HDBRbuilder

My paternal grandfather had only ONE son who served in the military, my father (center in the pic below) who served 27 years and retired from Army active duty (WWII) RIP!. All of HIS sons served in the military. His oldest son (far left in the pic) Robert H. Barr (RIP!), retired from 23 years of active duty Army as a First Sergeant in 1976 (four tours in Viet Nam); his second oldest son, Eddie (second from left in the pic) retired from the Army Reserve; His youngest son, David (far right in the pic) served 8 years in the Air Force (Operation Urgent Fury & Operation Just Cause ground commo operations, and ground commo operations for the 1983 French Foreign Legion into Chad); and myself (second from the right in the pic), I retired with 36 years total service from the Army Reserve (12 years were active duty Army with over 6 of those years on active duty parachute jump status as both an enlisted infantryman and as an Infantry officer....go figure! OIF/OEF). BTW, just a few days before this pic was taken, I had already enlisted into the Arkansas Army National Guard at my previous active duty rank of SGT (E-5)...and was awaiting my notification to attend my first training weekend, which was a few days later!...this was in mid-Spring of 1982...I would still be working at Klipsch for another year and a half! My paternal grandfather also had ONE of his daughters, my father's baby sister, serve in the military, Army Nurse Captain Mary Lou "Billie" Barr (RIP!), and she was a MASH nurse in the Korean conflict. So, to all my family who served, and to all my friends who served...and to all U.S. Vets everywhere...have a GREAT Veteran's Day! It is YOUR day, so enjoy it to the MAX! And remember those who never made it home by raising a glass or two to them! So, Here's to YOU, and to my own personal regimental affiliation unit...my 509th Airborne Infantry brothers...and (NOWADAYS!) sisters! You all started out WWII with an authorized Battalion strength of around 700 personnel as an independent Parachute Infantry Battalion...You made your FIRST of FIVE WWII combat parachute jumps in November of 1942 into North Africa...as America's FIRST COMBAT PARATROOPERS...and then made two more combat jumps in North Africa, TOO! Then, after being held in the 82nd Airborne task force reserve for the Sicily operation, you made your FOURTH combat parachute jump into the Avellino, Italy area, deep behind enemy lines to disrupt and delay enemy forces from reinforcing the attacks at the beachhead during the Salerno, Italy landings....and you accomplished your mission and, after having already been given up for dead, over 70% of you somehow made it back to friendly lines in small groups! Then, you operated with Darby's Rangers, and fought as elite mountain infantry in the high ground above Venafro, Italy! Next, you spear-headed the Anzio landings with two of Darby's Ranger battalions....and during the desperate German counter-attack afterwards at Carano, you received your first Presidential Unit Citation! While D-Day was going on at the shores of Normandy, you were called upon to prepare make your FIFTH combat parachute jump into Le Muy as the Pathfinders and the spearhead for the Southern France operation. And after that action was completed you were refitting nearby the Ardennes when the Germans came across the lines for the Battle of the Bulge, and you were key in blunting that attack at Sadzot, Belgium cross-roads! When the battle was over, ONLY FIFTY-FIVE of you were able to walk out! But you got a second Presidential Unit Citation for that one! Charlie Audet (now 100 years old!) told me that the ground was frozen so hard there that the entrenching tool wooden handles broke trying to dig-in the fighting positions...and I asked him: "So what did you do for fighting positions after they broke and you couldn't dig anymore or fill any sandbags?" Charlie looked me right in the eye and said: "Frozen dead German bodies make pretty good sandbags when you don't have anything else to use...you just gotta be careful how high you are stacking them up around you!...and be sure to throw lots of snow overtop of them!" From November 1942 thru January 1945, a time-frame of Slightly over JUST TWO YEARS, well-over SIX THOUSAND DIFFERENT MEN had been in that 700-man battalion, at one time or another. That, in itself, tells quite a story of how many never made it home!...or were too-badly wounded and had to return home because the war was definitely over for them! On 1 March 1945, the 509th Parachute Infantry Battalion was "officially" disbanded as the last remaining independent Parachute Infantry Battalion in the U.S. Army. Its remaining able-bodied personnel were re-assigned to the 82nd Airborne Division as replacements. But, your story didn't end there! You were brought back into existence and it again continued throughout 1960's and into the late 1970's and onwards in the Cold War era, and continued further into combat operations in Iraq and Afghanistan...and TOO MANY of you didn't make it home from those places, either! So, here's to you, the "Nickel-O-Nasty" 509th Geronimo's of the Airborne Infantry fraternity...currently with 1st Battalion at FT Polk, and 3rd Battalion at FT RIchardson...to those who DID make it home, and those who DIDN'T!!….and to those still there! AATW!

