1956 Sebring Corvette #1 Details

[Bill M.]

Re: 1956 Sebring Corvette #1 Details

As I understand it, the wheels used on the 56 Sebring cars were structurally marginal, and some developed cracks. We're talking Mar 56. Then, 3mo later, the PRODUCTION 56 SR cars got the wheels with the longer, larger, stronger spoke configuration. That's a really short time for a change to occur. But then I don't know what Halibrand's design, development, production capabilities were back in 56. Furthermore, did that quick of a change in wheel configuration occur as a result of pressure from GM?

Here's another piece to the Halibrand design change puzzle: A friend's dad (Mr. Carr) owned the white SR1 that has been restored. In 1960-1961 I got a chance to look it over carefully. One of the Halibrands was cracked and had a small plate of steel bridging the crack. The bridge was screwed into the wheel on each side of the crack. The crack was in the spider area of the wheel, not in the rim area. (By 1962, Mr. Carr had replaced the SR1 with a Ferrari.)

[Loren L.]

Re: 1956 Sebring Corvette #1 Details

On the original Camoradi hardtop, Young paint sales' computer read the blue stripe as 1960 Chevrolet Royal Blue.

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

In 1960-61 cars had metal dashboards, no seat belts,solid steering columns, and drum brakes. So since safety wasn't much of an issue, who am I to frown on a metal strap to keep the center of the wheel from separating under 400 ft pounds of torque!

Here's another piece to the Halibrand design change puzzle: A friend's dad (Mr. Carr) owned the white SR1 that has been restored. In 1960-1961 I got a chance to look it over carefully. One of the Halibrands was cracked and had a small plate of steel bridging the crack. The bridge was screwed into the wheel on each side of the crack. The crack was in the spider area of the wheel, not in the rim area. (By 1962, Mr. Carr had replaced the SR1 with a Ferrari.)

[John N.]

Re: 1956 Sebring Corvette #1 Details

The story is the Halibrand tooling was wood. The extended reinforcement should have only required design and radiusing of five new spoke pieces since the wheel is essentially the same otherwise. Once pressed into the sand, the impression determines the final appearance of the cast magnesium. I don't think based on the limited number that Halibrand would have had trouble with the design change. I've heard the relationship with GM was both strained and overwhelming for Ted Halibrand the founder.

I have seen a number of the Halibrand wood patterns. They are beautiful works of art and would made great museum pieces. (They may be mahogany). I have heard that Ted was a racer first and manufacturer second. He would build what the customer wanted as long as he wanted 1) to produce the part and 2) work with that customer.

The magnesium wheels are subject to excessive corrosion and become unsafe. Mr. Carrs SR-1 was a Chicago car and my SR-1 made its history in Southern California but spent the 60's in Chicago. Both cars' wheels, etc were corroded. Mr. Carr was reported to own a Porshe when he was in his 90's. He passed away the same month his SR-1 was on the show field at Pebble Beach in 2007. One of the first two production Corvettes on that show field.

Regards.

[Bill M.]

Re: 1956 Sebring Corvette #1 Details

Mr. Carr was reported to own a Porshe when he was in his 90's. He passed away the same month his SR-1 was on the show field at Pebble Beach in 2007. One of the first two production Corvettes on that show field.

Regards.

The Carrs must have been very cool. They let their 17-year-old son take his 15-year-old friend for a ride in the Ferrari one spring day when they both should have been in school. We buzzed (obscure pun intended) the high school. I can still hear the noisy gearbox.

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

That makes you the subject matter for "Faris Buehler's Day Off". You guys didn't put his Ferrari through a plate glass window , did you?

The Carrs must have been very cool. They let their 17-year-old son take his 15-year-old friend for a ride in the Ferrari one spring day when they both should have been in school. We buzzed (obscure pun intended) the high school. I can still hear the noisy gearbox.

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

Hi John, My wheels seem to be in good shape, but I've not taken the tires off the rims to determine the condition inside. Right now, I'm looking for a left and right front hub and the flat spinners. Unless a miracle happens, I think I'm S.O.L. on finding the correct rear axels that someone would part with. I'll just use an adaptor there, but the front is different. The front needs to be a complete hub that fits the spindle. I talked to Phil Schidt and he doesn't have anything. He thinks I'll need to make hubs that go with my stock spindles. Got a thought on this...or options?

I have seen a number of the Halibrand wood patterns. They are beautiful works of art and would made great museum pieces. (They may be mahogany). I have heard that Ted was a racer first and manufacturer second. He would build what the customer wanted as long as he wanted 1) to produce the part and 2) work with that customer.

The magnesium wheels are subject to excessive corrosion and become unsafe. Mr. Carrs SR-1 was a Chicago car and my SR-1 made its history in Southern California but spent the 60's in Chicago. Both cars' wheels, etc were corroded. Mr. Carr was reported to own a Porshe when he was in his 90's. He passed away the same month his SR-1 was on the show field at Pebble Beach in 2007. One of the first two production Corvettes on that show field.

