1912Staver

I agree with Xander. Low production numbers and survivors. Very desirable body style. I personally slightly prefer 35's , but 36's are just as popular in the marketplace. 4 1/2 star car { out of five } Fords and other middle class and lower cars at least. By 36 I don't think there is anything but very small detail differences between a U.S. production car and one produced in Canada.

A Morgan is a much better car, except the chassis frame and steering is inferior to what MG had progressed to by the TD era. TD's has a very robust , but unfortunately quite heavy frame. Morgan's had a rather lightweight frame { to the point of being quite flimsy } that usually does not stand up over time. At least replacement frames are reasonable in price to buy. Shipping adds considerably to the cost depending on where you live. Not heavy, just bulky. MG uses a really very good rack and pinion set up. Same steering with detail changes used right up to the last of the MGB's. Top notch. Morgan's use a worm and peg steering box . { late model Morgan's use a R and P, but those cars are extremely pricy compared to a typical TD } Not great even when new. Parts are expensive and hard to source. Big problem with a TD is that it is heavy and very underpowered. Morgan's are lighter and depending on what version engine much quicker than a TD. Morgan's are also a lot more expensive than TD's , but most would agree the extra cost is worth it. A $3,500.00 Morgan comes home in a supermarket shopping buggy.

I believe you are in the one Province where there are Titles. Yes things do vary quite a bit from Province to Province, but not as much as what I am seeing with U.S. States.

With most of the BAT auctions I follow it seems the seller did very well. But not always I guess.

TR 7's are starting to climb a bit in value, but most have been parted out or scraped years ago. Low survival rate .TR 8's have always had a loyal following. Decent ones are becoming quite expensive.

That looks like a great deal, but it is just Buick's small car for 1915. Roughly a competitor to a Model T. You wouldn't get a Brass T this cheap and the Buick is probably a better car.

I had one of those back in the later 1980's. But not nearly as nice as this one. One truck I owned that really did drive like a truck. Or a School Bus . My 1966 Mercury { Canadian ford } 1/2 ton was way more civilized out on the road. I think I paid $650.00 for the IHC.

It has the makings of a very desirable Brass Era car. Hard to say if the bodywork is 100% original or not. A person would have to do a very careful in person inspection, preferably along with someone with a good depth of knowledge about early teens Pierce's. But my gut tells me that's a somewhat optimistic price. On the other hand cars like this rarely come on the market so who knows ?

I agree 100 % TTR. But the catch 22 for me is the addition I have to make to your list of exceptions " something extremely unique, rare and valuable " That would be the addition of affordable on a pretty slim , retired guy budget. In my case I like cars that almost fall into your category except the examples I can afford are run down, derelict, crashed , burned, partially parted out specimens of very off the mainstream sports cars. Early Lotus, TVR , Morgan , Elva and a host of others. And so many times if I find one the paperwork vanished decades ago. I grew up with these cars and owned a number of them in my youth. Then the early 1980's recession hit my area particularly hard and the vast majority of them ended up Stateside or back in the U.K. or Western Europe. With the current cost of living situation in Western Canada these days each year a few more of what's left of the local car inventory also leave. As people age out of ownership the local pool of people with the interest and means to take over ownership shrinks faster than the rate at which cars become available and Bring a Trailer etc. makes another out of the area sale. If I could afford to just buy a decent one with no problems I would. But we all face our own challenges in life and mine is the impossibility of just going out and paying the going rate for a no problem example. A couple of cars and several vintage British motorcycles I have been piecing together for decades . 1963 TVR Grantura MK3, 1959 Buckler MK 15. 1949 Triumph Trophy 500, 1954 BSA Gold Star 500, 1953 BSA Super Flash. If I am lucky I might even get to drive / ride one in my lifetime. Most of the fragments / hulks I find are in the U.S. , I look endlessly on all the club and one make forums. That is where the whole title hurdle comes into play. Years ago it was not a problem. These days it is almost always a deal breaker. Nearly all of these cars will eventually have their paperwork problems solved. Huge amount of interest and relatively few cars to go around. But I don't have any U.S. property to store them on while I wind through the various ways to re establish a title. I have often thought of buying a small place next door in Washington State for that purpose, but property has really shot up there over the last 20 years. Nearest place where things are still dirt cheap is South Eastern Oregon, but that is quite a long way away. How many hoops do you jump through before you just throw in the towel ?

