training Building and that's about all. I recall that the receptionist was an absolute beauty and a former Miss Northern Ireland. This humble building had been transformed from a former carpet company headquarters to the centre of attention of the world's press and glamour of an international Company by the addition of a beauty queen and several photographs of the DMC12 and John DeLorean - it was impressive - this is what the Japanese call "all front and no back" - a building without substance. But don't we all do this now and again in our business or personal lives?

On the way to my new office with coffee in hand I passed Buck Penrose's office and could not fail to notice a huge chalk board on the longest wall of his office - big chalk boards like the ones in school -and there on the board in several colours was the biggest and grandest critical path analysis I have seen from that day to this! There must have been several hundred event squares and decision markings. The length of this grand design must have been twelve to fourteen feet and about four feet tall. On the left was the start with a multitude of arrows indicating input and fourteen feet later a small circle with lots of lines going to the circle - this I assumed indicated the first production vehicle. How impressive, I thought, a plan in such detail and this place only going for a few months! The design and grand plan must already be fixed - just follow the route on the chalk board Nick and everything will be fine.

I am sure that Buck Penrose had every good motive for drawing such a grand plan but the reality was that the period of December to March 1979 was really the ground floor of a plan. We had nothing - a photograph of Bill Collins prototype car which looked magnificent and some costings put together by DeLorean US staff for NIDA (Northern Ireland Development Agency) and that was it.

My first task was to cost the car using the Renault power train, the VARI (Vacuum Assisted Resin Inject) process for the underbody and stainless steel skins. I had costed vehicles in earlier lives but usually I had a bill of materials or something more than a photograph.I asked for more information on the car as I couldn't go further without a lot more detail - but the car hadn't been designed and the full specification wasn't known. A few hours later I was given a 1:30 scale plastic kit model of a Lotus Esprit, it was suggested that I build the kit up from the chassis and cost the parts as I put them together. The box with the parts measured 9"x 4".

I commenced my task enthusiastically and immediately began to enjoy this new job my nose deep into the instruction manual and glue everywhere. I was making good progress; soon I was in another world back to my childhood. That is until I heard the voice of John DeLorean in the next office on the 'phone to his maid in New York and enquiring about his children - what if he came in and saw his latest high flying executive assembling a plastic childs kit car? My incomplete masterpiece was dismissed to the desk drawer very quickly and eventually into my book cupboard at home - where it lies to this day. I didn't use the model again. A few days later I was given a parts book of the Lotus Esprit again a book I still have and cherish - and costed the DMC12 from this and Chuck's verbal description of the vehicle interior. The Esprit parts book looked far more professional on my desk but was far less fun than the plastic kit car.

My job was Purchasing Manager for Production parts and the early months were spent at Dunmurry and then Lotus and also at the DeLorean Coventry office in England. For the first three years I visited the plant at Belfast once every week Lotus Cars for two days a week and the Coventry Office the rest of the week and at weekends. Monday morning the cycle started over again.

I met John DeLorean that first day and a few times afterwards including the "Open Night" at the factory, the infamous "Press Day" where I was there to assist and also at the plant in a couple of short meetings and at Lotus.

John DeLorean was not in Belfast that often and subject to criticism because of his absence and only once possibly overnight but not at the Warren House, the house owned by the Company at the edge of the test track.

There could be no doubt that he thought that he was a target for kidnapping or worse. Only a few years earlier a German Industrialist Thomas Neidermayer was kidnapped from his home in West Belfast and murdered. He ran the Grundig GmbH operation in Dunmurry a big employer in the area their plant being only a few hundred yards from the (to be) DeLorean site. It employed over eight hundred people. A short time after Herr Neidermayer's death the Managing Director of DuPont in Derry was murdered. Also Geoffrey Armstrong head of UK's British Leyland Employee Relations was shot in Dublin in 1981. The criticism about John DeLorean not staying a night in Belfast is really unjustified considering the history of the area and events that took place in the mid to late 1970's and early 1980's in Ireland. It was bad enough for us Englishman who worked at the plant but who wanted to shoot us? What kudos would there be in shooting Nick Sutton Purchasing Manager - infamous for costing cars, procuring car parts and making exquisite plastic model kit cars?

Because my job was technically based in Coventry and not Belfast, although I spent two to three days per week every week at the plant, I didn't get the same pay package as others who had relocated to Belfast who enjoyed what was and is still called "Danger Money" an issue that annoyed the locals who worked in the same buildings and also lived locally but were paid less. This issue is still debated today and there is a remnant of hard feeling about this policy. I was told that this premium was the only way to attract automotive talent from England to Northern Ireland. This same wage premium also called "Danger Money" is paid to English Civil Servants today who work in Northern Ireland and is now the subject to considerable debate - has the Head of the Civil Service in Northern Ireland not noticed that the war here ceased some years ago?

But Back to DeLorean.

It's only the Irish that could call a War that killed 3,800 people and injured another 50,000 the "Troubles" all this in a population of 1.8 million. I have trouble with my car, my roof, my lawnmower and less important things in my life; but the events from early 1970's until the late 1990's demeans the shame and loss of the community by applying the word "Troubles" in what was a tragedy for all that lived through the period.

