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Showing content with the highest reputation on 12/22/2018 in all areas

  1. 9 points
    Joe, I got a chuckle out of that one! Just the other day I was thinking the same thing! Back in the early 90's I lead a group of volunteers in a project to jack two steam locomotives out of the mud and re-build the roadbed underneath them. They had been abandoned on-site in 1933. It was a remote location here in northern Maine (we rode in a canoe to get to work every day) All the bulk materials - railroad ties, 150 yards of crushed stone had to be moved into the site during the winter via snowmobile. I remember the crushed stone vividly because we moved it 3 miles across the ice and trails in five gallon plastic pails (over 4,500 of them) using tote sleds and snowmobiles. When I look at those photos now I can't believe we actually thought we could do such a thing but the photos are proof that we did it! Personally, I really enjoy posts documenting projects and restorations. Over the years I have found countless technics and ideas to apply to my own projects. It also the mentality of "Well they did it so why can't I." (that one has gotten me in over my head a few times!) Best regards, Terry
  2. 6 points
    The Riviera's were always considered to be part of the family so back in 2005, I included them in the family Christmas card. Unfortunately, the kids have grown and left the roost as well as the Riviera's. I hope you all have a Very Rivvy Christmas and a Happy New Year!
  3. 5 points
    Sure.... in a nut shell.... The locomotives were left over from the Madawaska Co. Eagle Lake & West Branch Railroad. which operated from 1927 thru 1933 when it was abandoned. The EL&WB is a isolated logging railroad - the nearest railhead being at Lac Frontiere on the Maine/Quebec border nearly 50 miles away. The line, built in 1926-27 was 13 miles long from Tramway at Eagle Lake to Umbazooksus Lake. Its only purpose was to carry pulpwood cut in the north flowing Allagash watershed to the southward flowing waters of the Penobscot river. It was owned and operated by Edouard Lacroix - a Quebec lumberman. The smaller of the two locomotives is a 4-6-0 originally built in 1897 for the Chicago, Hammond & Western Later it ran on the Potato Creek railroad in PA. and the Grasse River in upstate New York before being purchased in early 1927 from a used equipment dealer in New York. The second locomotive is a former Lakeshore & Michigan Southern 2-8-0 built in 1901. It was purchased by Lacroix in March of 1928. Both locomotives were converted to burn oil, disassembled, loaded on heavy sleds and hauled from LacFrontier by Lombard tractors. Today they still sit where they last operated in 1933 and are part of the Allagash Wilderness Waterway - a state managed wilderness area. Scattered around are the remains of pulpcars, misc. equipment etc. Unfortunately in 1968 the shed the locomotives where stored in was burned with the locomotives inside. Its a remarkable story and one I have been working to preserve and record for many years. Best regards, Terry
  4. 4 points
    I guess I drove during fall and posted in winter then. I will probably go for a drive again today and it will be winter for sure.
  5. 4 points
    It's a revelation to me that anyone else is actually interested. I've spent most of my life pursuing subjects and projects that were incomprehensible to the vast majority of the people I came in contact with. After a while, you get the sense that you're the only one so it is heartening to know that at least a few people enjoy the same things. I'm certain that, were it not for posting my thread, I would never bother to record what I've done with photographs. When I go back through the photos even I think "wow, you actually made that"!
  6. 4 points
    I was able to make more progress today. The weather has been nice and warm (70's) so I decided to get the other front fender painted and cleared. It turned out just a nice as the other one. After talking with the auto paint guy I'm going to do a cut and buff after the car is completely painted. So if it sets until Christmas it should be cured enough to hang it.
  7. 4 points
    Bob The NY State cloverleaf never happened, another way for NY state to ruin things and turn people off. Austin never complained about loosing the family sugar cane fields in Cuba ( that plantation had more RR track mileage wise then there was on long island total.) When he was alive the sugar cane fields had all gone to seed after Castro got in , were overgrown , etc so all the people who had jobs there didn't any longer . He always took care of the people that worked for his family, which I won't and can't go into. He was a very generous and fair man who saved a huge tremendous amount of automotive history as well as the cars and trucks themselves. To label him as someone who never had to work for a living while others had to is casting a very unfair picture and image of the man if you never met or had to deal with him, and that has been mentioned here on this post. It is like stating that someone gets better treatment because they are born with blue eyes and blonde hair - they have no control over that! there would be no Mack truck archives of hundreds of glass plate negatives if Austin hadn't saved them 65 years ago. When he went to Hershey each year he did not stay at the Hotel Hershey to be treated like royalty. It was he too, who saved the NY to Paris Thomas Flyer - guess that isn't worth mention either , it took him decades to try and get that car, once he did it went into proper storage in his museum, and on display in the "as found" condition so the general public could see what a car looked like before anyone restored them. Bob (1937HD45) knew Austin as well and can verify that Austin wasn't the rich snob, I own a rare car and you don't type at all. I saw him give stuff, parts away to those in need and never take a penny. One of his greatest thrills was to take a fire truck, minus equipment like loose axes , brass fire hose nozzles etc) full of kids for a ride around the museum property bouncing all the way on the wood seats in the rear ( no seat belts etc!) and hear their laughter and see their excitement.
