Yes, the story is at an end, or it’s at least 99% of the way there. I hope readers won’t be disappointed that another installment isn’t waiting around the corner. The details remaining to be worked out on the car aren’t worth another page, but I may add supplementary photos from time to time.

Let’s put behind us September 2001, a month so painfully sad for other reasons. It didn’t take long to uncover the reason for flabby performance by the engine. It was my fault. In adjusting the timing I had retarded the spark instead of advancing it as I should have. No wonder the poor Imperial wheezed and struggled! With a simple readjustment all was well. Now the car peels rubber if I step a little too hard on the gas.
The braking was still miserable, with a test revealing a 65% difference between right and left. Something had to be done. The cause was soon in evidence: one of the front drums was badly corroded and its braking surface uneven. I had carefully cleaned and painted the exterior of the drums but hadn’t pulled them for a look inside. I sent the drums out to be turned, and when that was done the unevenness dropped to 0.1%, virtually perfect.
Some other little problems remained. The hydraulic lines I had installed in rebuilding the convertible top mechanism proved inadequate for the pressure exerted by the electric pump. With new ones everything went well. I still need tips for the top molding just behind the rear quarter window , and can’t find them anywhere, so I’m having reproductions made for two of them. One of the rear brake return springs had got unhooked, so dismantle and remount. The air-conditioning compressor is in bad shape. One of the connecting rods had failed in the 150cm³ two-cylinder pump, which is about the size of a motor bike engine. I took it to a specialist to be checked out, and all he did was change the oil. Fortunately I have a replacement for the compressor and will soon be at work on it.

My speedometer problem, on the other hand, may be insoluble *. Mileage registers properly on the odometer, but the speed readout won’t climb past 20 mph. It seems that the rotary magnet that energizes the speedometer needle has lost most of its magnetic force. Two replacement units that I have found show the same symptoms. Even worse, I don’t see a way to remove the old unit and install a new one into the dash, given the size of the housing. For an inexpensive, reliable crutch I have mounted a small mountain bike electronic speedometer on a chromed flex support whose base is fastened under the dash, so the readout head can be pushed back out of sight. Its wire goes
to the left front brake backing plate, where a sensor picks up the signal from a magnet attached to the revolving brake drum. This way I have at hand an instrument that tells me my speed, average speed, elapsed time etc.

Now I must change the car’s legal registration, which is still English.

Apart from these little troubles, the restored car runs perfectly and in silence. It catches eyes wherever I take it, and brings compliments. Thanks, Virgil Exner!

And now it’s time for a final accounting:

• 7 years spent on restoration (I bought the Imperial 11/11/94) with 2000 to 3000 hours of labor spent in that time.
• Total outlay about the same as if I'd bought the car already in top condition
• I have the only ’57 Imperial convertible in France, except for a parts car converted into a carryall.
• The job has brought many new acquaintances and friendships, actual or Internet-virtual.
• There won’t be another Story Without an End from me!

Other pics (click to enlarge)

First big outing (40 miles) and first public reception			with two cadillacs.	At the restaurant
'59 Dodge and '57 Imperial (rear view)	A happy man !	first days of november	with a '58 Olds conv.	dashboard

rear left panel	side of  front seat	original "Floor mat" (the chrome flex. tube is for the "mountain bike" speedo ..)	Push buttons	instrument panel

  I've put the last pics on a special page: click here

I couldn't have restored my Imperial without the help of many persons. Here I thank them, in no particular order:
 
USA
Gary Goers (upholstery, carpet, mats, decals)
Bob Hoffmeister (parts)
Wayne Maddox (parts)
John Hertog (parts)
John Lazenby (Pertronix)
Ken Miller (parts)
George Riehl (transmission & engine parts)
Wayne Graefen (advice)
Lowell Howe (parts)
Hydro-e-lectric (parts for the top)
Ken McGee (manuals)
V. James (parts)
Classic Auto Air (A/C parts)
Kanter (parts)
Bernbaum (parts)
Classic Exhausts (exhaust parts)
Coker (tires)
Dream Cars (who sold me the car!)
Web mailing lists: IML / FWDLK / Chrysler 300 (and their members)

FRANCE
Bertrand Hughes (body and paint)
JM Barraqué (body and paint)
Cromado Herrero (chrome plating)
Midas (exhaust)
.... (American Car Club de France)
Friends who helped: F. Mendez, J. Gaspar, Ph. Couillaux, Ph. et X. Decommines, H. Rivera, C. Boutelleau, P. Izarié, and others
My wife and two boys, who put up with me and took care of me through seven years of work on the car.

Special thanks to "Magister Max" and Frank Peters for translating the story. If you find errors in the English version, please tell me about them.