These are the serious issues but there were many amusing events.

At the start of the programme modifications to the vehicle parts list came quick and often. There were a few local suppliers to the plant and one about a mile away from DMC.I needed a drawing to get to a local supplier very quickly. I asked if the drawing in an envelope could be delivered by the quickest possible method. A member of the Material Control team offered to deliver the package after work - this was winter 1979 - with army road blocks everywhere searching vehicles and looking for the slightest unusual activity. It was dark, the volunteer postman parked his car in a restricted area for a few minutes only, a restricted area and strictly forbidden by security reasons to leave a vehicle unattended, "only for a few seconds" he told me later. He rushed to the front door of the company that required the drawing and the urgent modification. He folded the envelope and pushed it fully through the letter box and ran back to the car before anyone would notice the car being parked unattended in a restricted area.

The good news was the letter and drawing was posted and eventually we received the modified parts the next day - the bad news was that that British Army had noticed a person running away from a building having pushed a suspect device through a letter box. He was thrown into the rear of an Army vehicle and asked for his identity and address. Further bad news followed because he lived in Catholic West Belfast, clearly then because of his address he was a terrorist by association. Not able to prove the contents of the envelope until the next morning he was jailed until 8:30 the next day until the supplier could confirm that the letter bomb was no more than a drawing and a note from me! Much to his credit the man worked all the next day at DeLorean despite having not slept. He lived off a few free beers for a short time until the next casualty told their tale. This story is true and typical of many events that occurred in Northern Ireland during the "Troubles". People in Northern Ireland still mask the obscene events that occurred here with humour and most stories told are similar. Who would want to talk about the threats, bombs and murders that we all experienced and if they did who would listen? But everyone likes a funny story. It was the spirit and determination of this man and many more like him that built the factory at Dunmurry.

But Back to DeLorean

I was recently reminded by Colin Spooner (The designer of the Production DMC12) about an event that took place at Lotus Cars in January/ February 1979. Colin filled in the gaps of my memory and I now recall the day as it unfolded. I met or more likely bumped into John DeLorean at Lotus he was there to talk to Colin Chapman, Mike Kimberley and Colin Spooner (I was eventually to become a Director of Lotus) - that same day Grumman Aerospace were invited to Lotus to present their design of the roof structure for the DMC12. It was no coincidence that they were there at the same time as John DeLorean, he must have advised them of his itinerary.

"John DeLorean" he said as he moved his arm out to shake my hand - had he not remembered me from Belfast I thought? - No, he didn't. But had he caught me a few weeks earlier with the plastic kit car in my hand at Belfast he would have remembered me alright!

Art August was the most senior of the Grumman people that day. Not only was the man impressive but he and his colleagues were dressed in manner that us country boys could only describe as an outtake from the film "Some like it hot" the gangster scene. Shinny hair well oiled straight back - mohair coats the lot but no violin cases! This is not to say they were not professional on the contrary they were the business; their presentation was state of the art. But we were not used of such overpowering presence. The only part of their design that would find its way onto the vehicle would be the cryogenically twisted torsion bar. Eventually made in Coventry, England

Grumman eventually made their presentation to Colin Spooner and a few others but they were really there to meet up with John DeLorean. They left Lotus that day after meeting the great man for a few minutes only, then to return to New York.

My records show that we spent $178,000 for the twisting machine itself and another £18,000 for tooling. Maybe these figures included a premium for injury to feelings.

SPS Industries made the torsion bar at their facility a few miles from the DeLorean Coventry Office at Spires House Greyfriars Lane England.

At its peak the Coventry office employed eighteen people. Highly motivated and talented would be an understatement. The office was established as an easy access to suppliers both English and overseas. Eighty percent of the UK supply base could be accessed within a one hour's drive of the office.

. GKN (Chassis frame ) 45 minutes
. Hills Precision (Instrument Binnacle ) 10 minutes
. SPS (Torsion bar) 15 minutes
. Chamberlain and Phipps 30 minutes
. Birmingham International Airport 30 minutes
. Or Lotus Cars two and a half hours.

The office was open seven days a week and ferried drawings from Lotus to Coventry on a daily basis. Every day for three years there was a Purchasing representative of DMC at Lotus Cars to liaise with suppliers and Lotus and to bring drawings or messages back to Coventry. Copies of all drawings of the DMC12 were kept at the Coventry Office. From this office we placed production orders for tooling to the value of just over £13 million.

During the three years the Coventry office existed we received three bomb alerts the building cleared on each occasion - the police told us that the threats were directed to the Council Offices which were in an adjoining building - but the they never told us the back ground or details. We were kept in the dark. On one occasion in the early days I had a visit from the Police Special Branch Sergeant (involved in anti terrorism) asking if I could advise him of any unusual movements of material or people from West Belfast to England. As I am really quite fond of my body and in particular my patellas I advised him that it was unlikely that I would be able to assist in his enquiries - much to my annoyance he phoned me frequently until early 1980 and then gave up.