  8. 3 points
    Just thought I’d mention the efforts of those who post detailed restoration threads in this forum. For many, there are hours and hours of research spent on their project then hours and hours of physical work spent. While many understand those parts of a restoration, I don’t believe many realize unless they’ve done it, is the hours spent documenting their work. Many of us enjoy reading, viewing the pictures, and learning from these people, most don’t realize or fully understand the immense effort put in to make those threads so entertaining and informative. Time is spent by stopping ones work to take step by step pictures, more-time spent by recording measurements, readings, etc., Then, when the physical work is done, most relax by going through their daily pictures, notes, and general mental thoughts to prepare their often daily posts. I personally spend hours and hours in my garage though my wife barely complains of being a “garage widow”. What she does complain about is all the time spent on my computer or iPad. She often says “you’d have more things done on your car if you spent less time on the damn forums!” So thinking of what she said I immediately realized that I’m just a small part of all spending the same amount of time posting their work. My hat goes off to those here like Luv2wrench, Mike Macartney, Ron Haussmann, Matt Hinson, Joe Puleo, Hurrst, Rich Bad, Laughiing Coyote, and all the others. This forum is the most enjoyable on the site because of all you.
  9. 3 points
    My first wife, Helen, came from Alice Springs, Australia. She had learned to drive on her dad’s Aussie-built Chevrolet, automatic, RHD, in the desert. I brought her to an apartment in downtown Newark, NJ, from which I walked to work at Prudential Insurance, and let her drive my car, a ‘61 stick-shift VW. There was a learning curve. A year later, we bought a house in the suburbs, and Helen would drive me to the train in the bug. One day it snowed. Over a foot. I considered myself a pretty good snow driver, but Helen had never seen the stuff, so I took her out for a lesson. She did quite well, but then asked what would happen if she drifted into a snowbank. I said you just rock back and forth and drive out, and proceeded to demonstrate. I drove into a snowbank, and rocked. And rocked. And rocked. About a half hour later, I finally got the car out of the snowbank. And for the rest of our marriage, I heard: “And this is how you get out of a snowbank” whenever I did, or proposed doing, something stupid. The following year I got transferred to Minneapolis; after six years we both got to be pretty good at driving on snow. My next transfer was to Houston. Talk about culture shock! By then my commuter car was a ’66 Datsun 1600 roadster, a softer-riding cheap knockoff of an MGB but without the joy of Lucas electrics. Our family car and two antiques took up the whole garage, so the Datsun sat outside with the top down and a tonneau cover. One morning I awoke to about five inches of wet, gloppy snow that was continuing to come down; it was the first measurable snowstorm in Houston in 12 years. I was damned if I was going to stand out in that stuff putting my top up, so I donned a 1905 buffalo overcoat I’d bought some time back at a Minnesota farm sale. I zipped open the driver’s side of the tonneau cover and drove to work. My beard was reddish-brown in those days, the coat was about the same color and had lapels that came up around my ears, and my hair was white as it has always been, so I must have looked like a yeti driving a bright red open sports car in a snowstorm. I may have caused a dozen accidents as the Houstonians, totally unaccustomed to snow, stared at this apparition instead of looking where they were going.
  10. 3 points
    The white wall tires are just a matter of taste. I like them on old cars and some old trucks. I do not care for them on working or transportation trucks. And newer cars, those made in the past 15 years -even a little more, don't look right with them. I have a couple of newer cars I treat with collector status, to me but that's a whole different can of worms. They are a 1994 and a 2003, with blackwalls because that's the way they came. I would never think of blackwalls on my '64 or '60 Buicks. They would cheapen the look of either them or me. I am from a different time and have different values. A nice looking set of tires on an old car is as natural to me as being dressed up for church or a funeral. Maybe I look out of place not being dressed in shorts and flip flops at those kind of events, but the others will just have to live with me not joining the casual Tee attire. And when I walk out the door I approach my car with a smile. Because "I" think it looks good.
