1912Staver

Do you need a truck this large. If not at that price you should be able to get a smaller truck. I like the larger { 2 ton / 3 ton } trucks, but they were built to do a job, not pleasure driving. It's probably a decent deal at $7500 or so, but $9,500 seems high. Very few people actually have a use for one these days . Keep in contact with the seller and see what his price is 3 or 4 months.

When I mentioned there is a good chance the car was actually built in the U.S. and shipped to Canada I was refering to the handfull of 90 Series cars that would have been sold either in Canada or sold as Export models. I fully expect all the other / smaller series cars were built in Canada. Just that from a efficient business point of view there would be little point to having a Canadian, 90 Series production operation setup. A big cost for a very small number of cars. Far more efficient just to send U.S. built Series 90 cars to Canada concidering the small numbers involved. McLaughlin was by this time actually General Motors of Canada and while the McLaughlin family was still substantial share holders they no longer owned the company { McLaughlin } outright. G.M. of Canada is definitely known to have imported low volume models { both cars and some of the heavier duty trucks } from the U.S. to be sold in Canada and Overseas. The numbers involved did not warrant Canadian production, but there was always at least some demand to be satisfied and Imported vehicles were the obvious solution. I worked at a GMC Dealer in the later 1970's and saw a fair number of U.S. produced vehicles sold through the dealer. It all depended on what the customer wanted. The higher volume models would be built in Canada , and the much more specialised / higher GVW / or unusual option vehicles were often shipped in from the U.S. I don't know for sure if this was the case with 90 Series cars but that would be my suspicion.

Bauer made lots of bicycles. I have a later 1950's Bauer Weltmeister 10 speed , racing bicycle. Top of the line , and equal to most French or Italian racing bikes of the era. But I would expect an emblem of this sort to be from a touring or general use sort of bike. I get the impression from what I have read about Bauer is that they made everything from entry level kids bikes to high quality machines like the one I own.

Slightly different slant. I doubt more than a very small number of Series 90 cars were sold in Canada, or passed through Canada for export, possibly less than 100 / year. So there is a good chance they are actually U.S. produced cars that were sent to G.M. Canada and then badged as McLaughlin Buicks and sold through McLaughlin dealers or overseas agents. A very rare car, and quite desirable to the right Canadian, potential buyer. It's not worth a lot of money because of the sum that will be necessary to restore it. But sell it intact. Let the next guy decide on the future. I expect it has a frame number. And there is a good chance it is in the same place as a U.S. Series 90. All the teens McLaughlin cars I have been involved with have a frame number { generally a small tag riveted to the frame, just like U.S. practice for the year }. It makes no sense that a newer car would not carry on the same practice of having a frame number. But you need to find out where a 1931 , U.S. Series 90 frame number is located and look carefully in that location. Smaller series 1931 Buicks might have numbers in a different location.

Cadillac convertibles can be quite pricy. But that generally reflects the cost to restore one. A rough one will soak up cash faster than a Chris Craft cabin cruiser restoration.

As Grimy says, there is a very good chance this is from a WW1 era Pierce truck. Try the HMVF forum . Historic Military Vehicle Forum, mostly people in the U.K with a great deal of knowledge on WW1 era trucks.

One of these days I have to get a longer trailer. This GMC just made it on the deck by a couple of inches. A slightly higher GVW truck and trailer might have come in handy as well , Ford F150 was doing the towing. But the trip was only a couple of miles on back roads. 1945 GMC 3 ton. Kitsilano Transfer in Vancouver B.C. was high enough priority to get a new truck as WW2 drew to a close. This one has been parked since 1973. I intend to mount a crane boom on it for jobs around my backyard.

The rear axle and jackshaft are possibly a early day conversion for a built as horse drawn buggy. Conversions of this nature were for a time on the market in the early days of motoring. Some would mount a single cyl engine lika a early motorcycle would use and a few even used an electric motor and battery set up. They didn't last on the market very long. You would have to take a good look at it to determine if it was made in the early days or a later , say 1950's manufacture.

There are probably a number of small parts that are salvagable. If you have a tractor or similar a start would be to hook a chain on it and pull it back over , right side up. If someone near you has a 1949 - 1952 Chevy they might need some parts. Not a lot of $ value but better than just tossing it in the scrap pile.