In October 1982 with John DeLorean's arrest the Coventry office was closed Friday 5th November the last members of the office had a goodbye drink at the local pub. The next Monday I was off to work in Belfast for three months to assist in the closure of the Dunmurry plant. After a few beers I went home.

But back to DeLorean Coventry office early the next day to collect two thousand three hundred and twenty three drawings of the DeLorean DMC12 to keep them safely stored in my garage at home. Just in case..just possibly?

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?10-A-bit-of-history http://www.dmchelp.com/entry.php?11-Suppliers-to-DeLorean Tue, 17 May 2011 21:38:51 GMT DeLorean Motor Cars Dunmurry supply base On the 19th February 1981 Jim Prior Secretary of State for Northern Ireland made a statement to the... DeLorean Motor Cars Dunmurry supply base

On the 19th February 1981 Jim Prior Secretary of State for Northern Ireland made a statement to the House of Commons that DeLorean Motor Cars would enter Receivership under the guidance of Sir Kenneth Cork and Paul Shawell leading partners of Cork Gully and Coopers and Lybrand respectively. During the debate that followed his announcement of Receivership a figure of 7,000 jobs at risk was discussed. Given that 2,500 of these were at DeLorean Dunmurry the balance would be within the supply base that is another 4,500 jobs. Of course the assumption was made that these were all within the United Kingdom - this assumption was quite wrong. It prompted me to write a few notes relating to the supply base and the details I can recall about the individual suppliers.

For this first blog I thought I'd start with the soft Trim suppliers.

The largest of these was Trimtech Ltd based at Apollo Road Belfast. The company being a joint venture between Chamberlain and Phipps Ltd of Northampton and DeLorean Motor Cars Ltd. The company supplied the soft trim assemblies including seats, centre console, door panels, A post assemblies, gear lever gaiter, B post rear quarter and many of the smaller trimmed assemblies. The leather was supplied by Bridge of Weir, foams by British Vita, the moulded wood substructure by Fibreform Ltd. Vacuum formings by Lotus Cars Ltd.

Without question the most complicated and frustrating of all these parts was the A post assembly. It is possible that throughout the life of DeLorean we probably went through 20 to 30 designs. Most of the problems were with the foot of the A post where it interfaces with the foamed top panel. It was planned that eventually the sub structure of this leather trimmed assembly would be moulded fibre. But I'm not sure if we ever got a stable design to allow us to tool the product and obtain a viable cost for the assembly. Initially the substructure was a glass fibre moulding (made by Lotus) the leather was eventually left untrimmed to allow the line operator at DeLorean to tailor the GRP and the leather. Then as we gained some confidence in the design (another incorrect assumption) we went to a vacuum forming sub structure but again due to fit problems we left the foot (a three dimensional foot that looked a lions paw) untrimmed. This was a nightmare of a part!

There were about 100 to 150 employed at Trimtech's facility. Chamberlain and Phipps in Northampton supplied the top foam filled item that is situated just below the windscreen.

The centre console sub structure was made by Pressed Felts Ltd of Manchester and supplied to Trimtech in parts. Trimtech assembled the sub structure - then trimmed the part and supplied it ready to fit at the DeLorean plant. Pressed Felts also supplied the headliners direct to DeLorean.

The manufacturing process used by Pressed Felts to make these parts was widely used in the European Car Industry. The felt used was recycled cloth - unwanted clothes, old shirts, suits, pullovers etc. The rags were cleaned and boiled down and resin added to give some substance and to allow the material when added to a hot mould to be thermo set using low pressure tools. The first of the Green Community! So whose old shirt do you have in your DeLorean?

The sun visors were supplied by one of only two suppliers in the UK capable of making these products - Morgan Soft Trim. Sound insulation by Becker Acoustics of Rugby.

Initially the carpet was a standard weave made by Firths Furnishings of Heckmondwike in Yorkshire England but for 1982 MY cars we changed to weave specific to DeLorean and therefore left the supplier with many, many sqare feet of unwanted carpet.

Next time exterior trim.

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?11-Suppliers-to-DeLorean http://www.dmchelp.com/entry.php?12-DeLorean-quot-Why-it-failed-quot Tue, 17 May 2011 21:35:22 GMT This is the original posting on the DMCtalk web site and invite comments from owners, ex-employees or people who want to know more about the time. ... This is the original posting on the DMCtalk web site and invite comments from owners, ex-employees or people who want to know more about the time.

I have just registered to DMCtalk.com and as a former employee that was made redundant from the factory in Belfast 26 years next week I'd like to make a few comments about the company and the car.

I was employed by DMC Belfast for just over four years and only one of a handful of employees to have achieved the four year milestone. Starting December 1978 and finishing January 1983.My job as Purchasing Manager was to procure the parts designed by Lotus and to undertake the daily relationship with Lotus and the DMC supply base. Initially also procuring the basics for the Belfast DeLorean facility and the early commitments on specialist equipment to be used in the factory. My employment after Receivership (February 1982) was to assist in any possible rescue plan and the supply base.