  11. 3 points
    Thanks for sharing your story. I’m sure Ray is very proud.
  12. 3 points
    At first, I wanted to paint the license plate a darker blue from a spray can supplied by a friend. I was not able to spray that tiny plate properly, I had always dust particles. While I often doubt about my capabilities, I tried anyway different paint, the same as the one for the body. Strange, no dust this time! The next problem came with the clear coat: the can I used for the body was empty; I had another one from Dupli Color but the can had a leak at the bottom. Result: loss of pressure and the coat was uneven. I’ll let time to get the paint totally dry, then I will sand it; this is the explanation why the plate is not yet ready and attached to the rear bumper. In the meantime, I attached to the body the lower molding at the windshield; the results are not what I expected: the curve at the RH side could have been better; it creates a “large” gap between the molding and the windshield. To minimize that issue, I will put some black silicone between the molding and windshield; the gap will be less obvious. I have the same issue at the molding from the back window, fortunately less obvious; I will apply the same solution. I did also a test with another glue to attach the letters to the body. The last product I tried is called Araldite, a 2 components glue. As the results were encouraging, I glued the emblem at the front fender. I believe I will attach the CONTINENTAL letters with the same product. Contrary to the instant glue, this glue let the time to correct the letter’s position; after 5 minutes, the glue is setting.
  13. 3 points
    Just because an accessory isn’t mentioned in a manual or parts book doesn’t mean that it wasn't an authorized part or Buick didn’t offer it to a potential new car buyer. Did you ever read the small-print disclaimer usually found on the bottom line or back page of a showroom brochure or a Buick Salesman’s Facts Book? Here’s how a 1953 Facts Book words it and BCA 400-point judges should take note . . . GMC/Buick reserves the right to make changes, at any time, without notice, in prices, colors, materials, equipment, specifications, and models, and also to discontinue models . . . The fog lamp accessory could have been purchased from a knowledgeable multi-marque dealer where the accessory was offered on, say Cadillacs only, and the dealership also sold Buicks, Oldsmobiles and Pontiacs. Maybe they offered the Buick buyer this same accessory. Case in point: the Guide Autronic Eye headlight dimming accessory that was advertised as being introduced on 1952 Oldsmobiles and Cadillacs only. It was never advertised by Buick as being available on 1953 Buicks nor does it show up in a Buick manual, price list for accessories or parts book, yet there are a few 1953 Buick Skylarks out there with this factory-installed accessory. Guide was a division of GMC and was a major supplier of front headlight and rear tail/turning/brake/license plate light assemblies plus a whole lot more. Their two-page brochure lists two different part numbers for 1953 Buick custom fog lamps: one with 6-volt bulbs for the SPECIAL 40-Series and one with 12-volt bulbs for the SUPER/ROADMASTER 50 & 70 Series. They are not the universal type that has either a threaded stud on the bottom of the light housing to bolt thru a hole in the gravel pan or a stanchion that gets attached to a front bumper. 1953s fit within the recessed area once you remove the front bumper guard ornament as noted above. A circular retaining ring similar to what holds the headlamp to the headlamp bucket is used to attach the fog lamp assembly in the recess using the existing two holes. I have a NOS pair in the box but I don’t have time to locate them now. I will post pictures once I find them. This picture is of a 1953 Skylark that I have information on and is listed in my 1953-1954 BUICK SKYLARK OWNERS REGISTRY. The picture was posted on eBay when it was up for sale a few years ago. I'm thinking that UNITY might have offered a similar fog lamp but don't quote me on that just yet. Thanx. Al Malachowski BCA #8965 "500 Miles West of Flint"
  14. 3 points
    Congratulations Brian. You are a great choice to represent the Pre-War owners.
  15. 3 points
    For those who want to read a bit more about Austin,..... from Hemmings,.. with a picture of Austin standing next to Walt G's former 31 custom Derham Franklin. https://www.hemmings.com/magazine/hcc/2011/06/Henry-Austin-Clark-Jr-/3700231.html Paul
  16. 3 points
    Thank you John and also all those who cast a vote. I am humbled. My contact information is in my signature as well as the BCA Roster. My preferred method of communication is on this Forum which is, the forum, for the BCA Pre War Division and can serve all who care to read or join in the discussions. Thank you again - Brian
  17. 3 points
    There's a lot of restorations and even a scale model going on right now and it's great to see. I too enjoy watching them unfold as the updated progress gets posted. I also learn from everyone that takes the time to take pictures and explain their progress as they make strides to complete their project. I hope to inspire people as well as I work away on the Merc. Actually I don't even remember how I came across this Forum, but I'm glad I did. There are so many great people, information, and stories here it's great. Thanks for the shout out Chistech, and lets keep working away at our projects to help inspire future restorers to come and keep the hobby going.