I doubt you are going to find photo's of a set up like that here. Most 65 Riv's on are going to be dead stock or very close.

Ontario may be somewhat different than British Columbia. For a start we have Provincial Gov. Insurance so insurance and Registration documents are a one stop proposition. Are you saying the Ontario version of vehicle registration is in fact a Title ? As far as I know it serves the same purpose but there are a number of legal differences from a U.S. style Title. I do agree about your advice about keeping documentation in order. Unfortunately it seems many cars have some sort of paperwork hurdle to overcome. My main point was that these problems are normaly reasonable easy to correct . I should have said in British Columbia rather than Canada as a whole. The Prairie Provinces are / were also quite easy to work with, although I saw a comment from Artic Buicks that Manitoba has recently become more difficult. From the sounds of what some of our U.S. friends are saying a lost Title { the slip of paper } , or a person who dies with a car still Titled in their name can be almost impossible to resolve in some States.

Years ago { mid - later 1970's } I worked part time at a GM Truck dealer. Big volume of pickup and van sales. Being on the West Coast of Canada almost all of them were shipped out of GM's Ontario plant by rail. There was a substantial amount of freight damage repairs. Lots of bumper and grill replacement. Both from damage and from customers wanting to switch the plain , base model painted bumpers and grills for the optional chrome. And quite a bit of repainting , everything from small touch ups to whole 1/4 panels. Were these still original ? Brand new with 3 or 4 miles on the clock. Also, although rare it was not unknown for either a engine or auto trans to have a major failure with perhaps as little as a few hundred miles of use. Warranty replacement units in a vehicle that most people would call brand new. Rarely abuse, just the odd one out of thousands that something went wrong with.

I don't think it was generaly a " superimpositing " of a drawing onto a photo. I think the usual practice was to start with a photo and re touch the automobile , truck or whatever the product was until it looked like a drawn illustration. Some examples exist of the original photo in its unaltered form and the catalog plate that was derived from the photo. It makes an interesting look behind the scenes of how early advertising material was prepared.

Did Halley build their own engine ? If bought in who was the engine maker ? For early engines in North America rated HP is not a really good guide. Much more common in those days was to list bore and stroke. For example the HP figure for the Teetor Hartley used in my 1912 project car was listed as anywhere from 35 HP in 1910 sales material , all the way up to 55 HP in the 1914 catalog. Same engine with only slight detail changes. All the same 4 1/2 x 5 , T head ,4 cyl engine. Also what style of mounting are you looking for ? Many / most North American engines of this era had mounting arms that were cast integrally with the crankcase, sometimes just at the flywheel end , but quite commonly at all 4 corners. Being part of the crankcase { in most cases a large aluminum casting } it is very difficult to alter the width if you are trying to fit the engine to a vehicle that has a different width between the frame rail compared to the engine design width. Placing a car engine in a truck chassis that is often quite a bit wider requires spacer blocks to be made up and fitted. Placing a larger truck engine in a car frame is often almost impossible without casting a new crankcase with narrower mounting arms. Many early cars and trucks used a sub frame for mounting the engine and gearbox and this is narrower yet. Some commonly used engines came in two versions, a narrow crankcase mounting for some trucks, marine and subframe cars and a wider " mounting arm " version for most cars. Take a look at the Wisconsin T head family of engines circa 1914 to see examples of both. The easiest early engines to adapt to other frames are the ones that hang from a " bridge piece " style mounting.. It is reasonably easy to make a narrower or wider " bridge " to suit the frame in question. Often just the front mount is this style , but there are some engines that hang the engine in the frame both front and rear from a bridge piece. A few photo's from a existing Halley , or posibly some sales material showing an illustration of the engine would sure help. And letus know the measurement between your frame rails so we know how much room is available. Length usually isn't a problem , but width often is.

For the first 25 years of the industry or so , car makers catalogs frequently used heavily re touched photos like this. Quite common in sales material of the day.

