Matt Harwood

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Matt Harwood last won the day on July 11

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About Matt Harwood

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    AACA Member
  • Birthday 02/04/1970

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    http://www.HarwoodMotors.com

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    : Cleveland, Ohio

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  1. Matt Harwood

    1965 Buick Wildcat Custom Convertible

    Here are some undercarriage photos. Drove the car to lunch today, rides and handles like new. Tight, smooth, quiet, no squeaks or rattles. Very impressive car! And a video:
  2. Matt Harwood

    Straight 8 Exhaust Leak

    Remflex gaskets. I swear by them. They're not correct for a Buick straight-8 (the factory did not use gaskets) but I use them now because the parts are old and imperfect. The Remflex gaskets are 1/8" thick so you have plenty to work with if the surface is uneven. They torque down to 1/16" but they recommend 20-25 lb-ft torque, so they don't need to be super tight. They do make a set expressly for the straight-8 Buicks and they only cost about $45/set. I have used them on my wife's 1956 Chrysler manifolds and have a set waiting to go on my 1941 Limited when I get my header(s) back from the ceramic coating shop. They work as advertised (Google them). Much recommended.
  3. Matt Harwood

    Car will not start at times.

    Sounds like your bendix is a little tired. Easy to replace yourself, it's in the nose of the starter. What is happening is that the spring isn't quite strong enough to retract the starter gear when it's touching the flywheel under load. Rocking it moves the flywheel back and forth, taking the pressure of the starter gear so that the bendix can retract it again. We had this problem with a Model A last year and the new bendix was about $30 and it took my mechanic (who had never seen one before) about an hour to remove the starter, replace it, and reinstall the starter. No more problems. Hope this helps!
  4. Gorgeous car, fully restored, lots of options, nice extras. $37,900. More details in this link in the Buick Buy/Sell forum:
  5. Wow, this is a nice car! Beautiful and expensive restoration about seven years ago. Restored to original color combination of code D Astro Blue with a code 671 blue bucket seat interior, and it's just gorgeous. Very well done paint and bodywork, excellent gaps, only a few signs of use and age. Most of the chrome and stainless trim was restored, but some parts like the emblems on the grille and tail panel are original and a little faded. Very authentic right down to a quartet of T3 bulbs up front. Factory buckets, console, power windows, tach, speed minder. Interior is all new, everything works except the clock, console is in nice shape. Fresh white power convertible top with glass window and matching blue boot. Correctly detailed trunk with tan mat and correct cardboard bulkheads. Full-sized spare with original jack assembly. 401 cubic inch Nailhead V8 is rebuilt and beautifully detailed. Very correct with proper turquoise engine enamel, factory air cleaner, and correct fasteners used throughout. Starts and runs superbly with only a little grumpiness for the first few seconds. TH400 automatic shifts crisply, HUGE torque available at any speed but comfortable at highway speeds. Chassis is restored (we'll have it on the lift tomorrow or Tuesday) but shows some signs of having been driven a bit, so not a trailer queen. Recent 225/70/15 radials on Buick Road Wheels look fantastic. Includes steel fender skirts, shop and body manuals, and a very valuable salesman's information binder with color chips and upholstery samples. It easily cost twice the $37,900 asking price to restore this car to this level, never mind buying the car. This is a REALLY nice car. Thanks for looking!
  6. Matt Harwood

    Cooper Duesenberg at auction

    I knew the restored car when I was a kid, wearing a black and gold swept-panel dual-cowl body that was re-created in the mid-80s. Owned by the late Sey Rosenblatt, I believe.
  7. Matt Harwood

    1941 Limited Limousine

    I love this car! Totally unprepared, we jumped in at 10:00 last night and blasted to an event more than 60 miles away (our newly acquired 1935 Lincoln left us stranded and we needed a back-up). Did a parade in the morning, showed the car in the afternoon, then hammered home at 60 MPH in 94-degree heat without issue. Car ran rock-steady at 170-175 degrees, never stuttered or faltered, and remained eminently composed throughout. So comfortable and quiet, in fact, that Melanie napped most of the way and reports that the rear shocks make a significant difference in the way it rides (which was already pretty impressive). Smooth, fast, reliable. Old cars aren't supposed to be this good. Lincoln left us stranded just as the sun was setting Bulletproof Buick just works like it should, like it always does I realized last night that I love driving this big Buick more than any car I've ever owned. The way it feels, the way it moves, the way it sounds, all of it is more satisfying than any other old car I've experienced, exhaust leak and all. It's shockingly powerful and fast for something so big and while it's not agile, it isn't difficult to manage in the least and you can steer it with just a finger. My excitement over the new Lincoln (and the ensuing disappointment when it died) were immediately erased when we were gliding along at 60 MPH through the cool night air with the car barely seeming to work at all, Cleveland Indians baseball game on the radio. And then today, it did the same thing except it was a radiator-destroying, gasoline-boiling, tire-torturing, oil-thinning 94 degrees. And the big Limited didn't even flinch. View from the best seat in the house If you don't have a Buick Limited, you're really missing out. Old cars simply don't get any better. Go get one. You won't ever regret it. I've never driven a better pre-war car. I've been doing cars for 45 years and I've never had one that I could get in and drive any time, any distance, at any speed, without a second thought. My father, who spent perhaps 40% of his time stranded by the side of the road in an old car, would think such a thing beyond belief. Another very impressive performance by the car my lovely Canadian wife has taken to calling "Gretzky." Here's a video Melanie made of the drive:
  8. Matt Harwood