  18. 3 points
    Its a nice winter (it is winter isn't it ?) and we decided to go for a ride. $ 2.51 premium gas was nice too. Anyway we took a ride to look at a Nailhead I have interest in about 25 miles from home. Nice day, no traffic and a good looking engine. All in All I put about 75 miles on the car today.
  19. 3 points
    It's a Peerless, probably 1909 that's been updated with the addition of front doors, and electric lights. The running board tool box with horizontal beads, louvers on the hood, handle placement on the hood and straight front fender are the give-aways.
  20. 2 points
    Pry it off, insert wire to verify that it is open, tap on when finished.
  21. 2 points
  22. 2 points
    This car was restored by the Ionia Wood Body Factory Museum in Michigan where it was displayed for 18 years. There was a large write -up for this car in a Sacramento area newspaper, The Union, March 10, 2006, by Jack Fortner. In his column he states that this car is 1 of only 11 still known to exist. The interior is completely original with no flaws that I can see. All the gauges, clock and radio work perfectly too. The previous owner added the 1953 Skylark wire wheels and split the exhaust manifold for dual exhaust. Paint and wood seem to be in excellent condition. I intend to enjoy this vehicle for years to come.
  23. 2 points
    Gary, It is hard to feature that the handle rubs the fabric on one side. There is a Gnome hiding in your door waiting for you to let him out. This next year, will be you taking the family out in your spectacular Buick for a weekend drive. Such a beautiful car only to be hung up with these last little issues. But we all know that you will prevail. Now if LB would just deliver the items for you to finish the interior. Anyway, have a very Merry Christmas and a Happy New Year. Randy
  24. 2 points
    I think everyone (of a certain age, anyway) has used the old neon timing light. I also think that about 99% of those folks ditched them for something better as soon as they could.
  25. 2 points
    Doug, if you want the rad checked out, I can highly recommend Ferndale Radiator. http://ferndaleradiator.com/ Mel is the 3rd (or 4th?) generation owner in that operation.
  26. 2 points
    Just wanted to says thanks for everyone commenting on this thread. You guys are the best and I really love going through each thread reading about each of your progress.
  27. 2 points
    Fastenal shows the 3/16" size ("Threaded tube sleeve nut")on their website and catalog. I ordered a pack of 10 and they have been back ordered for 2 weeks so it is not looking good. I checked with an older local NAPA store and they just had 3 left. Just enough to do my 1925.
  28. 2 points
    Mr Earl You need this. I know a guy with a ‘23 who will help you! 😁
  29. 2 points
    Gary’s work and documentation is just fantastic. I thought I was doing a good job, then Photobucket wanted to start charging me for linking my photos. Next thing I know this Gary guy took a more desirable car, with better photography skills, and much better craftsmanship/attention to detail, and inspired me even more. I am doing some things myself now that I was really on the fence about before. It is rewarding knowing you had part in building the car from the ground up. I wish my father was here to see it. Without him, my car would still be in a million pieces instead of about 20.
  30. 2 points
    Don’t get your hopes up with the Eastwood chassis paint and primer. I did a complete cab swap and rebuild of all systems on my 98.5 Dodge Ram. Sandblasted the frame, 3 heavy sprayed coats of the primer, 4 of the chassis paint. 2 years later everything is rusting. Not at all impressed with the product. I used to paint 20 - 50 foot boats so spraying isn’t new to me. Stuff goes on great and looks great right after. But that’s where it ends. Should have used POR or something similar like originally planned. Live and learn.........