Regards.

[Steven B.]

Re: 1956 Sebring Corvette #1 Details

I can't really tell because the resolution of the digital image is not fine enough. Initially I thought it had multiple hands....and it might. But consider this, there is a warning light to the left of the steering column on the dash. If it is an electric tach, as I was told, it's possible that the extra hand/hands are there to serve as rev warning points. That would activate the warning light. Of course, it could also be for oil pressure. However, in a twelve hour race, if an oil pressure warning light came on, and there was nothing you could do about it.What good would it be? The cars were driven until they dropped in this race. Only things that could be controlled on course ( i.e. limiting the cars to a single gear to save the clutch) were given regard.
Let me do some additional research. For now, I'm going with the guy's recollection that rebuilt the car.

Tom, I noticed on the 579E (mentioned on another thread) that was restored by Peter Klute's team a similiar instrument in the same location also with three mounting screws in the same position as the Sebring car. I have sent an email to Legendary and will post the answer when I receive it.

Steve

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

Hi Joe,
John Baldwin sent me twenty 1956 Sebring pictures featuring the cars and details of immeasurable value to my effort. Thanks for the lead.

Try contacting John Baldwin who owned and restored the car...now in the hands of a collector...in Ohio.

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

Hi Steve,
A picture received from John Baldwin today is clear enough that I can see the face markings 10-20-30-40-50-60. I'd say it's a tach based on that. Additionally, it looks like it has a warning light on the face. There are no additional hands as we initially thought.Since the tach is smaller than the original Corvette tach, the larger hole has been filled with a flat plate that now has the smaller electrical tach with a bezel around it's parimeter. The three dots around the outside could either be rivets, or perhaps screw heads holding the tach backing plate in place.

Tom, I noticed on the 579E (mentioned on another thread) that was restored by Peter Klute's team a similiar instrument in the same location also with three mounting screws in the same position as the Sebring car. I have sent an email to Legendary and will post the answer when I receive it.

Steve

[John N.]

Re: 1956 Sebring Corvette #1 Details

Hi John, My wheels seem to be in good shape, but I've not taken the tires off the rims to determine the condition inside. Right now, I'm looking for a left and right front hub and the flat spinners. Unless a miracle happens, I think I'm S.O.L. on finding the correct rear axels that someone would part with. I'll just use an adaptor there, but the front is different. The front needs to be a complete hub that fits the spindle. I talked to Phil Schidt and he doesn't have anything. He thinks I'll need to make hubs that go with my stock spindles. Got a thought on this...or options?

Tom
Front hubs- Find a good aircraft machine shop (now is a slow cycle for some), Joel Miller said that 4130 condition N normalized aircraft alloy would work fine, have us find our blueprints and the results are quite good. I know were there is a set and half of new forged correct axles, but I do not think we can pry them loose. The adapters will work fine. I plan to reproduce flat spinners out of cast steel in the future (for my Sebring car The SR-1 has its originals), probably will not happen this year.
Regards

[Tom W.]

Re: 1956 Sebring Corvette #1 Details

Hi John,
OK, I'm not quite clear on the blueprint part. Do you have a blueprint for the front hubs that I can take to a machine shop?. I'm fine with the adaptor on the rear instead of axels since these are rare/expensive. Just one other factor to consider from previous blogs...would I need to also use a shorter/heavier spindle like the SR1 to match your hub blueprint?
Tom

[Bill M.]

Re: 1956 Sebring Corvette #1 Details

That makes you the subject matter for "Faris Buehler's Day Off". You guys didn't put his Ferrari through a plate glass window , did you?

Nope (no need to roll back the odo). No Mia Sara, either.

[Joseph T.]

Re: 1956 Sebring Corvette #1 Details

Hi Joe,
John Baldwin sent me twenty 1956 Sebring pictures featuring the cars and details of immeasurable value to my effort. Thanks for the lead.

Good deal!

This is the way it is supposed to be..as it was in years gone by.

Joe

[Joseph T.]

Re: 1956 Sebring Corvette #1 Details

Tom, I noticed on the 579E (mentioned on another thread) that was restored by Peter Klute's team a similiar instrument in the same location also with three mounting screws in the same position as the Sebring car. I have sent an email to Legendary and will post the answer when I receive it.

Steve

One telltale of a 57 airbox car is the three holes in the dash around the tach hole that was coverd by an emblem ..which left three holes to fit the emblems tits.

No need for dash tach when using the AC 8000 tach on the column.

I was lucky enough to buy an original NOS AC 8000 tach still in the original box from one of our long time members.

My Nassau car still has the original Sun tach which was given a GM part # to be used on the factory race car. 57 race cars with short columns had the rear turn signal bell removed so the column mount tach would fit. Mine was mounted in the dash.

Joe