Am I ever glad I live in Canada { no Titles in Canada } . The more I hear these stories the more absurd the whole Title situation seems to me. A person dies and his vehicle is junk because he legaly owns it ? In Canada it just goes to his estate beneficiaries. Bring the registration paper with the death certificate and transfer to wifes or sons or other familly members name. Junking a car ? the tow truck just shows up and the car is gone, end of the story. Lost registration paper ? { Canadian substitute for a title } Go to an insurance office , pay the $20.00 fee and they print you a new one on the spot. { if selling } Otherwise just renew the insurance { it can be lapsed for any number of years } and they print you a new registration and proof of insurance. Buy a vehicle without paperwork ? Do a last registered owner search { $20.00 or so fee } and send a registered letter to the last address. Either the person can sign a transfer , or if the letter comes back unopened a Notary can usually provide documentation that allows you to register in your name. Does not work all the time , but most times yes. If all else fails most provinces will issue provincial ID numbers and register from that . Most often done with kit cars and street rods .

I was a young teen when I noticed a very interesting front end visible through the open door of a small dilapidated garage near my house, about 1973. It was a 54 Merc. Convertible , mild custom. Scalloped paint , lowered, custom grill bars. Quite nicely done , but sitting for probably a decade. Went back with my father and knocked on the door. A man answered and said it was his sons who was living on his own by that time and gave us his phone number. He said it was probably for sale and would like his garage back. Rang the owner up and went over to his place. Yes it was for sale, but he wanted a fair bit for it. A brand new engine had been installed several years before and never fired up. So he wanted the cost of the engine plus $100.00 for the car. Around $850.00. Too much for my paper boy income . It sat a couple more years and eventually disappeared. Never seen it since so I assume it was eventually towed away for junk.

Another thing I have noticed, most of the currently available split washers seem to crack easily. I expect the vast majority are produced offshore with little quality control.

I can't provide an exact date. But it must have been quite early. Every machine I have worked on from the mid teens uses at least some. There is probably a patent showing when the first came to market. But researching the topic would probably be quite time consuming. They possibly pre date automobiles.

I think Ed's reply hits the nail on the head. Anyone that is in the market for cars in the million $ + catagory is well beyond day to day concerns about earning { and spending } money. I expect they all already have more assets and income than they can possibly need for a very full life. It's an existance that 99 .5% of us can hardly even imagine.

1914 B 37 is probably a Model B 37 Buick. Quite a nice car. The B 37 was the larger of Buicks 4 Cyl. cars in 1914, and the touring car body style. There was also a roadster built on the same chassis { B 36 ? } There was also a even bigger Buick for 1914, the B 55 Buick 6 touring. Very rare today.

What do you mean by want them all ? Are there other cars besides the GS ? I owned a 1969 GS 400 for many years. Great car , but mine was not a Stage 1. They lagged prices of Chevelle SS 396 cars by quite a bit for decades. But very similar cars except sheet metal styling and Buick engine vs Chevy engine. I am out of touch on what they are worth curently, but obviously the Stage 1 engine makes the car quite a bit more desirable to some buyers. For decades they were worth 1/2 or less { non Stage car } than a SS396 in similar codition but that rule of thumb may have changed in the last 5 years or so. My GS was a favorite of my wife for years, she drove it more than I did. But she has a Mustang convertable now so I doubt she wants another GS. Also if it has been sitting for years it may not have had hard valve seats installed. My GS hated unleaded gas when it replaced leaded , and adding octane booster was a pain in the butt. That is why my GS was taken out of regular use and eventually deteriorated from lack of use and poor storage.

Thanks ! Regarding the 1914 70 HP Staver Chicago. This model was in the 1914 catalog, but if any were actually made it was only a very smll number. It was a top of the line model with a Teetor Hartley 6 { same engine as some of the bigger American Underslungs } rather than the Teetor Hartley 4 that most Stavers used. Staver was on its last legs by 1914, and if any were made it would not have been more than a handfull. No 70 HP Stavers are known to survive. Not that there are many Stavers around of any sort. Some of the 4's may have had a Rayfield as well ? Same engine as a 1912 era American Underslung Tourist { the mid size, 4 Cyl American }.

Remarkable car ! Unfortunately well outside my means.

Very interesting Jon! Of those 431 listings , are they all OEM ? Or does that include Rayfields listings of applications where Rayfield is a recomended substitute for some other OEM carb ? 431 sounds like a very large number if all OEM. I did not think they were that popular as OEM.