  31. 2 points
    All is not lost here. The bearing that I got is the front bearing for the input shaft in the front end of the transmission case. I really do not need this particular bearing, so I am thinking that I will return it for credit. I did remove the clutch release ring and bearing from the input shaft this afternoon. After cleaning things up I found that the throw-out bearing is in remarkably good condition. The solvent tank removed all of what was left of dried up old grease and high pressure cleaning with Kerosene left things ready for the new grease to pack the bearing. I keep finding things like this that makes me think that this car really doesn't have all that many miles on the clock. It certainly has led a sheltered existence since going back to 1943. I can trace its history back that far. More photos to come. Terry Wiegand South Hutchinson, Kansas
  32. 2 points
    ^^ This X 100. I think sharing the project online makes it more fun. I know I'm enjoying everyone else's projects right now... I love when a new thread is started. There is so much information available as well as I think I learn something new a regular basis reading through the forum. I find a lot of inspiration in the restoration stories. While I was already "hooked' on restoration, I think the following thread helped me understand that this was the hobby I should focus on. There's really nothing better than rescuing your Dad's old car out of a field and bringing it to life. Passion is powerful and for me, that's what this is... a Passion.
  33. 2 points
    John, Thanks for the reply. If the car had a yellow and black interior, that's probably why it was NOT easy to sell. No such interior available on a 58 Roadmaster 75. Yellow and white yes. Yellow and black--not a chance. Per the 58 Buick Color Trim book. It's possible that Eddie owned the car first and sold it to Shearer. Between the cost of the leather and the complexity of the interior, having the incorrect interior is a pretty high dollar thing to correct. Sorry about the quick ending of the other post. Call came in that I had to handle. John or someone made a comment earlier about attrition rate of 50's cars/convertibles and trying to use that to predict the number surviving. Not a bad idea. It's actually been done by a guy that wrote a book about convertibles/woodies and other special post war cars in the middle/late seventies. At that time it was still possible to get information from state licensing bureaus. I did take a quick look at his book and frankly his estimated numbers remaining are probably way off. He predicted 40 53 Skylarks around in the late seventies. There are way more than that. But here are some numbers we can look at. I checked production figures from two sources for 58 Buicks. They did not agree so I took the numbers from the source I believe is more likely to be correct. Total production 58 Buicks was 241,628 cars per this source, if my addition was correct. Of those cars, 21,562 or 8.92 % were Roadmaster 75's or Limiteds of ALL body styles. If we include the Super series which did not offer a convertible in 58, there were 64119 big series cars produced roughly 26.5% of production. This is why when we see 58 Buicks, we most often see Specials or Century-the B body cars. 58.9% of the 58 Buicks produced were Specials. And, 73.5 % of the 58 Buicks produced were Specials or Centurys. Roadmaster 75 Convertibles were 1181/241628 or 0.489%--roughly FIVE TENTHS of a percent of production. Limited Convertibles were 839/241628 or 0.347%--roughly THREE TENTHS of a percent of production. If we assume that all 58 Buicks survived proportional to their production, these numbers indicate in any gathering of 100 58 Buicks, we could expect to see 0 58 Roadmaster 75 Convertibles. The math shows an expected value of less than half of a car. In a gathering of 500 58 Buicks we could expect to see 2.4 Roadmaster 75 Convertibles. In a gathering of 1000 58 Buicks we could expect to see between 4 and 5 Roadmaster Convertibles. The assumption that all 58 Buicks survived proportionally to their popularity when new is not a particularly valid claim. Even though convertibles tend to be more popular with many restorers and may tend to be saved more often than other body styles, the number produced was low and the the Limited being the prestige series that year sent a lot of people saving Limiteds and ignoring Supers and Roadmaster's. So--is the correct number of survivors 14--probably not. There are probably a few more out there. Are there 100 surviving Roadmaster 75 Convertibles. NOPE--is a pretty safe answer. Are there 50? Since that's almost four times the number of known cars, that seems pretty unlikely as well. What about 25--that seems within reason based on the fact that the sum of what we know here is around 15 cars. Maybe that number is a few short/maybe it's a few high. I've contacted a couple of 58 gurus who may have knowledge of some additional cars. If I hear anything back, I will post it. Some things that we discovered when I surveyed the owners of known 58 Roadmaster 75 Convertibles quite awhile ago. The surviving cars were assembled in at least three or four different assembly plants. It is likely that they were assembled at all plants, however I recall Terry D being very interested in the way the car builds were spread across the country. However, ALL convertible bodies were built in Flint. Because Convertible bodies involved special stampings/tooling/assembly jigs, Buick only tooled up ONE plant to put the body together. The Flint body plant. The body was then shipped to assembly plants closer to the point of delivery to be turned into a car. YES--convertible frames are special but that's ONE part, a part that shipped in large quantities to