I don't think that over the course of the 38 years my wife and I have been together I have had a single vehicle that I could answer yes to on question 11. All my cars tend to be one person cars. My wife has driven a few of my cars from time to time, but always as last resort.

I am only slightly rural, small acreages and hobby farms with about 20% actual working farms. But within commuting distance to the city. Prices and taxes are both eye popping. If I hadn't bought a place near here almost 30 years ago I would never be able to live around here. The U.S. is very attractive to me. My family history goes back to Ohio, but they left in about 1910 to homestead in Canada. At times I wish they never did.

I won't even tell you what my yearly property tax bill is here in Super expensive British Columbia , Canada. But you are getting off very light by Canadian tax standards. Vehicle and property combined bill is well over double what you are paying. The scam that has been somewhat successful up here is that criminals get a hold of enough information about you and your property go take out a bank loan against it. It creates a huge mess for the property owner to sort out. And almost impossible to catch the perpetrator.

Yes, I suppose Weber wants you to buy them jet by jet these days. More profit. You need to look for someone retiring from the tuning business and buy up their stock.

I agree that is a good price. It looks just like the TF I bought in 1977 { it had a MGB engine as well } and that is cheaper than what I paid { $3,500 } way back then.

Big difference between property Titles { deeds ?] and vehicle Titles. With property there is always a yearly tax bill , even if it is remote, undeveloped property with a miniscule yearly tax payment. So the authorities always keep records up to date on any and all properties. With vehicles there are so many ways the Title can be lost, plus the fact some vehicles have never even had a Title . Stir in the all over the map nature of the entire vehicle Title situation from State to State and it becomes obvious how Titles and old hobby cars / one time derelict cars become such a tangle to sort out. Think I am going to switch to collecting clocks.

I agree with what you have said, but I was mentioning Weber's strictly in the context of modified engines. With a stock engine the factory has done the hard part for you . They have selected the needle that best suits the output of the engine and the weight of the vehicle. All you have to do is adjust to best position during the tuning process. On most of the older ones you actually adjust the height of the jet tube up or down. The needle has a specific height in the piston and isn't moved once it is installed. But on a modified engine there is a good chance you are going to have to change the needle to one more suited to the new power output and RPM band of the modified engine. There is a wide range of needles available for SU carb's and selecting one to match the modified engine can be very time consuming. Weber's are more of a known device in racing and modified engine circles. Most tuners will have on hand a range of jet's and emulsion tubes . I have worked with both quite a bit in the past. Unfortunately I no longer have access to a chassis dyno without paying the going rate at a shop. Trial and error by plug chops is tedious and not nearly as accurate as a gas meter and dyno but that is what even top racing teams did up to about the early 1960's .

FWD trucks used a Wisconsin that is quite similar to the Stutz T head. The main difference is the truck engine had narrow mounting arms { part of the crankcase casting } to suit the narrow frame rail spacing on a truck { may have been a sub frame }. The car version had mounting arms that were quite a bit wider. Other detail differences as well, but the truck engines have been used somewhat frequently to keep Stutz cars running. I expect at least as many FWD trucks were built as Stutz cars, perhaps even more when military contracts are taken into account.

Funny enough the one place we use Titles here in British Columbia is for property. But the owner never sees them. They stay forever in the Land Title government office. When you buy a place here your Lawyer pays the sellers Lawyer for the property. The sellers Lawyer then instructs the Land Title Office to change the name on the Title to you, the new owner. No such thing as a deed here, just the Title gathering dust in a filing cabinet somewhere in a government office.

That is very interesting. I wonder what cars used these engines. Other than the probable handful of Mercer 6's . It does look close to a 6 cyl. version of the 4 cyl. as used by Mercer.