After a short wait following my redundancy from DMC in 1983 - twenty five years to be exact - The DeLorean theme came alive again when Ken Koncelik invited me to Gettysburg for the June 08 DeLorean Show. Apart from being overwhelmed with the show, its format and the professional way in which the event was organised I was also impressed by the enthusiasm of the attendees. And the cars were amazing! Not given to being easily impressed I can not remember an event in my adult life where all my dreams came together in four short days. It was a terrific experience. The highlight for me apart from seeing so many DeLoreans was Matt's Museum a collection of information about DeLorean I didn't think would exist in one place -superb!

Since that trip I have trawled many of the DMC web sites reviewing research, opinions and theories but most of all I have been impressed with the detail knowledge by many members of various organisations regarding their knowledge of DeLorean Motor Cars, the Car and the Development of the product at Lotus Cars.

However, there is one posting on this and other DMC web sites that repeats and doesn't seem to be answered unequivocally " Why did DeLorean fail" there are many theories and opinions.

But there are no postings that I can see that ask why did "DeLorean succeed". Building a factory on a seventy two acre site, training a workforce of two thousand five hundred people and procuring over two thousand individually designed parts doing all of this in the epicentre of an area of conflict in a region of the United Kingdom generally regarded as being at war - all this in twenty four months - from the start to the shipment of the first cars - and making eight thousand vehicles in it's short life. The opposition would take double this time and probably double the budget. Modena and Stuttgart must have been envious!

The book Stainless Steel Illusion is probably the best I have read describing the plant and facilities in Belfast but mentions very little as to how the car and factory were built - John DeLorean's book rarely mentions the plant - I have read it twice and can find few references to the achievements of 1978 - 1982 in Belfast.

Even the film by Pennebaker is flawed - there is one scene shown of the Belfast plant in mirror image the editor had not checked the detail - and other parts of the film were certain meetings were cut and pasted - (see the scene where a Director of DMC storms out of a meeting - the question put to him was not the one that annoyed him) Having attended this meeting I can attest that this and other parts of the filming were condensed for the sake of brevity.

Bill Haddad's book "Hard Driving" was I am sure, typed at least in part, as I can still see him in my minds eye at his Remington Rand typewriter in the Training Building in Belfast at a window on the ground floor facing the main Assembly Building with his coat on the back of his chair and the ubiquitous suspenders (English bracers) over his shoulders. What story was he writing as I seen him typing oblivious to anyone around him?


The documentary "Car Crash" released in 2004 and Robert Lamrock's earlier documentary were both good but due to time and the other sensational aspects of the story that needed to be covered couldn't really fit in detail of the incredible achievement of the two thousand five hundred people who made John DeLorean's "Dream" happen.

Ivan Thallon's book "Dream Maker" fails to emphasise the good in what turned out to be a very sorry story. His Belfast sources for the book located within the plant appear to have a negative view of the company. In reality most of these sources must have seen very little after five o'clock in the evening just before most of the fun started at the outside the security gates just near to the Training Building. This entertainment supplied by the protestors and rioters occupied considerable energy and patience of the DMC Security, police, army and local DMC management that gathered inside the plant to protect the occupants and buildings. The nocturnal events of March 1981 to late summer inside and outside the plant were extraordinary to say the least and go unrecorded and the management unrewarded for their considerable efforts.

My ex DeLorean colleagues who were Senior Managers at DMC have similar views as my own regarding the lack of history or to put it correctly accurate history associated with the building of the plant and the making of the car in this period .All have remarkable stories of endurance and fortitude in the face of enormous difficulties. Some amusing others sad, some quite remarkable some heart rendering.

The legend and integrity of John DeLorean remains intact in Northern Ireland and it's difficult to find a person here in Belfast, other than, quite naturally Government officials that would say a bad word against him. The reasons for failure of DeLorean Motor Cars deserve many more pages but the main theories posted on web sites and some of my own are:-

. The original deal with the British Government being flawed as it gave credence to excessive employment via grant aid and promoted excessive employment
. The dollar pound exchange rate adversely affected profitability.
. A world recession
. Bad weather in North America
. Unrestrained optimism regarding volumes
. A plot by the "Big Three"
.The real killer was the ramp up to 80 cars per day
However given all these issues it's the man in charge that takes the wrap quote Harry S Truman "The buck stops here". So the blame for the initial failure of DMC and it's entry into Receivership has to be with John DeLorean for that and no other reason.

But failure is one thing - to correct a wrong is another.

A further posting on your web site could be "Why wasn't the DeLorean factory resurrected from the ashes of failure?" That's the real story and should answer most of the questions and queries the reader has about John DeLorean, The British Government, The Receivers and Directors of the DeLorean Motor Company. The heroes and villains come to the front when this question is answered.

To try and then fail is human and in most part admirable - but why didn't the factory start up again with new finances new management if necessary - it was all there in many guises and many attempts - the failure to take advantage of these late opportunities is the real sin and is unforgivable to me and the people of Dunmurry and Twinbrook in Belfast who for us DeLorean Motor Cars was not just a dream but the reality of hard currency a livelihood, and a hope for a better future.