assembly plants all the time. This was something that Buick Historian and good friend Terry Dunham discovered when I shared with him the serial number and body tag information that owners shared with me. Buick put a special symbol on the body tags of convertibles to signify this Flint built body. Buick convertibles were built this way for quite a few years, but I do not remember the first and last year this was done. Terry D had locked down that data but unfortunately he's not around to weigh in on this discussion. So, at this point, we have concrete evidence of 14 to 15 viable 58 Roadmaster 75 Convertibles surviving to become hobby cars. How many are out there to be discovered, probably a few, but not many. A few years ago, a previously unknown Duesenberg was discovered. Duesenbergs have been tracked MUCH more carefully than any Buick. But, if I remember the article correctly, the car was KNOWN about but there were issues actually finding it. It's also possible that I am merging two situations--one where the car was known about but there were issues actually finding it and the owner and one that had literally dropped off everyone's radar. Since we have some 58 folks on here, particularly Dei who has been into them for years and also is in Canada, there is one piece of rumored documentation about 58 big series cars that would be a big deal if it were found. Buick records indicate that Roadmaster's and Limiteds were only built with the Flite Pitch Dynaflow Transmission. Surviving cars OFTEN have the incorrect according to factory documentation Variable Pitch Transmission. This is NOT an easy change. There are a lot of bits and pieces involved in making this change. Years ago, a Buick service manager told me that Buick did a factory authorized retrofit for Flite Pitch cars that had transmission issues. I have all 58 Service bulletins. No mention of this retro fit anywhere. Later some people higher up in the Buick food chain told me that in this era of 90 day or 3000 mile warrantees, prior to the feds getting involved, the zone office ( most likely ) or dealers may have received a letter telling them how to obtain factory support/parts/bill Buick to make this change if a customer's Flite Pitch car could not be fixed to the customer's satisfaction, especially if it occurred during warranty repair period. This could have been a situation where dealers were told to call the zone office for transmission issues and then the zone handled it quietly which means written documentation is even more scarce than if this sort of under the table recall was announced very publicly to all dealers. People have been looking for this documentation since the seventies or eighties. If anyone has this documentation, please either post it or send it to the Buick Club Office or BCA Chief Judge. The 58's drive beautifully with Flite Pitch. It's a very different transmission than the Variable Pitch Dynaflow. It performs much better. BUT--NEVER, NEVER put the car into G-, unless you are about to slam into a brick wall and have no brakes. On the Flite Pitch, G is a transmission brake. It's designed to PREVENT all acceleration and slow the car down on a down grade. If you put the car in G and then accelerate, you are pouring power into the front of the transmission, G causes the fluid flow to be essentially reversed to try to slow the car/engine down. This is over simplified but basically the engine is pouring power into one part of the torque converter. Another part of the torque converter is sending fluid back trying to STOP the first part from moving. Liquids don't compress. You just broke the transmission. In the early 50's with first generation Dynaflow, drivers used to put the car in low, floor it and then shift to drive to try to get better performance. Starting with the 53 Dynaflow, this really wasn't needed as they added more turbines to the transmission. In 55 or 56 they added the Variable Pitch Stator blades which made the whole start in low and shift manually pretty silly. But people still did it. Variable pitch Dynaflows will tolerate this treatment. Flite Pitch Dynaflows will break if treated this way, possibly even the first time. So--it's 1958. You just bought your Roadmaster 75 or Limited. You've been playing the start in low game and you decide to take your brand new, expensive car out and impress someone with it's acceleration. A few minutes later your brand new Buick is making very expensive and unpleasant noises as it sits stationary on the side of the road. The owners manual clearly states do NOT put the car in G and accelerate. But who reads those. The salesman might have told you but you didn't listen. Second and third owners are even less likely to have gotten the word so even if the first owner didn't break the Flite Pitch, later owners may not have been so lucky. After the car was a few years old, transmission issues often meant a short trip to the junk yard. Another fun fact from someone at Buick. I was told by someone who would know that the SON of the Flight Pitch Dynaflow was the Super Turbine 400 from 65-67. The one with the variable pitch stator which remains one of the best transmissions Buick/GM ever Built. BUICK was responsible for the torque converter. That's probably where the high quality came from. Other than the ST 400 shifts, the Flite Pitch and the ST 400 have a very similar drive feel. A well sorted out Flite Pitch car will get off the line faster than a Variable Pitch car. My dad always said when his 58 was new, it could do 0 to 100 in one lunge. Don't know about 100, but we have 75 mph speed limit and the flite pitch cars are perfectly happy to do 0 to 75 in one lunge , and surprisingly rapidly for such a large and heavy car. Sorry this is long. Hope some of it is interesting or useful.