I have not found much at all about Beaver engines. Nor have I heard of any maker beside Mercer who used them. But I have a couple of times heard of them referred to as Wisconsin Beaver engines . And they were made in Wisconsin. But I don't know if they have any connection with Wisconsin engines such as used in Stutz , FWD trucks and many others.

I actually find SU's quite easy to deal with. But I have been involved with them since the mid 1970's. On a highly modified engine it is hard to find the right needle without quite a bit of trial and error. A chassis dynamometer and a gas analyzer make it a lot easier. In these cases many people just substitute a Weber for the SU's. Easier to get running correctly on a heavily modified engine.

I really like Mercers, but I guess their rarity and sky high value makes most things Mercer of secondary interest to me. Reference material is scarce , even the Mercer book { which I would really like to have but at the going price these days I will probably never own }seems very hard to get a copy of. For example your mention of Mercer using Wisconsin engines is news to me. I have seen reference to the very early cars using Wisconsin Beaver engines, but I always assumed that after the first year or two of production they switched to their own T head. As far as I know the L head cars use a Mercer designed and built engine. A very interesting car. And these very rare 6's even more so.

Thanks for the explanation Kerry. Interesting that you have a title for the forklift. I assume that would be quite a new machine and the Title was issued by the selling dealer. What about the case of a similar machine say from the 1960's . I doubt : but knowing nothing about your State stand to be corrected, that even if Titles are now issued for off road equipment there was probably a point in time they were not. Could a forklift from the 1960's somehow have a Title issued if that is needed to prove ownership ? Here in Western Canada I have never heard of any sort of documentation for older construction equipment { or for that matter reasonably new construction equipment } I guess in some instances a person might still have a sales receipt from when the piece of equipment was bought new, but this would be quite rare around here. Generally if you buy something like that around here you just pay for it and load it up. No paper trail. i commend you for your diligence in the safe keeping of all your titles. If only everyone was so careful things would not be in the state they seem often to be in.

I have never owned one, { P1800's , I have owned several 240's } but I have driven a fair number of them. The shop I worked at in the 1980's was mostly a British car shop, but we did work on Volvo's quite a bit as well. I always found the general road feel of these to be somewhat disappointing . Very closely related to a Volvo 122 or 123 sedan. Somewhat lighter so the acceleration is better, and a slightly lower center of gravity, but otherwise they feel very similar . They are all nice cars, but as a sports car the P1800 just falls a bit short in my opinion. On the other hand, as a sedan a 122 or 123 is a pretty decent choice. With all 3 rust is the killer. A 123 GT with B 21 engine is a really great combination. A few of them in my area, very desirable . But a bit of a hot rod so possibly best not mentioned on here except in passing.

Understood, I was just responding to your mention of needing a Title to sell a car. A race car is a car .But I suppose I am just being pedantic. Up until several years ago when the need for a Vehicle to get export approval from U.S. customs became law I bought several U.S. road vehicles ; all reasonably early cars that were restoration projects, and brought them home to Canada. None of them had Titles { old enough that I doubt any of them would have ever had Titles } and as far as I am aware there was no need for one at the time. Of course that is no longer the case with regards to export. I frequently find the Title problem a big problem. In order to buy a parts car or restoration project these days there has to be a Title, which is almost never present. Other than race cars {built from day one as race cars ; not race converted production road cars, which can be legally exported on a bill of sale } I have not bought a U.S. car for about 10 years now. Several I would have bought if things were still according to the old rules. For example I have been looking for a reasonably rust free Bug Eye Sprite body shell for some time now. { I already have two total rust bucket Sprites plus an absolute mountain of Sprite / MG Midget parts here in Canada, but no decent body shell } I found a pretty decent X SCCA race car Sprite , taken completely apart ,a couple of years ago at a very reasonable price in Eastern Washington. But of course the paperwork was long, long gone. Seller told me that as far as he knew it had been a race car since the mid 1960's , had passed through several owners as a race car in the Pacific North West . Other than a log book no other paperwork. Perfect for my purpose, but no legal way to export.