Every rescue plan that appeared and this included the one where I was a member failed because the sales rights of the car in the USA belonged to John DeLorean each occasion that a deal came close John DeLorean refused to discuss the transfer of sales rights in the US to any rescue party.

The British Government tried hard to keep the plant alive and there was no plot by the big three and the recession didn't help. Greed or pride was the overwhelming factor in the failure of DeLorean Motor Cars both the initial and ultimate collapse. The man responsible for this was John DeLorean. Perhaps it is better summarised by a quote from the bible Job 1:21 "The LORD gave, and the LORD hath taken away"

I remain immensely proud of my part in the building of the plant and car.

Nick Sutton
DeLorean Motor Cars 1978 to 1983

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?12-DeLorean-quot-Why-it-failed-quot http://www.dmchelp.com/entry.php?13-Back-to-the-factory-after-28-years-absence Tue, 17 May 2011 21:34:36 GMT This week I was invited to the DeLorean Plant in Belfast by Ulster Television who are producing a short clip about the factory the car and the people... This week I was invited to the DeLorean Plant in Belfast by Ulster Television who are producing a short clip about the factory the car and the people that worked for DMC. The clip is planned to follow on from a news article UTV are undertaking for the release of "Back to the Future" in Blu Ray.

Although I live only eight miles from the plant and pass the test track perhaps one or twice a week and have done so for many years I have not been inside the factory since I left the company in January 1983 - almost twenty eight years ago. I have only seen the outside of the fenced perimeter viewed from the main road (Creighton Road) that runs adjacent to the test track.

I accepted the invitation from UTV with a high degree of trepidation not because of the presence of the TV cameras but wondered how I'd manage emotionally after all this time stepping back in to the factory. For four years from December 1978 to January 1983 DeLorean Motor Cars was my life nothing else existed or mattered. I knew the factory well and had seen it grow from a green field site to production in just over two years. To witness the company fail after so much effort by the whole workforce was shattering. At I least found another job in the car industry others were not so lucky and many tossed onto the rubbish heap of life not able to get another opportunity to work.

I arrived at the main gate of Montupet the company that now occupies most of the ex DeLorean factory, they make car cylinder heads, I was deliberately early to see how I'd manage in the first few minutes without the others, who were yet to arrive I was doing well and under control. The TV crew and Robert Lamrock arrived ten minutes later, Robert brought his DeLorean. Also invited was Joe Murray who worked in the maintenance department of DeLorean he started at the factory in early 1979.

With everyone now present - this was it - off to the test track. I walked with the Producer around the navigable part of the track close to the pave and water splash area. It was difficult to make out because of the undergrowth and a lot of the track was hidden as bushes and trees on both sides had met in the middle. Tony Swan had given me a wonderful photograph of the track during my recent visit to Lexington it was taken when the track was just completed in late 1980. This was a great aid to show the visitors the rough layout of the circuit. It was difficult to imagine that DeLorean Cars once sped around the track; this was a blessing because had my imagination caught a car in my mind's eye I'm not sure that I'd have been up for the interview that followed.

The interview went OK - the producer told me that it would go out at 7:30 pm on 11th November -Remembrance Day of all days! They took shots of Robert and his car at the base of the test track at the turning circle. It now was getting dark so the TV crew decided to continue filming inside the factory, they set up shop in the ex DeLorean body shop and lit the scene with their portable lights. The DeLorean body shop is an immense building with a floor space of 191,000 square feet with a huge hump in the roof built to accommodate presses should we have later chosen ERM as the route for body parts. Gone now was the smell of styrene that accompanies the use of polyester resin and gone the noise from the pneumatic linishing flaps used on stainless steel panels to cover blemishes or accidental damage to the panels. The building was almost empty a few sand bags here and there. Next, the interview with Joe Murray it was his turn before the camera. Joe is another DeLorean enthusiast and I'm sure he doesn't mind me saying that he could talk for Ireland on the subject.

The crew finished finished at 4:30pm and I left the site knowing that I'd exorcised one more DeLorean Motor Car ghost but there are a few more to bury before I'm going to be content.

Nick Sutton

© Copyright 2010 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?13-Back-to-the-factory-after-28-years-absence http://www.dmchelp.com/entry.php?8-Just-another-evening-shift-at-DeLorean Tue, 10 May 2011 22:01:00 GMT As though we didn't have enough problems, things were made worse by numerous bomb scares made during the summer months of 1981. These resulted in the entire factory being evacuated and the premises searched to find the device. This involved the search of seventy two acres of land and fourteen acres of buildings. The whole process could take up to an hour to complete. The workforce from the body shop, maintenance and EPA buildings were evacuated to the grassy banks of the Seymour hill entrance outside the factory gate. With the search complete the all clear was announced by the Personnel Director, Myron Stylianides using a megaphone inviting everyone back to work; his announcement had to be repeated more than once particularly for those with hearing difficulties, which appeared to be most of the workforce who were now quite relaxed bathing in the summer sunshine.

