AHa

I was having a hard time believing the AACA would delete a thread like the underslung. I really appreciate the explanation. Tensions are very high now with every thing that is going on. I understand how hard it is to keep silent. Everybody needs a place to vent their frustrations but we are all sequestered with no outlets to express ourselves. This is not the place to do it however. We must respect the rules of engagement. I wish to express my deepest thanks to our fearless leaders, who hold their own tongues and put up with all of us.

This is such a huge disappointment. Can anything be done? I look at threads like the underslung thread as an important document where one can go to look at and gain deeper knowledge into the car. It doesn't seem right that one persons bad behavior could cause the whole thread to be deleted? Why not just delete his posts? Several of us had a lot of content in that thread, a lot of work building the thread to what it was. The Hamb site routinely deletes photos from threads; I'm guessing because of the server storage required to keep them. It is a disappointment when you go looking for something only to find the pictures gone.

Do you know what kind of wheels you need and what size? I have two front wheels, I believe they are Stanweld.

could you post a picture of the auxiliary transmission in the T frame? Just by way of info, the T is a 26-27 that was likely made into a tractor. It has an auxiliary transmission behind the stock T transmission and a truck (TT) rear end. This stuff might sell better on the Hamb site. The T could be put back together as an early truck conversion and there is a strong following of these vehicles. A picture of the second motor would also help. How complete is the overland chassis? It appears to have a rear end but no front axle? More information will help move these parts. Just my opinion.

When race cars become airplanes...

While I'm at it:

Here is another of the Buick Specials, posted on the period images to relieve stress.

I believe the curved board on the front would be easy to make. You would need a board and a form. Small strips would be cut at the right angle to glue back together to make the curve and the piece glued up over the form. In this way the graining would almost match up and of course, if painted, would disappear. It would take some time to match the angles to get good glue joints but totally doable. On second thought, looking back over the posted pictures, it appears there is a center section that is formed to the circumference and a flat top piece and flat front piece all glued together. This again would be easy to replicate. I don't believe any of these bodies is made out of Red Oak tho. Looks to be white oak or Ash.

It is a real shame this epidemic occurred simultaneously with the AACA move. I have to believe the AACA has a treasure trove of early race car pictures that could be loaded if anyone had the time to do so. Here is one of the factory Buick race cars. This is one of the underslung models and I don't believe it is a widely distributed photo. I had not seen it before in my google pictures search. As such, it is an important period photo. Ed Minnie posted it in the other period photo thread.

This is a truly remarkable thread concerning a truly remarkable car. My question, which might answer itself, is why did Ford drop the model K from production, seeing that it was a very successful effort. Either the car wasn't making enough money for the company, or Ford dropped it to concentrate on the model T. One would think Ford would keep the production of a proven model that was selling well and a good performer. I saw a black model K at Hershey around 1990. It was parked on the outside row backed up to the house that used to set across from the school. I was told the old saw that the weakness was in the transmission. It is a fairly large car but had a model T transmission. The transmission was just too small for the car, which made it impractical to drive. This was from the owner at the time. I didn't pay any attention to who he was, I was only interested in the car. I wonder if the statement concerning the transmission is true, depending on road conditions. Driving on rough roads would be much different from smooth race tracks or modern roads. Also, experience could play a role in whether the transmission holds up well or not.

Bradsan, Kwik Poly is no longer available. The guy who owned the company died of cancer; the patent reverted back to his partners, who have no interest in making Kwik Poly because they make and market a different product to a different clientele. Remember, although white oak has many good qualities,compared to Ash, it moves quite a bit more through the heat and cold cycle. There were several reasons early car builders used it, but one reason is its stability. Because of its stability, joints stay nice and tight over the long term and bodies remain stable.

I'm sorry, I typoed that one. I meant to type 421653 but I can't read the third number. I may be wrong of course. I'm not as smart as I look and am often wrong but you know what they say about opinions.

The firing order appears to be 421523 and the one is just a straight mark. I don't see anything that would indicate what country the picture was taken in. The resemblance to the Mercer frame would be uncanny if it were not a mercer.

Another close up of the front cross member. Mercer went to a L head six in 1923.

After some sleuthing around on the internet, I believe this is a product of the Mercer Motor Company. The frame appears very close to the early model 35 cars. The brace mentioned earlier would fit the footboard in the raceabout. This chassis, if it is Mercer, has been fitted with a different motor. The model 35 had the 4 cylinder T head motor. I have met a guy that told me Mercer did not use the T head exclusively, they also used other motors. Notice the front cross member of the below car and compare with the cross member above.

I believe this is an experimental chassis. There are no holes drilled for mounting a radiator. The front springs mount inside the frame at the rear??? And the frame has that step out like a Mercer. Very few cars had this frame design. It is possibly a race car under construction.

I don't understand this discussion. If you are attempting to replace wood in a car body, there are much more important considerations than rot resistance. Cypress is probably the most rot resistant native wood but is horrible for car bodies. I once made some house trim out of Cypress because it was so rot resistant but it was a total disaster. I could not keep the joints closed because the wood moves so much between the heat and cold and humid and dry cycles.

Ron, Correction noted.

Some interesting stuff here.

The best treatment for wood in car bodies is using the correct wood. There is a reason Ash was used by the high end car manufacturers. Nothing lasts forever, despite your best effort. I concur with Yachtflame. Wood is a living, breathing thing. Take that ability away, and you're asking for problems. If you want something more permanent, take the wood out and weld in some steel. Ash will not rot if kept dry. It can be coated with light oils to keep it hydrated (natural oils dry out over time) and to make it repel water. How many antique, wood bodied, cars are stored out in the weather today?

Best I can tell, the front wheel attaches to a spindle that is then attached to the full elliptic spring. There is a steel rod tie with a swivel joint between the two wheels, so no axle. The axle is actually above the wheels. The steering is attached to the tie rod in the middle. The tie rod swivels, moving the wheels. Not sure how the thing is driven but there are louvers under the front seat. The picture looks like it was taken at a lumber yard. There are wood shingles bundled behind the car.

Allen, there is an online Buick club to which I belong. It is a great group of guys who are very helpful. It is called brass buicks,[bb@brassbuicks.groups.io]

Each type of wood has its pluses and minuses. Ash was primarily used in car bodies because it is the most stable wood available. Cars in the early years did a lot of flexing with the road conditions and were stored outside. These conditions required Ash for longevity. Ash was also expensive. Higher end cars used Ash exclusively, lesser quality cars used Ash where it was critical and Poplar, or White Oak or even Red Oak with less critical pieces. In latter years, heavier cars used hard Maple for sill plates because the weight of the body and steel frame would wear lesser woods, causing the body to droop and doors to not fit well. Choosing the wood for car bodies was a scientific process. The problem with most woods that might be used is that they move too much with heat and cold and moisture content. Most cars will not receive the same abuse they did when new. They were daily drivers.

The cockpit of that Knox is quite cozy. We are talking about a completely different period of history but I, for one, would be very uncomfortable with a man cuddled up next to me like that.