W MacDonald

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  1. This started with an investigation into why the clutch was dragging in a 1912 Stearns-Knight. Eight disc clutch, four with facings, four without (photo 1). After disassembly, found two of the bare disks were dished, by as much as 1/8 inch (photo 2, two discs face to face). This is likely the cause of the clutch not fully disengaging. So, some questions for any of you who have experience with multi-disc clutches of this era. 1. Is there any reliable way to flatten a dished disc? Each is fairly large, at 13 3/4 OD, but thin at 0.064. Stearns identified the material only as "saw blade steel". 2. The facings are currently modern clutch material, bonded to the discs, and appear to have little use (photo 3). What material would have been used in 1912, and is the current modern material related to the warped discs? (There seems to be much discussion regarding the use of Kevlar bands vs. cotton bands in the Model T Ford and how using Kevlar (with a higher temperature rating) can result in cracked drums. So, the heat transfer characteristics of the facing material may have something to do with this.)
  2. 2.2L Turbo, auto, dark red with matching vinyl interior, white top. Power everything, a/c. Talking dash. Just turned 90K original miles. Runs well, and ready to drive home. No rust, one repaint sometime before it came to live in our garage in 2000. Air conditioning not working, and some other little things need attention, typical for 35 year old car. All of the power windows work. Vinyl dash okay except at speaker grilles. Service manuals included. PLUS two complete parts cars. 1) matching 1985 LeBaron convertible, and 2) 1986 New Yorker sedan. All the parts you'll ever need. No titles for the parts cars. The K-car marked the return of the American convertible, and is an important milestone in Lee Iacocca's legacy. $3,895 for all three cars. In McConnellsburg, Pennsylvania 17233. Not far from Hershey. Contact Wayne, pm on this forum, or call or text 717 552-8852 (leave message, I probably won't answer if I don't recognize the number), or email wpmacdonald@comcast.net
  3. Mr. Boland: Yes, but it requires the earlier 1908/1909 Model F chassis, which has a flat frame without the "kick-up" over the rear axle. Thanks for remembering, though. Still looking.
  4. It may actually be perfect. What have you got? Thanks.
  5. Pictured are the sill plates at the rear doors. Cast brass. Now that all of the obviously not Stoddard-Dayton modifications have been removed, what's left is a brass-era limousine body with Stoddard-Dayton sill plates. While nothing is guaranteed, the logical conclusion is that the body was originally fitted to a S-D. 1912Staver, your observation as to the difficulty of reuniting the body with a S-D chassis may well be accurate. But from a historical preservation standpoint, that is at least the right place to start.
  6. Stoddard-Dayton Project Wanted. Old restoration, incomplete restoration, basket case. What do you have?
  7. Yes, the search commences. S-D made many models and wheelbases over the years, so it first has to be determined which model(s) is most likely the one originally intended for this particular body to be mounted on. The body is going to require a significant amount of wood work, but is fairly straightforward. Finding a complete chassis may be another matter. We'll see. Thanks for your encouragement.
  8. Following the observation offered by W_Higgins, exploratory work commenced by removing the skin from the right side of the driver's compartment. Sure enough, underneath was the original seat riser and seat side panel. Once that was established, everything else that was an addition was removed. The modification was done, presumably in the teens, by cutting off the body, including the sills, a few inches behind the leading edge of the seat. Then the sills were extended to make the body longer, and wider. The modified sills reached all the way to the rear fender arch to change the shape of the arch for a different style rear fender. All of this allowed the owner to reuse his older body on a newer chassis, although there was a huge amount of work involved in the update. Cutting and fitting all those pieces, none of which are straight must have taken a lot of time. Workmanship was really very good, including all the ironwork for the moldings. The updated body can be assumed to have given the owner a number of years of additional service. So, what is left is a brass era limousine dating to 1910, give or take a year or two. See photo. The windshield may not be correct, but it is in nearly the right location. It will take some work to undo the damage caused by the modifications. The good news is that there is enough original material for patterns for all the limousine specific parts. And the pieces forward of the seat should be the same as a touring or other more common body style of the same make. Photos show: the body as it was the day before all the new pieces were added (all light colored areas are where the original body was cut to allow the modifications) original paint and pinstripe on the seat side panel the return of the original fender arch what was visible after removing the right side skin (I couldn't have been happier had I discovered King Tut's tomb. Those original panels hadn't seen the light of day for a hundred years) head on view of the seat and riser the iron moldings which were part of the update From all this, the originally posted questions regarding the hood former, dash, and cowl are no longer relevant. Thanks to all of you for participating in this discussion.