    Cooper Duesenberg at auction

    There's that old saying: if you owe the bank $100,000, you have a problem. If you owe the bank $100 million, the BANK has a problem. There are A LOT more than 10 guys who can write a $20 million check for a Duesenberg in this country without stuttering. I think I'm sitting in a room with at least two of them at this very moment...
  9. Matt Harwood

    1935 Lincoln K V12 Club Sedan

    And the Big Guy proves once again that Buicks are better cars. We got back to the shop around 10:00 and dropped the Lincoln. Walked over to the Limited, noticed that the battery was still connected from last October (the last time I drove it). Meh, give it a try anyway. Starts first try, idles perfectly, ready to roll. I didn't even bother checking oil because it doesn't leak. Pull it out, load luggage, blast 62 miles to hotel at 60 MPH in smooth silence. Tracks like a freight train. Melanie naps in the back seat. Dark road a non-issue for powerful headlights. Temperature hovering at about 155. Engine wants to run faster. Park car, unload, get ready for bed. Car will start tomorrow morning and will sit in the parade for hours without getting fussy. I'm going to leave the bugs on it at the Grand Classic. Big Buick is best Buick. My Canadian wife now refers to the Limited as "Gretzky" (AKA "The Great One"). Man, I LOVE this Buick!
  10. Matt Harwood

    1935 Lincoln K V12 Club Sedan

    Broadcasting live from the side of the road! 20 minutes out and it starts stuttering then dies. Let it cool off for a while and got another mile or two. Now totally dead. I do not believe it is a temperature problem but trash in the gas tank clogging the line. Electric pump can't get any fuel so it's vapor locking. Can't solve this by the side of the road so we're waiting for a flatbed back to the shop. We'll get the Limited, which always runs, and blast out there late. Disappointing, but I saw this coming. Gotta pull the tank. Dang. Dang.
  11. Matt Harwood