The Heresy IV has simply NOT been "officially announced" by corporate, yet. Look for that to happen within the next 2 weeks or so, though! Once again, refer to what Chief Bonehead wrote above!

Yeah. I would advise against it, too....the rear panel of the Heresy is MDF, and the box panels are also MDF....ever since the original Heresy II entered the picture, and the joinery of the rear panels to the rest of the box panels is basically a glued "capture" of the rear panel into the other panels, which is actually a weak point for hanging from the rear panel or the rear edges of the other box panels...using wood-type screws alone to attach some hanging device in that area may be asking for eventual trouble, IMHO....and for the new Heresy IV, it is now rear-ported, with a one-inch taller cabinet which adds some more weight to it....PLUS, it needs to be out from the wall the "ideal distance", which will vary with the room they will be in, in order to maximize its rear tractrix porting sound.....SOOOOOOOOO....

Please keep in mind that there were SERIOUSLY MAJOR differences between the Chevy 265 raw block and the Studebaker 259 raw block, but those were basically rectified by replaceable pattern changes...and core changes...Studebaker had run into financially difficulty in the mid-1950s and had to outsource for their engine block castings. The Chevy 265 block pattern and the Studebaker 259 pattern were easily adapted with interchangeable replaceable pattern section changes so that the same plates could be used for either raw block, and the differences were in interchangeable pattern sections which allowed for the same BASIC pattern to be used for either one. As for the completed different engines, though...they seemed to be nowhere near each other...and they actually weren't! There were huge differences in the engines, themselves! Hell, Studebaker always used forged cranks, for one...they had the best main bearing surfaces areas in the business, There was absolutely ZERO in common with the heads used, they used geared camming instead of chains...lots of MAJOR engine differences...between the two! So, if you are thinking they were basically the same engine, FAR FROM IT! VERY FAR!! They were built to be run hard and last! Once you remove the valve covers, the first thing you notice is there is nothing even close under them to what GM V-8s had there...trust me! The end result was a performance engine that got great gas mileage, provided you used ethyl gas! I really don't believe any other American car company engines come close to them! The shameful thing is that Studebaker went under, partly due to not being able to continually keep up in body style popularity, and partly due to poor management of the company...it also didn't help much that they got few military/government contracts after WWII...with the lone exception being the "Korean-War-Era Army deuce-and-a-halfs"...powered by their excellent flathead six! I drove many of those throughout the 1980's for various reasons...simply the best gasoline-powered trucks in their class ever made, IMHO! Maintenance costs for them were extremely low, but parts availability had already become an issue by the 1980's...well after Studebaker had folded in the mid-1960's for all intents and purposes! If you ever get a chance to "get inside of" one of the Studebaker OHV V-8's, then jump all over it...that's all I can tell you...you have to see it to believe it!

Me too!