Daytime threats were rare most hoax calls came at night in the early hours. Research into the threats by the DeLorean security staff and Police revealed surprisingly that the night time bomb threats were made from inside the DeLorean factory complex from the main assembly area. All 'phones in the factory public areas were usually programmed for internal use only; except for one in the assembly shop which was permanently connected by mistake and the phone allowed outside calls. This was the phone used by the caller. A plan was made to catch the culprit. This needed to be undertaken in complete secrecy.

The calls came at the same time in the early morning a few hours before the night shift in the body shop was due to finish. A call two hours before the end would result in an early finish of the shift as it seemed pointless to get things restarted just for a few minutes. The security people knew the location of the calls and the telephone used. The phone was mounted on a support stanchion in the storage area in the assembly building which finished operations at 10 p.m. The Assembly building were the phone was positioned covered six acres and included production lines and material storage areas with wide aisles to allow fork lift truck access. It was the next building to the body shop. The Assembly Building area was lit only by emergency lighting after 10pm.

It was later that I learned the details.

One night just after the assembly shift finished at 10pm security staff set themselves up in a large crate with a good view via a cardboard flap of the phone in question. The crate was not out of place as the area was used for material storage and large boxes of many kinds were usual in the location. The security staff complete with torches and thermos flasks and seats waited for the bomb hoaxer to make his call and sat quietly in the crate in a state of nervous expectation.

First to be seen in the early hours was a person practising roller skating in the huge aisles. Alternatively speed skating down the aisles then a pirouette to complete his performance. A good catch but not what they were after. Then almost to the minute of the expected call a man approached the stanchion. He looked up and down the assembly shop and either side of the stanchion before he lifted the 'phone. He dialled. This was him.

The security staff ran from a large flap in the crate to the man, phone still in hand."What are you doing" said the Security Chief.
"Calling my Auntie in Australia" was the answer. "Everyone knows you can make outside calls from this 'phone". This is indeed what he was doing.

The hoaxer was never caught and the 'phone changed to internal calls only. There were no more early finishes in the Body Shop.
Perhaps the roller skater went on to greater things and that GRP fabrication was not his forte. We never found out his identity.

© Copyright 2011 - Nick Sutton (reproduced at DMCHelp.com with permission) ]]> nick sutton http://www.dmchelp.com/entry.php?8-Just-another-evening-shift-at-DeLorean http://www.dmchelp.com/entry.php?4-DeLorean-Keys-and-Key-Codes Sat, 03 Apr 2010 22:44:04 GMT *All DeLoreans use the same ignition key* - part number 109100 - reproduction molded head key blanks are available from all the full-service... All DeLoreans use the same ignition key - part number 109100 - reproduction molded head key blanks are available from all the full-service vendors for about $13 each. The ignition key is the same key that is used on the locking gas cap (if fitted to your car) and the locking compartment behind the driver's seat. The DeLorean glove box was never fitted with a lock from the factory.

If possible, try and have the key cut from the key code, you may have to do some research to find both the code and a locksmith in your area who can cut from the code. On VIN's LATER than 4200, the key code will probably be written underneath the drivers side headliner. It will be a 4 digit number starting with a seven, and possibly prefixed with a "K", as in "K7093". If your car is VIN4201 or higher, your ignition key should also match your doors. If your car doesn't have anything written under the door headliners, contact DMC (Texas) at www.delorean.com, as we have a incomplete list of VIN and keycodes and may be able help. If you cannot locate a key code for your car, but have an existing copy, we can usually decode it from a good, closeup photo of it. In the unhappy event that you have lost your keys, and do not have or cannot get the code for your car, a trip to a locksmith is definitely in your future.

Two different style of door locks were used on the DeLorean. They can be identified by their exterior appearance. Early style locks are all black in appearance, and the later style locks are have a black ring around the center silver circle where the key is inserted. These later style locks use the 109100 ignition key described above, hence the description "one-key" system. If it does not work in your ignition, odds are that your door locks were changed at some point and were not keyed to match your ignition. They can be re-keyed to match your ignition by a competent locksmith. If you are unable to locate a locksmith to do this, contact your nearest full-service vendor. They usually have a locksmith they deal with and can arrange to have the work done for you.

If you have the early style (two key, one for doors and a different one for the ignition) locks, your original door key contained a little lightbulb and battery. There are no more known stocks of ORIGINAL key blanks for these locks, though generic key blanks (Curtis Industries BL-1 or Ilco X169) can also be used. A reproduction of this illuminated key has been produced, but with a 109100 blank, and will only work in later style door locks, ignitions, cubby boxes and locking as caps. This can be found under part number 106245 from full-service vendors and deloreankeys.com for about $30.