  9. W_Higgins, what an excellent observation on the seat riser. Thank you. In my excitement at looking at all the trees, I missed the forest. You are absolutely correct, and exploratory work will begin tomorrow. Of course, this revelation changes the whole nature of the project. I'll post my findings. Again, thanks to everyone for participating.
  10. Not to say it ain't so, but the taxi idea is probably not the right track in this particular case. The body was found in the attic of a carriage house on a residential property which was owned by a doctor at the time. My supposition at this point is that it was a privately owned limousine. Similar vehicles could have been used as taxis at the same time, though.
  11. J.H.Boland: It is certainly a possibility that the front section was modified at some point to fit a later chassis. It can be argued that the front of the body looks "newer" than the rear from a styling and material perspective. However, if a roadster or touring cowl was repurposed there should be evidence of the original iron windshield stanchions. And, the front seat is definitely limousine. So, where is the transition from touring to limo? It's just not evident (so far, anyway). I sure appreciate all the comments - eventually the answer will become clear.
  12. Thanks for all the responses so far. brasscarguy, Kimball is certainly a possibility since the car seems to have been purchased new in Chicago and never left until last week. There is no body tag on the limousine that I have found, nor any evidence of one. From your work on the Packard, can you point to any features that are unique to Kimball that might lead me in that direction? There are some neat little features like the storage compartment covered by a flap in the off-center front seat divider. And the pair of flip up jump seats.
  13. Okay, brass era sleuths. Here is a mystery for you. Can anyone identify this hood former, dash, and cowl combination? It belongs to a limousine body that just followed me home from Chicago. The intention is to reunite it with an appropriate chassis. Along with the accompanying photos, here are eight clues identified thus far. 1. The hood sides flare out at the bottom, a la Reo and others. The loop for the center hinge is broken off. 2. The dash is wood. Dimensions for the dash and hood former are shown on one of the photos. 3. The cowl is steel, stamped in one piece. (The body panels forward of the division are also steel. Most of the rest of the body is wood, with a few small exceptions.) 4. The banding around the dash and the hood former are also steel. 5. Given the hole through the body on the right side, one might assume that the car was right hand drive and the hole is for brake/shifter levers. However, the hole is above the top of the frame, which is unusual. This required cutting through the body's wood sill, and doesn't appear to be something the factory engineers would have been happy with. 6. The dance invitation card found in the bottom of one of the doors is dated 1914, so it might be assumed that the car was in-service in 1914, and therefore it should be a model year 1914 or older. 7. Perhaps not relevant since it is not a standard body, but the shape of the rear fenders has to be such that the doors clear when opening. The hinge line is nearly vertical, so the door does not “lift” over the fender as some early doors do. That makes the shape of the fender quite complicated. 8. While the wheelbase can't be determined by the body alone, the dimension from the front of the dash to the high point of the arch of the rear fenders is 87 inches. So, it is probably a medium size car. It's possible, of course, and perhaps even likely that the body was modified over time to suit different chassis if the owner wished to keep the body in service while updating to more modern drivetrains. Except for the hole through the right side of the body at the driver's seat, the level of workmanship is quite high throughout, and consistent from the front of the body to the rear. I would be grateful for any input anyone has as to the likely chassis for which this body was intended.
  14. Any ideas what this tool is used for? No markings of any kind. About 14 Inches long. The top photo is probably the correct orientation, but not sure. Thanks for your help.
  15. The attached photos were scanned from "Automobile Quarterly", Volume XXIV, Number 2 (1986). It shows a 1949 Dodge Coronet driver training car with dual controls. At least at the time, this car was owned by Paul W. Goss, Jr. The accompanying article is about Dodge automobiles after the purchase of Dodge Brothers by Chrysler in 1928 and doesn't offer any details about the driver training car.