Not exactly sure, but I think the "My friends and I , saved all our cash, to buy a 409, to take to the track...." engine was a punched out 283?? Either way...if they DID "take it to the track", it probably blew on the third run at the strip!...unless they were VERY LUCKY! Heads just DID NOT want to stay on that damned thing when you got really serious about using the throttle!! ME?, I would really like someday to throw a 460 Chevy truck motor outta an old dump truck or whatever...and into a 1950's Studebaker pick-up! I mean, it ain't no hot rod engine as is, but it makes a crapload of torque!...at fairily low RPMs! I could pull just about anything around with it with little real strain on it! I could easily see myself in something like this with that engine under the hood:

Sorry, double post...for some weird reason! Anyway...I gotta get off of here and do my "Today's Sunday afternoon chore of" putting a UBR Gen II stock on a Ruger SR-762...and time's a wasting! Gotta be at the range early in the morning to finish-up the iron-sight zero at 200...then throw the scope on it tomorrow afternoon...zeroing it on Tuesday morning at the range! Beto is history...and I have things to do now!...while he basks in his own whiney stupidity! 😉

Probably so, for sure the 57 had it!

I have experience with those...for a few months, anyway...LOL! Back after I got to Italy in 1973, I noticed this Alpha Giulia 1300 sedan regularly going up for sale...for less money each time...the body was great, but it had running gear issues...and other mechanical issues...that none of the short-term owners wanted to have to pay to get fixed....so...when it got down to an extremely favorable-to-my-budget price I grabbed it up! You see, on base there was a "PDO YARD" which is where derelicts and major accident cars and bikes often ended up! I had already been checking it for parts cars, and it had a few Giulia 1300's in it! And we had a great auto craft shop on post!! All I would have to do is remove things one at a time that were in bad shape, and trade them out for good things from the cars at the PDO YARD. We were not actually IN ITALY very much due to training all over NATO most of the time, but I got started on that Giulia, anyway. SO the engine in it was basically a good engine, but there was also a good engine in a fairly low KM Alpha Giulia 1300 SUPER which had been totaled out in its rear end! It was actually a Carabieneri police special Giulia 1300 super, too! So my mind started thinking..."HOLD MY BEER"...having a sleeper police special 1300 super would be a crazy thing to drive! Needless to say, since the front suspension was in great shape and the rear end was good to go, along with that 5-speed...guess what I did?? It tooki me about 6 months to "Git 'er done"...including a nice new interior out of two wrecks which supplied it all...but what a fun experience driving that thing was! It had the finned "inverted mushroom" high-cap oil pan...the two each Weber 2bbl carb set up (which I added velocity stacks to!), and all the bells and whistles of the police special in a "sleeper" labelled as just a Giulia 1300!! And it was a screamer, to say the least! By screamer, I mean whoever rode around in it with me was SCREAMING a lot! What a blast that thing was! Unfortunately, by the time I finished it, I just had around 7 more months to go in Italy...but I made lots of money from it right before I left Italy!! Those who KNOW Alfas, should understand what I have been talking about! Just think alfa spyder with four doors!😉😂 A PITA to keep in tune, but worth the effort!! At least I had the common sense not to use ITALIAN-MADE Webers, and lucked into some great German-made ones during that build!