Again, if possible, try and have the key cut from the key code, you may have to do some research to find both the code and a locksmith in your area who can cut from the code. On VIN's PRIOR to 4200, the key code will probably be written underneath the drivers side headliner. It will be a 4 digit number starting with a three or five, and possibly prefixed with the letters "WR", as in "WR5004". THIS IS NOT THE CODE FOR YOUR IGNITION. Instances of the key code for the ignition being written under the headliners of a pre-4201 VIN are few and far between. If your car doesn't have anything written under the door headliners, submit a support ticket as we have a incomplete list of VIN and keycodes and may have one for your car. If you cannot locate a key code for your car, you will have to employ the services of a locksmith to get anything other than a "copy" of your existing key. There are also known instances where the locks were changed on a car after it left factory, meaning that the code written under the headliners will no longer be correct.

In the unhappy event that you have lost your keys, and do not have or cannot get the code for your car, a trip to a locksmith is definitely in your future. If your early style door locks are damaged, odds are that your local locksmith will NOT be able to repair them. Also, removing the early style locks usually breaks the plastic clip that holds them in place, and this clip is no longer available. Unless you are dealing with a concours car, consider upgrading to the later style locks and having them keyed to your ignition key - part number 110192A. This is a relatively simple DIY (do-it-yourself) task that can be accomplished in a few hours. Contact your full-service vendor for details on this option. ]]> DMCH James http://www.dmchelp.com/entry.php?4-DeLorean-Keys-and-Key-Codes http://www.dmchelp.com/entry.php?3-New-Parts-for-2009-Year-in-Review Fri, 05 Feb 2010 20:54:36 GMT *I was looking back at the new parts we either brought back or went from NOS to reproduction this year and thought that it might be of interest to... I was looking back at the new parts we either brought back or went from NOS to reproduction this year and thought that it might be of interest to everyone here. NO ONE in the DeLorean community introduces as many new parts each year, and the reason we are able to do so is YOU. Thank you for supporting DMC and our family of dealers. It ensures that your future DeLorean parts needs will continue to be met.

1. LH Dash End Cap - Black or Grey

Often damaged getting in/out of the car, unavailable for some time. Reproduction made from urethane - much more damage resistant.

2. RH Dash End Cap - Black or Grey

Often damaged getting in/out of the car, unavailable for some time. Reproduction made from urethane - much more damage resistant.

3.LH Escutcheon

Originals often cracked or broken, originals were unavailable for some time. New reproduction part from DMC (Texas).

4. Glovebox insert

Sturdy fiberglass replacement - flocked as per original on the inside. Drop-in replacement.

5. Improved window switch

Improved switch mechanism, optional illumination with no wiring mods.

6. Dashboards

Modern reproduction made from injection molded plastic. In black or grey. Less than half the old NOS price.

7. Front & Rear Brake Discs

New supplier used factory original drawings to tool, cast and machine discs to the original specification as opposed to previously available but not exactly correct crossover part sold by others. New lower price, too.

8. Seatback release/Pull strap Bezel

Previously unavailable, reproduced by DMC (Texas) in 2009. Necessary to upgrade to later style, integrated pull straps.

9. Trip Reset Shaft Spacer

Previously unavailable, reproduced by DMC (Texas) in 2009. If you have a broken trip reset shaft, and the broken pieces are missing, you need this.

10. LH Grab Handle - Black

Previously unavailable, reproduced by DMC (Texas) in 2009. If your early style pull strap has damaged your grab handle, the new urethane replacement is more durable and looks identical to original.

11. Fuel Filter

NOS supply exhausted, and Bosch replacements leak. We contracted with a new supplier to have these made, and lowered the price, as well.

12. Digital Transmission Computer Governor

The new digitally controlled transmission computer is a much better unit that is a drop-in replacement for the original, at a much better price than a rebuilt original.

13. Fuel Injector Clips

It's the little things that can hang you. These clips were discontinued, so we had them reproduced - new from DMC (Texas) in 2009.

14. Inner & Outer Hood Release Cables

New supplier brought online by DMC (Texas) in 2009 brought the prices down for these parts.

15. Inner & Outer Throttle Cables

New supplier brought online by DMC (Texas) in 2009 brought down price on the inner, and brought back the previously unavailable outer cable.

16. Angle Drive Retaining Nut

New supplier brought online by DMC (Texas) in 2009 brought the prices down for this part.

17. Lower Speedo Cable

New supplier brought online by DMC (Texas) in 2009 brought the prices down for this part.

18. All aluminum Radiator

New high efficiency radiators with all aluminum construction - core and side tanks.

19. AC Vent Plugs

Introduced by DMC (California) - plugs the vents in the left and right kneepads to force airflow the center console vents.

20. Deflector Plate Retaining Strips
DMC (Northwest) supplies this superior product to the DMC family of dealers at a better price than competing products.

21. A/T Upper Shifter Cover

If you want to replace more than just the warped DMC logo on this part, the entire upper shifter cover is a new part from DMC this year.

22. Complete molded carpet sets

Complete molded carpet sets, created from an original underbody, in nearly any color you can think of, including the original light and dark gray.



