StanleyRegister

Wow, thanks! I'm finding a bunch of images in here that are not on the DPL site. Cool!

Any updates for these links? Neither of them seems to be working now.

I have pulled all the images off of 589 pages of the thread. Around 29,000 files, all randomly named, 6.3 GB. Sadly, there is a lot of duplication, due to the unfortunate practice of quoting entire messages, including all images, in replies. This is too big to send through WeTransfer. If you're interested, PM me. If can you send me a flash drive, with an addressed and postage-paid return mailer, I'll copy them onto it.

I have experienced my research, posted in this forum, being destroyed by thread deletion. I can't show you the evidence, because the thread is gone. I don't put research here anymore. A forum does not function well as an archive. It's built for shooting the @#$%. Content can be redirected by the moderator, aggregations of 10,000 pictures must be inspected in series, one at a time, if any retrieval is to be done. Monumental signature blocks and full quotes of previous posts require scroll scroll scrolling to get to tiny amounts of content. So accept the fact that this isn't a reliable place to present your thoughts, especially about matters where leadership has some sensitivity, and get out of it what you can.

This photo of the previous owner with the car is online at https://www.saltwire.com/atlantic-canada/news/woodvilles-renaissance-man-remembered-for-his-ingenuity-humour-100936018/ . In 2009, I spoke with someone at Hershey about this car, and they reported that it was all in pieces. If so, he definitely made a lot of progress since then. Great acquisition, and it looks like the car is with the right next caretaker. Can you provide the serial number? If so, I can put the car on the Stanley Register website.

Hi Kean, This is an incredibly clear photo of a very rare car - a 1908 Thomas Flyer 6-70 runabout. It was a factory roadster, and its architecture was along the same lines as the 1907 Thomas Speedway Flyer. The engine was moved back in the frame, and the radiator was positioned behind the rear axle. Adding a rake to the steering column moved the driver's seat all the way back to right over the chainbox. According to a letter from someone who worked at the factory. the first one of these was taken outside of Buffalo for a test, and ran a timed mile at 88 mph. Biggest engine in smallest body - maybe the first ever musclecar. If you're still willing to do a higher-res scan, I'd love to have a copy. I have the names of a few of the early purchasers, and maybe it would be possible to make something of that radiator script. Here's a shot of E. R. in what may have been the first 6-70 runabout built. It appeared in the Buffalo paper on Feb. 9, 1908.

Good on ya, guys! In my research around 1907-1910, I find that people went out in the winter a lot, apparently just to prove that they and the cars could do it. Here's an extreme example - they pulled all the gears out of the transmission, including reverse, then drove it around the midwest for 2000 miles in Feb. 1908. All in direct drive.

This is a great photo of a great car, thanks for posting it! This one appears to be a 1911 Traveler. There are very few visual differences between it and the 1912 Type 54. The one clear one is that the 1912 car had a combination light and ventilator recessed into the cowl. It sat to the rear of the cowl, in a flute which started at the front of the cowl, right behind the hood. The cowl lights themselves aren't visible in this picture, but the car has the plain cowl of 1911. Period catalogs and images that show this difference are available at American Underslung Repository (stanleyregister.net) . I'm sorry I can't be at the convention - it would be great to hear the story of a long trip in an Underslung, back in the day.

I wonder if the story somehow originated with this 1926 fire? There was always suspicion that Henry made this happen, as he had gotten disgusted with Stout's airplane and wanted a fresh start. Apparently all the engineering files were transferred out of this building the day before the fire, whose cause could not be determined. If so, it gives me some hope, because it seems unlikely that Henry would have been storing his own antiques in the Stout lab, and the car I'm working on was still on the inventory of the Edison Institute in 1932.

I've been digging into an antique car that Henry Ford picked up in 1925, before the Edison Institute was even opened. It was still around in the early '30s, but there doesn't seem to be any trace of it any more. Someone suggested that it may have been one of a number of cars destroyed in a fire that was set by an unhappy family member, possibly in the '40s. I can't find anything online or in newspaper archives about that. Does anyone know any more about that event?