  34. 2 points
    I see a Bonner county plate on one of those cars. All cars have a place in the market, no matter what has been done to them.
  35. 2 points
    My fingers look like that ALL the time!
  36. 2 points
    Hi Killeen, and welcome to AACA forums. You will get some very good advice here. As to the Buick, although it may be heresy in this camp, a well done "restomod" of this fairly common car MAY be worth considerably more than an original, or CORRECT restoration. Some of these cars with modern mechanicals, air conditioning, automatic transmissions, interior amenities, etc., have substantial money and know how invested in them. Could you please provide us with pictures of the engine, interior, instruments and controls in order to refine what your client has. This may well be a candidate for posting on another specific site to which we can refer you. Don't worry, we will enjoy helping you, but this being the holiday season, we could be collectively a bit slow off the mark. In fact, I need to run right now. Merry Christmas to you and yours, friend ! - Carl
  37. 2 points
    Austin Clark lived about 15 miles north of me, and you never called him Henry! 😄 He would always introduce himself and want to be called Austin. He would cringe at that if you called him Henry. I first met him when I was about 17 years old and went to his house in Meadow Spring , Glen Cove , long island . I had a photo of a Mercedes race car o the sands at Ormond Beach, Fla. he wanted to copy and I didn't know who the driver was - he saw it and immediately shouted "that s Willy K.!" (William K. Vanderbilt) We became friends because of my interest ( even then ) of automotive history and that friendship continued until he passed away some decades later. When I wasn't reaching art I worked for him in his library/archives full time cataloging, filing, and looking up information for people that inquired and had questions and sent or called them into the Long Island Automotive Museum that he owned. He also did research on automotive topics for corporate accounts who wanted to document when certain phases of events took place that affected their business. He never expressed any huge interest in the works of Arthur Conan Doyle or the character Sherlock Holmes in the entire time I knew him. ( oddly enough SH is my favorite character in literature, and I have visited many sites in England associated with Holmes) Austin's library of automotive material was donated to the Henry Ford Museum while he was still alive and it took a tractor trailer that was loaded to capacity to get it out to Michigan. In the early 1950s's he rescued the glass plate negative files of Mack truck that were located in Brooklyn , NY ( that was where Mack started) that were to be thrown away. Those glass plate negatives filled 30+ four drawer steel filing cabinets in his basement and are now back with Mack in Allentown, Pa. . Austin was a huge enthusiast of commercial vehicles - trucks, and he and George Norton used to run the Truck Seminar at the AACA annual meeting in Philadelphia at the Bellview-Stratford Hotel. They would give the talk and I would run the slide projector ( that kind of dates when this was done, no computer generated images /equipment!) There were sections of the image presentation that were x rated and it was a standing room only presentation! I always was interested in automotive history, especially due to my art background , the body and coach builders. Austin introduced me to Rudy Creteur of the Rollston Company and the three of us used to go out to lunch together on a regular basis for years. Austin's library and collection inspired me to build my own library ( on coachwork and custom built cars of the WWI to WWII era) as I could see what he had that was in the subject area I was interested in and then try to find examples for my own collection . Austin would add to his collection of material on a regular basis when there would be auctions of material and several times I represented him at the auctions when he was not in town, or if I was in England in vacation he told me" if you see something you know I don't have and think the material is important and price good just get it ! use your own discretion, if you need more $ call me and I will wire it to you". Austin had a great sense of humor , and yes he had spaces at Hershey every year ( he rented a motor home to bring down so he could have a place to see friends in in case of inclement weather , also offer friends some high octane liquid refreshment if they wanted) in the Blue Field ( where the roller coasters now are) . He was a great and loyal friend and we shared many adventures bringing in cars to his collection, going to visit Peter Helck at his house in Boston Corners. He was my inspiration to share the automotive material that I have collected via storys etc , he did this on a much larger scale, and always felt that automotive history was important and needed to be seen and thus appreciated by as many people as possible. It is why he started his auto museum and library. The enthusiasm for the vehicles themselves but also for the storys they had. I have a lot more memories and storys but this is going on way to long and a bit off topic already.
  38. 1 point
    Here is some data from a Victor Gasket book:
  39. 1 point
    Yep, year, make and model of car is always useful.
  40. 1 point
    Holy cow, Terry. That's extraordinary! Kudos to you and the team that saved the locomotives!