My Lark VIII had a "2-speed automatic" with overdrive option...one helluva passing gear, too! Just an oil-bath air cleaner atop a 2 bbl, though! It was still good for a solid 90+ mph top speed though!...just took it awhile to get there, the couple of times I did it! It was a mechanically-sound vehicle the whole time I had it...no engine problems at all! It just purred right along! One mechanical issue though...the right front spindle broke...it was a weird thing....I had been parking it in the same spot for almost a year in the college parking lot...and it had no hubcaps on it...somebody must have knocked the spindle grease cap off somehow...and there I was...freezing rain...with a CAR LOAD of people wandering around outside of town looking for a "free" poor specimen of a tree to decorate for Chrismas...and all of a sudden I heard some squeaking, then a "SNAP"! Off to the ditch alongside the road went my right front wheel and tire...GEEZ! SO, I hollered at everybody in the car to get as far over to the left side as possible...because we were in trouble...I let the car coast to a stop...everybody got out...there was a closed country store about 100 yards ahead on my right...so three of my passengers sat on the left rear fender...and I slowly got to the store and got it parked, and slid a concrete block under the right front remainder of the spindle. We the finally caught a ride back to town! Two days later I was in a wrecking yard with the entire right front spindle in my hands...looking for the only Studebaker the wrecking yard owner said he had...and 1957 President....which I PRAYED had a right front spindle which would work...and thankfully, it did...SORTA! the only difference was that its tie-rod end was reverse threaded to the one on my Lark VII...so all I had to do was put the original tie-rod end of the Lark onto it...and it was a perfect match after that! I had a bit of time so I checked out that 57 President...it had a hump in its dashboard with rolling numbers in it...and NO SPEEDOMETER....the rolling numbers were the speedo! Later on, I found out that Studebaker did that for ONLY one year model on the President, then went back to an analog dial speedo....due to customer complaints...that they had to actually READ the numbers which took their attention off the road ahead...instead of using their peripheral vision to tell where the needle on an analog speedometer was! More on this later...but...one other thing, that President had a GOlden-line V-8, too...larger than mine...with no carb, but a box thingie instead...which I found out was a single point fuel injection unit from the factory!!! Just like those used on the early Vettes! GO FIGURE!! So...back to the speedometer...those who fail to learn from history are doomed to repeat it....back in the 1980's one or more of the Japanese car makers went to a digital speedometer in the dash, and did away with the analog dial version...and again, it lasted for about one year...same buyer complaints...GO FIGURE! 🤣

It wasn't done FOR A CHEVY....it was done for Studebakers...the Chevy 265 raw block was sent to Golden-Line, a wholly-owned subsidiary of Studebaker-Packard! Then the engine builders there went to work on them...the vast majority of those engine builders were retired GM engine builders at the time! They were supplementing their GM retirement checks by continuing to build engines for Golden-Line. Once the raw blocks arrived they went throught the entire milling and machining processes...and they ended-up as factory balanced and blue-printed engines for at least the Studebaker Lark VIII series, and some more Studebaker vehicles. Studebaker never actually made any of the raw engine blocks for their over-head valve V-8 engines. THey used what was available from other manufacturers, instead at a great cost savings...which they in-turn invested in ensuring that all of their V-8's wouild be balanced and blue-printed. This is one of the main reasons why the Studebakers had engines which out-lasted many other company's V-8's, when properly-maintained....they were simply better-built! The final displacement of those engines was somewhere around just 259 CU...but they have often been called the "262". Golden-Line division was already famous for its engines used in the Studebaker Golden Hawk models...but they evolved from a different raw block than the Chevy 265. I'm not exactly sure when the 265 engine was completely dropped by Chevy, but it was probably at or just after the introduction of the 283 which first showed up in Chevys in 1955...which was the parent of many different Chevy engines...and still is....the 327, 350, and a few others...for decades, now! Chevy undoubetdloy saw an advantage in continuing to cast those raw blocks as a propriety sort of thing for other companies...at least for a few years, anyway! My 1960 Studebaker Lark VIII was a great car! It only had around 18,000 miles on it when I got it at an estate auction in late 1970. It had actually been put up on blocks for storage OUT IN THE WEATHER....by the original owner who was departing for Viet Nam in early 1962...and who never made it home. His mother passed away and it was auctioned off in the estate sale, which let me get it for 250 bucks! Before the auction, Dad and I checked the car out...windows had all been left slightly cracked open for all those years...so carpet was rotted a lot, but the rest of the interior was just fine, not even any rust under the carpet!. When we checked under the hood, the first thing my Dad said was: "DAMN! This car has a Golden-line V-8!" I asked him what that meant, and he said it meant it was a damned well-built engine!....and He told me all about them! By the time I sold it in mid 1972, when I went into the Army, it had almost 80,000 miles on it...the guy who I sold it to told me that he put another 35,000 on it before he sold it 4 years later! Back in those days most people traded off a vehicle prior to getting just 50,000 miles on it!