We also have a number of parts in production or prototyping/sampling for 2010 release. ]]> DMCH James http://www.dmchelp.com/entry.php?3-New-Parts-for-2009-Year-in-Review http://www.dmchelp.com/entry.php?2-Engine-numbers-frame-numbers-and-VIN-s-oh-my! Fri, 05 Feb 2010 20:46:45 GMT Matching numbers is a phrase often used in the collector car hobby, but for different people it has different meanings, the definitions of which are... Matching numbers is a phrase often used in the collector car hobby, but for different people it has different meanings, the definitions of which are beyond the scope of this blog entry.

Fortunately, in the DeLorean hobby, it really doesn't matter, anyway.

The complete VIN on a DeLorean is located in two places - the pop-riveted plate in the driver's side door jamb, about knee level, and the pop-riveted or glued plate on the dashboard.

The former almost always lists the "build month/year" though we know from my other blog entry that that is not always accurate. The build month/year may be stamped or embossed, with stamped dates more characteristic of early build cars. There is at least one, maybe two known cars where this area is blank, having never been stamped or embossed.

There are a couple other locations where you are likely to find at least the last five digits of the VIN, and those are on the stainless under the door headliners (as in my other blog entry) and on the rear cross member of the frame, behind the impact absorber.

The numbers under the headliner can be off by a few, dead on, off by 5000 (as in my other blog entry) or missing completely (typically on very early cars). The numbers on the rear frame cross member can be off in a similar fashion.

The ENGINE number is embossed on a metal plate attached to the block almost hidden by the catalytic converter. It has no correlation to the VIN in any way.

The FRAME number is on a metal plate welded inside the left rear frame rail, in the engine compartment. Often covered with dirt/grime/corrosion, it can be either an embossed number (typically on later frames) or an apparently handwritten/welded number on the earlier frames. It also has no correlation to the VIN in any way. ]]> DMCH James http://www.dmchelp.com/entry.php?2-Engine-numbers-frame-numbers-and-VIN-s-oh-my! http://www.dmchelp.com/entry.php?1-When-is-a-1983-model-not-a-1983-model Fri, 05 Feb 2010 20:27:41 GMT Though I have covered this subject before in a few postings, I thought it might be a good place to start my blog postings. The 1983 model DeLoreans... Though I have covered this subject before in a few postings, I thought it might be a good place to start my blog postings. The 1983 model DeLoreans (per the Vehicle Identification Number or VIN) all end in this format:

DD015XXX
DD016XXX
DD017XXX
DD020XXX

1981 models end in BD00XXXX, and 1982 models end in CD010XXX and CD011XXX.

First, a bit of back story...back in January 1982, when the factory (DMCL) was placed in receivership by the British Government, DMC (in the US) was no longer able to import any completed cars from the Northern Ireland factory without paying for them in advance. However, the factory continued to produce cars at a reduced pace up until May 1982, and by some accounts at an even further reduced pace up until the factory was closed in October 1982, shortly before John's arrest.

All of these cars were parked either at the docks in Belfast or on the grounds of the factory.

After DMC (the US company) filed for bankruptcy in late October 1982, Consolidated International (which had loaned DMC money against already completed cars in the states) moved to take possession of those cars. Consolidated then contacted the British Government about taking over the factory. In the end, Consolidated decided not to do that, but did buy all the remaining parts as well as the completed cars in Belfast, along with the partially completed cars still on the assembly line and the remaining stocks of parts in the factory.

Consolidated soon discovered that all of the already assembled cars in Belfast were 1982 models, with CD10XXX and CD11XXX VIN's. By now it is late 1982, and by the time these cars are shipped from Northern Ireland to the states, cleaned up and sent to dealers, it would be spring or summer of 1983, and these cars, though new, would appear to already be one year old.

Consolidated then took the unusual step of having new VIN plates made for these cars, changing the VIN by adding 5000 to the existing VIN on the car, and changing the CD to a DD - effectively turning them into 1983 models.

Therefore, any 1983 model which has a VIN ending in DD015XXX, DD016XXX or DD017XXX was actually a 1982 model with an original VIN ending in CD10XXX, CD11XXX or CD12XXX. This cars are usually identifiable by having a dash VIN plate that is glued on, rather than pop-riveted in place - apparently the riveted dash VIN plates were easy to remove with the windshield in place, but impossible to put back into place with rivets. Removing the VIN plate from an original dash will show the original rivet holes, covered by the glued-on VIN plate.

This can also be verified by removing the door headliners, which will usually reveal the original VIN written as V10XXX in black magic marker, which will invariably be 5000 LESS than the number stamped into the VIN plates on the dash and door jamb.

The build dates on these re-VIN'd cars appear to be assigned more or less at random, typically August 1982 for 15XXX and 16XXX cars and September 1982 for 17XXX cars. However, all these cars were assembled and completed much earlier, from January to March of 1982, judging by the dates under the headliners and also the build dates of the other cars that still carry their original VIN's.

Perhaps the only "true" 1983 models are the DD020XXX cars, which were the last 105 cars that were partially assembled when DMCL ceased production and completed in December 1982 when Consolidated International acquired these cars. ]]> DMCH James http://www.dmchelp.com/entry.php?1-When-is-a-1983-model-not-a-1983-model