    1935 Lincoln K V12 Club Sedan

    Detailed, loaded, and ready to roll. Wish us luck!
  12. Matt Harwood

    1935 Lincoln K V12 Club Sedan

    I'm exhausted but I think the car is healthy. After doing some thinking last night, I decided to put an additional restrictor in the upper hoses to choke it down to 1/2-inch on each side. That'll still move a lot of water, but should keep it in the block and radiator long enough to cool it well. So I added these threaded nipples to the reducer that's already in there. I cut slots in the top so that I can quickly remove them if needed--just pull the top of the radiator hose, go in with a screwdriver, and unscrew them. Simple. I might make the 60-mile drive to the show with the restrictors in and then remove them for the drive home and compare notes. Conditions will be similar enough that it should be a fairly accurate gauge of which is more effective. Cooling system dialed-in, Dr. Francini and I reinstalled the headlights. Michael put some protective tape on the inside surfaces nearest the hood so that they son't get bashed up again. Given that each side of the hood probably weighs 60 pounds (it's just ridiculously heavy) and that there's less than 2 inches of space between the radiator shell and the headlight bucket, it's no surprise that they get beat up. The tape should protect it and I'm just going to have to be extra careful when closing the hood that it goes in straight. It really takes A LOT of muscle to keep it under control. I'm shocked that Lincoln engineers thought a hood this heavy was acceptable, especially when there's no prop rod, no little indents on the cowl to hold it, and no way to lay it over on the other side. It just kind of perches up there on the cowl on a thin 1/8--inch thick strip of rubber and you have to hope you don't bump the car or a breeze doesn't blow it, otherwise that hood is coming down and removing whatever part of you happens to be under the hood at the time. I'm not kidding, it's crazy heavy. Anyway, for the headlights, some of the paint was a little thick so we "adjusted" it a bit to get the trim rings to fit and removed some paint from the mounting socket to get a good ground.Both lights are bright now and I don't really have any worries about nighttime driving. Taillights and brake lights are nice and bright, although I have not yet installed LEDs out back. Headlight installation was largely uneventful except scraping some paint to get a good ground Very pleased with the results. Even you fog light haters have to admit that they are an improvement on this car... Once it was a complete car again, I took it for a long drive. It's 91 degrees here today, so that's about as hot as the car will likely see. I did a variety of conditions, from sitting at red lights to open roads at 50-55 MPH to traffic at 25 MPH. It stayed at about the halfway mark on the gauge for the first half of the trip, but after a particularly long red light, it started to creep up to about 3/4. But it stayed there and didn't get worse. The car didn't act hot so I'm skeptical of the gauge's accuracy and the sensor is mounted at the very top of the radiator where the two inlet hoses are attached, so it's the hottest possible point in the entire system. I suspect the actual temperature of the radiator and engine is somewhat less. I didn't ignore it, but I didn't worry a whole lot, either. The car ran beautifully, pulled smoothly through all the gears, and only stuttered twice after long sits at red lights, but flicking on the electric fuel pump cured it and twenty seconds later, I was able to turn the electric pump off and it was back to normal. I have some insulation for the fuel lines, but I'm hesitant to use it just because I hate how it looks. Ultimately, I probably drove about 10 or 12 miles in a variety of conditions and the car didn't seem to mind. Tonight's drive to the show hotel is mostly 2-lane country road with minimal traffic and few stop lights, so that will be easy on the car, and we're leaving after rush hour so it might be a bit cooler. But either way, I'm confident enough in the car's abilities to make the drive without looking over my shoulder. That doesn't mean nothing will happen, but I think it's as good as I can make it. Last step is detailing, which Michael is doing as I write this and it'll be ready to go in an hour or two.
  13. Matt Harwood

    Cooper Duesenberg at auction

    I'm inclined to agree with you--I'd rather have one garden-variety Duesenberg and the other $14 million to play with elsewhere. But what you're not seeing is that the rich people in this country are so rich you can't even imagine enough zeros on a bank account (Han Solo: Oh, I can imagine quite a bit). If this car sells for, say, $20 million, the buyer will be a guy to whom that figure is nothing more than play money, not his life savings. It like you or me going and buying a $2000 beater. It is a tiny fraction of his net worth and probably not even real to him. The actual dollars-and-cents price will not be a factor for the people bidding on it, only the value that they place on it for themselves (and it will be purely arbitrary). Part of my reason for thinking that it will be the most valuable American car ever sold at auction is that there will be big players for whom cost is no object vying to be The Guy Who Bought The Cooper SSJ. The only real variable is how much that slice of fame is worth to those individuals, because there will be two or three years of buzz on this car and its new owner and you'll see it very visibly making the rounds of all the big shows once again. Or it will get a fresh restoration (probably in black with a weird interior and blackwall tires) and show up at Pebble in four years.
  14. Matt Harwood

    320 Buick intake

    Overall length will tell us whether it is for a large or small series and whether it's worth $400 or $1200.
  15. Matt Harwood

    Cooper Duesenberg SSJ at auction

    I'll politely disagree with my friend David. A few years ago, the Whittell Duesenberg coupe (not convertible) with an aluminum roof sold for $10 million and was, for a period, the most expensive American car ever--probably until that Shelby. While it was unusual and had an interesting story (including a lion named Bill), it was still a standard Duesenberg and not even supercharged. The Gable SSJ has everything that a top Full Classic should offer: rarity, history, performance, and a bit of celebrity ownership to make it sparkle. A shorter wheelbase, lighter bodywork, and more power are tough to ignore on a car that was already the most powerful of its era. And while you may think there are not a lot of guys with means, motive, and opportunity to own such a thing, I must disagree. There are A LOT of crazy wealthy people in this hobby and this is a once-in-a-lifetime opportunity to own the ultimate version of the ultimate American pre-war car. It also carries a more recent restoration than the Gable SSJ, which is owned by a friend of mine, and presents in a more contemporary fashion (subdued colors with blackwall tires). It is a shoo-in for all the big events and the owner of this car will likely become a bit of a celebrity himself for a short while. Hell, these days, $13 million isn't even that much money for a Tier 1 car. At Monterey, you'll see a dozen cars blow through that figure pretty easily. I don't want to speculate on the ultimate result, but I believe it will comfortably surpass the Cobra and we might be very surprised indeed by the final price.