Not much point in having a car that attracts chicks if you can't do it in the car easily, now is it? I bet that Packard has attracted more than its fair share of chicks over the decades it has been around!

Just a little FYI about black-finished speakers from Klipsch...especially NON-PIANO GLOSS BLACK....Many of the black-finished speakers are what are now called "B" stock, over the years due to irregularities in the fine wood veneers or blemishes...such as in black walnut veneered panels where there is a bit of "white wood", AKA "live wood"(which is actually the few rings just under the bark of the tree where nutrients and water are passed up and down the trunk)...other irregularities in the fine veneers are things such as very fine discrepancies in where the veneer fletches meet at their "book-match" seams points,.or things like that. This went on for many Years...even decades..."shoot them black and send them out on the next order for black"! Even with K-horns! There is absolutely NOTHING wrong with the performance of the speakers, though!...and the black paint hides any veneer discrepancies. Bye and large, the vast majority of K-horns in black were actually birch plywood instead of the finely-veneered panels, though! The Belles were also shipped black, but they always used finely-veneered panels for that build, besides they were ALSO ALWAYS a special-order item, anyway!

And? Big is BIG and SMALL is small...and medium is medium. From a raw engine block casting viewpoint, anyway! I still think that the Pontiac "big block 400" is the best engine they ever made! The only problem I ever had with its design was the stupidity of having the alternator core at the rear of the block, IMHO! Nothing like having to sit on an air-cleaner to change out points and condensers while your head is bumping against the rear of a '73 Poncho GP "J" engine compartment hood! Now...the Chevy 265 block was a SMALL BLOCK...but it was also the basis for the Studebaker overhead valve V-8s used in the Lark VIII series, which ALL came balanced and blueprinted from the factory...unlike any OTHER American car companies did back in the day! Technically-speaking the Chevy 283 was a MEDIUM block, IMHO! LOL! Not that I wanna ARGUE or anything! 🤣 Yeah...my very first car was an extremely-low-mileage already 10-year-old 1960 Studie Lark VIII when I got it! 250 bucks! Butt ugly, but dependable as hell! But I seldom got to drive it much on the weekends...all my high school classmates wanted to swap cars with me for their hot dates...once they figured out that all I had to do was remove the front seat head-rests, slide the split front bench seat forward, lay its back dow3n to the rear and VOILA! I had a queen-sized BED! So on weekends I was tooling around in things like Poncho Judges, and other goodies like 69 Mach1's....vettes….you name it...I got to tool around in it on weekends!😉 And YES, I had outfitted the seats with heavy duty CLEAR vinyl "houndstooth-patterened raised bubble" fitted seat covers, a roll or two of paper towels and a large jug of Windex and some pine-sol...and told my buddies, "This car had better be returned to me with any mess you made in it all totally cleaned up, Or I will be driving what you have until it happens!"🤪 It was always returned clean as a whistle, and smelling of fresh "pine-scent" and windex! Needless to say, the gals in my high school class gave it its nickname, based upon its sun-faded dark beige to "pink" hue...and the way its grille and headlights looked from the front...."Here comes Andy in the "Pink Panther"! Mine was the two-door version, though!

FYI...Cory himself is currently on vacation away from home...should be back in a week or so, though!

There is also another option to do the same thing....Go to a builder supply place and ask for a can of "that rubberizing stuff for screw-drivers used by electricians". There is more than one brand-name...but they are all the same stuff. It is designed so that a metal tool can be immersed in the can by dipping the part that needs to be insulated. For the K-400 horn, just get some Birchwood-Casey gun scrubber at Walmart (solvent-grade ether under pressure!) and use it on a cloth to wipe-down the outside surfaces of the horn lens. Then take an inexpensive paint brush and put that rubberizing stuff on all the outside horn lens surfaces, taking care to not get any into the threads inside its driver mounting area. This is a relatively inexpensive solution to the problem...and...WORKS LIKE A CHARM!😉

I have a few of the old early-to-mid 1970's Kenwood integrated amps in my "vintage" stash. They generally had good build quality and sound...but my preference still remains with H/K's ultra-wide-band-frequency-response of that era for old Heritage line speakers. If you are looking for a great value on certain vintage Kenwood items, remember that Radio Shack also marketed some of them under their "Realistic" branding...which generally go for less on the used vintage market than those branded "Kenwood"! Hint! Hint!