  41. 1 point
    I have never had a problem. 15,000 + miles. Hot and cold. Will I have problems down the road? Perhaps. Let you know. We , at one time, lived without computers , cell phones and tv. Some more modern things are GOOD. Ben
  42. 1 point
    Keileen, the buick and studebaker are relatively common makes and you can easily search recent pricing sales on the internet. As to the modern tires and possibly drivetrain, you might find as many buyers out there for hot-Rodded antiques as you find for purist cars. I know my 1927 chevys would be worth more or even double with a big block V8 dropped into them, rather than as originals. Just different groups of enthusiasts. the Velie is a wonderful car, even as an undone project. I run into pricing challenges all the time buying Kissel Kars which are also rare. Rare cars have even rarer numbers of buyers. But there are a surprising number of folks out there who want to buy rare full classics. I would think you could advertise that Velie in the CCCA magazine and this AACA website for 15,000 or 18,000 as is, and you might snag a buyer quickly quickly. It is a true CCCA classic and a really pretty Model. my thoughts. God luck. Ron Hausmann P.E.
  43. 1 point
    The LOF logo differed over the years, here is a mid 30's Auburn.
  44. 1 point
    The snow went away almost as quickly as it came! We have not a lot of rain with temp. about 8 to 10°C. The rain which did not come in Summer/autumn is coming now! There should be snow in the mountains but I don't care what is happening there, it's not for me! Randy, thanks for the wishes, enjoy that time and I hope for you that 2019 will be without incident, good health! As it seems that my littles stories are of interest for people here, I will relate the adventures of my Avanti scale model. Unfortunately, I will not be able to do the same for the Toronado, I have just a handful pictures on paper. What I will do too, is the restoration story of my '56 Biarritz. This was the last car I restored. I wrote already that story in the Cadillac LaSalle forum as it was more or less still "fresh". For the two other ones, bad luck: it's too far away in the time and I could not do an interesting story.
  45. 1 point
    Starting the re-design. The first step was to take a piece of 1" bar and turn it down to .750 + .001 Then I put it back in the lathe, faced off the bit end and drilled it through at 3/8" I then turned it around and threaded it 3/4-16 - the standard 3/4 fine thread since I don't want to be bothered making a nut in an odd size. I was lucky I had a fine thread nut to test it with. Otherwise, I'd have to have ordered some and wait to do this part. Then I drilled it about 2-1/4" with a 7/16 drill. This is only to serve as a guide for the broach. I'm only broaching the head of the pin...there is no need to try to force it through the whole length. I started the broach in my arbor press then moved over to the larger press... And that's it. Now I have a pivot pin that is .001 oversize. This went much more smoothly than most jobs... The metal is 12L14 - free machining steel. Were this an industrial job you'd want a tougher metal, probably hardened and ground but how much is this going to be used if it does work? I can't imagine wearing it out but if I do, I'll just make another.
  46. 1 point
    We drove it onto the trailer when I repurchased it. When we got it home, we couldn't get it to start. I think that it could use a rebuild of the vacuum tank, the carb, the starter/generator and the coil and distributor. I had the pan pulled and cleaned out - very little in it. It was reinstalled with a new gasket. Replaced a leaking freeze plug. Has new plugs and wires.
  47. 1 point
    Thanks Nelson! A scale model is like a house: almost never finished for whatever reason. Those days, even if the Mark II is completely ready, my mind is sometimes in another place. When the Avanti model was finished, I noticed later that one piece was missing: the cover over the fuel tube. It's a small part, but without that, the interior is not complete. As the silicone for a molding had to cure on the Mark II, it was a good opportunity to look at this missing piece of trim. Without the rear window, shaping that part would have been very easy. Now, I had to do with the rear window, working from the LH door aperture. Fortunately, I still had leather from the proper color and I could finish the cover. The next question was to find a way to glue it to the existing parts. A daub of silicone was helpful, it sticks at the fuel pocket without marring the surrounding leather. Now that model is really complete!
  48. 1 point
    I used the old hand scraping method with a putty knife initially , followed by liberal dousing with Gunk, then wire brushes (large and small), more Gunk, then scrub with a coarse 3M pad, working down to a finer pad. A final wipe with rags, then lacquer thinner. A very dirty and time consuming affair but it works. I suppose a hot pressure wash with strong detergents would be the professional's choice, but that would take all the fun out of it. 🤪
  49. 1 point
    Stunning, I believe its a C Type Jaguar not a D Type
  50. 1 point