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W MacDonald

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  1. Here is an interesting photo from the early days of the automobile. Photo location is our small town in south central Pennsylvania. Some fairly major repair is underway in a garage that also houses horse drawn buggies. Can anyone offer an opinion as to the make/year of the auto based on the mechanical bits on the floor or the details on the back of the body? Thanks.
  2. To answer my original question should someone in the future wish to know, the attached photo shows the type of wiper arm that fits the American Bosch electric wiper motor. A splined hole in the arm pivot that matches the spline on the motor shaft, and a nut to hold the two together. In overall design and appearance, probably a decade too new for the car it's currently fitted to. This particular arm is made to fit a WWII era Dodge Power Wagon, which used the same basic motor. But it will be functional until a correct Stromberg Model C comes along.
  3. Another somewhat unusual feature are the red (port) and green (starboard) jewels in the sides of the otherwise standard Haverhill R-R cowl lamps. Perhaps Mr. Bemb intended to take the car for a spin on Lake St. Clair?
  4. Not to bore you with undesired detail, but you did ask: S129RP delivered new to Bemb-Robinson dealership in Detroit, 1928. Primarily a Hudson-Essex dealer, but also authorized to sell R-R. An open Murphy body perhaps an odd choice for the Detroit market in 1928, but Walter Bemb and Walter Murphy were contemporaries from Detroit, and a number of custom Hudsons done by Murphy may be the connection. Whether for personal use or a demonstrator is not known. Next owner, Joseph Diens, a used car dealer in Cincinnati, 1932. Just imagine the depreciation in those four years! Diens died the following year, and it is not known if he still had the car at that time. Then three more owners in Ohio before getting as close to you as it has ever been. Dick Moore of Elba NY did a cosmetic restoration in the 1980s. Then Dr. John Lawrence in Pennsylvania in the early 2000s, and I became its caretaker in 2012. A full engine rebuild has just been completed, and hopefully the car will be back on the road soon. By the way, the extra lamps (used for turn signals) have been removed, and the bumpers corrected since the photo was taken. One of five Murphy Allweather bodies on Phantom I chassis. This one may be unique in that the landau irons are on the outside of the top (usually inside), and there is a windshield for rear seat passengers which folds into a compartment in the back of the front seat.
  5. Ed, you're pretty good to discern a Murphy windshield from all the more than was shown in the photo. 1928 Springfield Phantom I, S129RP, Murphy Allweather. Correct motor is likely the Stromberg Model C, photo attached. Most since disintegrated due to lousy white metal housings, the survivors finding their way to Model J Duesenbergs, which used far more Murphy bodies than ever fitted to R-R. So, until a Stromberg Model C comes along, would like to fit an era-appropriate wiper arm and blade to the Bosch. I just don't know what that arm looks like - not the hook and saddle common to the era (as use by Trico) nor the clamp on type as used by Anco.
  6. 1. Can anyone tell me over what span of years (or decades) the American Bosch (Springfield, Mass) wiper motor was in use in production vehicles? This particular one is model WWA6A. and 2. What type of wiper arm fits the American Bosch shaft? 1/4" diameter shaft followed by a serrated taper followed by a #10-32 thread. Currently fitted to a 1928 Springfield Rolls-Royce, although it is not the original motor for the car. Thanks.
  7. 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.)
  8. 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
  9. 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.
  10. It may actually be perfect. What have you got? Thanks.
  11. 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.
  12. Stoddard-Dayton Project Wanted. Old restoration, incomplete restoration, basket case. What do you have?
  13. 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.
  14. 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.
  15. 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.
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