Quit whining! Just remember you heard it from me first! You're in for a big surprise...the little runt of the ORIGINAL Heritage line has finally gotten past puberty, grown bigger in every way, and it's voice is clearer and deeper!! Due to its approximately one-inch-taller-in-height interior dimensions being necessary for its move to allow for its rear TRAKTRIX PORTING, there follows suit that new box panel sets had to be arranged for its increase in side panel height, along with most likely a longer shipping carton to accomodate its new outside dimensions height...which will therefore logically mean a bit longer of a wait for it to reach full production...and be ready for shipping. But, I figure that has been in the works enough time that sometime around the End of November they will begin showing up at dealers....taking a bit longer to do so than the Cornwall IV. Thanksgiving time-frame may actually be a good idea for its "official" introduction, especially for Heresy fans...because they have good reason to be thankful to Klipsch for what they will be hearing from the little guy of the original Heritage line-up!...IMHO! I'm quite sure that PWK is somewhere grinning from ear to ear over his heretical baby's improvements!😉

And that is with the AA type network, right?

Well...I totally retired at age 60 in 2013...and my time in the ADA Battalion was in the mid 1990's...the F22 was onboard then, but the F-35 came long after I even retired...at least I spotted that "one of them thar F-18's just didn't look right in that pic"! LOL! I was the Oshkosh fly-in back in the 1990's once...got a chance to poke along in a Ford Tri-motor at that one...interesting flight...wicker chairs and all! I also got to make a parachute jump while in the JRTC OPFOR outta one of the AN-2 Colt's....That was kinda interesting....the old biplane turned into the breeze...throttled back a bit ...and was actually ever sol slowly drifting backwards over the "postage stamp" DZ when we all jumped….all SIX of us...LOL! That was the max load for jumping...with the last man out actually stuffed between the pilot and co9-pilot seats in the cockpit area until everybody got around to exiting the aircraft! This is the AN-2 Colt like we used in the JRTC OPFOR back in the early 1990's at FT Chaffee. on occasion for tight low-level para-insertions:

Yeah, I understand...I kinda had it "going on" with my equipment when I left Italy, too! I still have it all, except the JBL's were the first to go in 1976 right after I started working at Klipsch! Teac A2340-R reel deck, DBX II model 124 NR unit, yadda, yadda, yadda...LOL! But my quad receiver (H/K 900+) only pushes 32 wpc in quad mode, four channels driven...which is MORE than enough for bigtime street parties with LaScalas! You'll find a wealth of REAL GOOD info on this forum...so welcome! My best suggestion is to read everything you can on the forum about what you have as a problem during your LaScala restorations...and maybe add 1/2 " of Baltic birch to each side of them...to stiffen up the sides to eliminate some of the audible resonance issues at certain frequencies....or just add into the bass bin some "wings reinforcements"...which CAN accomplish the same thing...if done correctly!