This car was assembled around 1930 by Jack Brause, who was working for the Chicago Stanley organization at the time. Apparently a Mr. Arthur L. Hawkins of Indiana had a 1925 or '26 Elcar 8-81, and truly wanted a Stanley, even at that late date. Brause pulled together a Stanley chassis and mounted the Elcar body on it. Early steam mechanic Stanley Allred of Indiana acquired it and got it running in 1959. He considered it to be the last Stanley ever built, and called it the "Chicago Stanley." He thought the chassis was a 1925, although it carries a 1924 serial number. He installed a boiler, bought the condenser fan and installed it, and put on the condenser from the Chicago bus, which was stored alongside his shop. The car was sold at his estate sale in 1971.

Boy have I experienced that. Especially here.

This is my biggest problem. Walking past 2 miles of asphalt to see 1/2 mile of vendors. I tend to go for several days, and there are still vendors who don't get me in front of their stand. I'd have enough energy to see all of them if they were next to each other. I understand that businesses like to be found in the same place, but some kind of single global consolidation would only make a 1-year upheaval in that. I understand that people like to be next to friends, but is that enough of a reason to give up the 20% or more of buyers that don't see you because of the unoccupied sprawl? Just visualize all the vendors being adjacent, and the crowds of buyers that would be concentrated in front of them all.

This is my biggest problem. Walking past 2 miles of asphalt to see 1/2 mile of vendors. I tend to go for several days, and there are still vendors who don't get me in front of their stand. I'd have enough energy to see all of them if they were next to each other. I understand that businesses like to be found in the same place, but some kind of single global consolidation would only make a 1-year upheaval in that. I understand that people like to be next to friends, but is that enough of a reason to give up the 20% or more of buyers that don't see you because of the unoccupied sprawl? Just visualize all the vendors being adjacent, and the crowds of buyers that would be concentrated in front of them all.

There are some pictures of F-C's in the auto magazines of the day, but I can't find any image of this slinky speedster.

Here's the ball & hook shifter on the outside, and the dropped frame.

I agree with the upsweep in the frame that defines the bottom line of the cowl. Check out this photo from the DPL - upsweep frame, 270° rear spring hanger, and the black ball & hook shift handle on the car in the back!

Thanks Ariejan! I had looked in the 1910 census for Columbus for a Laura V, but did not find anything helpful. I think your 1912 center control find is a big step forward.

Here's my latest crush, found at the AACA Library. And what is she driving? It's described as ivory and gold. Left-hand drive and center controls - it seems early for that. Surely the cutout at the bottom rear of the hood, for the steering box, is a clue. And it's fitted for a top - irons on the seat and a loop at the bottom of the cowl. (Her name is Laura, her initials are L. M. C. V. [on the seat], and she may have lived at 574 E. Broad St. That's all I got.)

The request was - "Please Help us Stop the Hershey Rumor Mill". I can tell you that repeating the same statements, over and over, never stops a rumor mill. I've explained how a good deal of the energy could be sucked out of the rumor mill. I've done my part.

Just read the Speedster and the piece about the rumor mill on Hershey's future. There were lots of solid assurances there, the ones that we've heard addressing the rumors in the past. But there was nothing touching on what has actually given the rumor mill so much of its power. For the first time in a lot of people's memory, the dates for Hershey events are known only two years into the future, instead of three. (The wooden nickel shows them.) This doesn't seem to align with HER Co. being as solidly supportive as they have been up until now. I think the rumor mill would just die away by itself if the reason for the missing third year date was better understood.

This 817 ci 4-cylinder was in the Thomas race car that ran the 1906 Vanderbilt Cup race. It was described as "inlet over exhaust," but the rocker arm angles make it look like the intake valves were closer to the piston than the exhausts. What you can see of the exhaust pushrod guides seem to be in line with the intakes, so it looks like a single camshaft. I don't think any production Thomas engine before or after looked anything like this. Does it resemble any other engine of the time?

Headed for the tour in NH?

Thanks Johnny, these images are excellet! Your ID is an exact match with other pictures in the period image archive - I've added these two pictures to it. AU Period Images (stanleyregister.net) Kelly

Fabulous photo, thanks! This is a 1913 Type 22A Scout, based on the electric sidelights and gas headlights.