Well...the extreme bottom-end roll-off for LaScalas like yours begins to drastically happen at around 55-60 hz...that's why so many people feel a need to add subwoofers to cover what the design parameters of the LaScala bass horn lens does NOT cover. K-horns go further down than that before low end begins an extreme rolling off...close to what you state as 38hz...depending on how they are installed and room issues. First thing I would do if I was you is to get rid of that AL network and go back to an AA network, which preceded the AL network...which will "even out" the overall performance of the LaScala much better. The AL network is extremely bright in the mids...actually TOO BRIGHT for my tastes....and the tastes of many others. AA network performance will be an improvement which you will notice immediately!! The K-77M tweeters have not been available for many years now...EV sold the tooling, for them about 20? years or more ago...and for a time they were still built by the tooling purchasers, but that ended not too long afterwards...it really is a pity, too! Klipsch can't make available what is now "unobtainium"! Your mid-drivers should still be fine...but the original versions of the K-33E like yours will force you to go to ebay or a vendor who is selling a "direct replacement" most likely. Eminence is the maker of your K33E woofers...they are now one of if not THE largest woofer maker on the planet! They will have something you can use as an almost or exact replacement for your K-33E's, though....if you cannot get them from Klipsch anymore. If you intend to push piles of wattage into the LaScalas, you may want to opt for the K-43 woofers instead (also made by Eminence!)...which were standard fare for the industrial pro-versions of the LaScala...and hold up better under heavy wattage input! BTW, when I left active duty in mid-June 1976, I went to work building Klipsch speakers about two or three weeks afterwards...for the next 7.5 years....leaving the company in October of 1983.

That's why I ride a 1983 BMW R100RT....I don't care if people congratulate me or not...I just like to get to where I am going...and get back home again...like has been happening ever since I bought it ever so slightly used in 1992! Besides, it is just one of 250 60th anniversary editions shipped to North America (the only place they were shipped to!)...kinda fun to watch it go up in value each and every year, since 1992! If you're from Arkansas you might just recognize it as a "Danny's Special"...meaning it was out-fitted with every popular assessory option of its time by Danny, the dealer in Fort Smith, AR...prior to it even hitting the showroom floor! I added the Simmons Seat after purchase...no butt burn for me!...even on 1000+ mile days in 100 degree heat!😉 As for modifications of Klipsch speakers, to each his/her own...but I prefer if at all possible to keep mine "as stock as possible", because that is how they left the factory. If I decide to build something, I just put whatever I think will sound best into it, because I no longer work for Klipsch, and some of what I would really love to use is not being offered for the DIY folks who could opt for it, instead of being forced into making purchases elsewhere to meet their "parts needs"...I really believe that this is a situation that Klipsch should consider rectifying, myself. Even in the old days, DIY builders' needs were met by the company. OTOH, I ALSO TOTALLY UNDERSTAND the company's reluctance to do it! It is a catch-22 for many of the DIY folks though...especially if they are NOT INTENDING TO SELL what they build! Me? I am now on fixed income(s)...but I would be very interested in getting a few things for what I intend to build for myself...especially some of the tractrix horn and port stuff!...if it was somehow made available to the DIY crowd. I would rather build a TRUE clone than have to cut corners using stuff from elsewhere....or having to reverse-engineer from "the real deals" picked up here and there....somehow. I have the skills necessary to replicate almost anything...but why should I have to go thru all of that hassle? Just saying...

I did 3 years in Vicenza 73-76, as a paratrooper....long, long time ago! The LaScala II replaced them around 20 years ago...so exactly which "parts" need replacing? Did yours come with K-33 or K-43 woofers? and what year did you purchase them? Lots of parts are available, some upgrades are also available...pics of your needs and the speakers, themselves wouild be a big help in determining what you need....and why you need it. I left Klipsch in fall of 1983, so your tweeters should have still been K77M's which may or may not have included the old "Z-kit" for front mounting....You probably have the old aluminum-alloy cast K-400 midrange horns, but you COULD opt for the K-401 replacements. Your balancing networks probably need at least a re-furbishing...depending on how bad they look...and if your woofers are not damaged or blown, then they SHOULD still be good to go! All Lascalas really NEED is a decent 5 wpc channel to rock the entire neighborhood! Just because they "can handle" 250 WPC doesn't mean they NEED anywhere near that much going into them! Lots of form members are perfectly satisfied with an old mid 1970's H/K 730 twin-powered receiver pushing them...(very conservatively) rated at 35 wpc...sometimes less is actually MORE....if you get my drift.😉

Big block 400...best engine Pontiac ever made...so yes they did!