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Everything posted by noncompos

  1. I picked up some odd jacks several years ago, sold all but two or three, but ID'd about half thru ad pix on Ebay and then Googling for the jack co info and other pictures/images of that brand jack.
  2. Bought this 34 Hastings (1934 info) flat rate book/catalog for the engine ID in the alphabetical use section, only to find it's an abbreviated copy of my 33 Perfect Circle catalog, with 1934 info added. 30 some pgs product ads---INCLUDES 3 pgs fine print tune-up specs pass cars 27-34. Balance of pages: 33-96 cost/flat rate section (cars). 97-103 auto listings, mostly mid-late 20's to 34, some earlier. 104-126 Truck & Bus, variable years. 127-130 Tractors. 131-133 Aero motors. 134-139 Marine motors, exc for small part of 139 and 140 for a few Motorcycle motors. 140-144 Stock motors (Buda, Cont, Herc etc). 145-152 more product info PLUS 10 pgs 1935 flat rate supplement Red covers and product pages, some bleeding on end white pages, most VG cond, everything easily legible. Covers durty. Pix email. $10 plus MM mailing?? Bud Tierney
  3. LB's post matches what's in the Std Cat; it also states Moon also built the Diana, which came with a Cont straight 8, from 1925 until 1928 when the Diana was phased out and became the Moon Aerotype 8-80, only built in 28 and 29, the end of Moon production. Interestingly, a 1930 McCord gasket catalog shows the Diana with a Cont 12Z, a straight 8 of 3x41/2, while the Moon 8-80 1928/29 shows the Cont 15S, a straight 8 of 3x43/4. Either they thought the Diana underpowered or the Moon was a heavier car. If there's no engine tag (not unusual in these cases) take off any numbers and/or /letters cast/stamped (assuming there's no Moon/Diana club) and email Garrad (Gerry/Jerry) Moon (no relation to my knowledge) at Monte's in Chicago (obsolete Cont parts dealer) who should be able to positively ID your engine. Also interesting is Std Cat's "...for more than a decade beginning in 1926 all Moons were 6 cyl cars. Although an OHV Falls engine would be used in an export model (6-42) in 1921 MOST (emphasis added) Moon powerplants were L head Cont'ls...". Sounds like maybe Moon used another makers 6s, or maybe some Cont 6s were OHV?? The parts catalogs I checked only showed Cont'ls. Bud Tierney
  4. The only two ways I can think of how this Whip stuff could affect a battery--the first, as PRS detailed--the second (as seemingly unlikely) is if it had some chemical that allowed one of its components to somehow penetrate the cell under the post AND produce some kind of damaging chemical reaction... If you can, for the sake of our peace of mind check with your battery man and find out HOW the Whipped batteries go bad---cells go dead, battery only takes partial/low charge, battery post loses conductivity, whatever.
  5. Let's get our language terms together here... (1) by "backfire", do you mean a loud sound, almost like a pistolshot, out the exhaust pipe, sounding like it comes from behind the car ?? (often blows holes in mufflers)---OR, do you mean it "coughs back" thru the carburetor (a much less pronounced sound, often making the car jerk a little)...I know this sounds odd, but spent several emails re' an FC in a Fairmont Railcar before realizing was "backfiring" thru carb (too lean) rather than back out thru exhaust (too rich, etc)... (2) "starter works but won't turn over"---I think what you're saying here is the electric starter turns the engine over OK (rrr-rrr-rr-rrr-rr-) but it won't start up and run??? (3) "it wanted to stall, shifted to neutral which kept it from stalling"---d'you mean when you removed the load on the engine it'd run OK in neutral?? if so, just idling, or revved up in neutral??---and when you put it back in gear (added load to engine) the engine tried to die/stall?? (4) bad plugs generally won't kill an engine uinless they're fouled (wet) with oil. Engine smoking out the exhaust (burning oil)?? (5) it's not unusual to be unable to shift a non-running car into one gear; this won't have anything to do with not running as long as the starter is turning the engine over normally. (6) if you've never hand cranked a car, DON'T START NOW--broken fingers, wrists, arms are expensive and sometimes are never the same afterward. Learn on a car that's running correctly. Good luck. Bud Tierney
  6. Interesting bit re' the 40A/40AA, except it'd almost certainly be in a Massey-Harris (formed 1891) and not in a M-H-F (not formed until 1953), the MF name being adopted in 1958. The 40A shows as 33/8 (3.375)x4, and while I don't find such a bore/stroke in my Massey/Massey-Harris engine listings, my info is far from complete. Also interesting is that the "Hall" was the Hall of Hall-Scott. Std Cat says the L-hd 6 was designed by Hall but presumeably built by Cont, as my old parts catalogs that list it list Cont'ls for 31-32, both 33/8 6s, somtimes ID'd as 40As... THe Cont'l Ace for 33 used a 33/8 6, but ID'd as the Cont'l 41A, per a 38 Victor the same 33/8x4, apparently sharing many gaskets with the 40A and six other Cont'ls of the same b/s. A Hastings catalog shows a ring change for DeVaux: 1931 with the top three each 1/8, the bottom 5/32... 1932 with the top two 1/8 and the bottom two 53/2...none of the Continental cars listed used either ring combination... Incidentally, the Cont C400 4cyl, used in the Continental Beacon 1933 and the Model 41 1934, that I understood was unique to the Continental, was also used in the Angleworm tractor 1935-36 and the Divco trucks "R" 34-35 and "S" 36-37. Bud Tierney
  7. Std Cat shows Marion in Indianapolis 1904-1915 (later the Marion-Handley) and says, in part "A special straight 8 race car called the Comet was built in the Marion shops in 1904, and George Schebler used a Marion chassis to build a V12 roadster in 1908, but the best known sporting car from Marion was the Bobcat roadster of 1913, a rakish machine...".
  8. So, be a little devious...Seriously, a couple points: (1) On the chauffers--if they were black, many hotels etc would not allow them any accomodations on the premises, so off-site provisions would not be out of the ordinary for the time; and for some of the elite, having any employee or servant (unless a personal body servant--remember many people were travelling by train then), regardless of origin, in the same building meant the hotel was certainly not "first class". (2) Parking and repair garages with limited space used roller skate/casters type things--you jacked up the wheel, let it down on one of these; when all four wheels were done, the car, even a large one, could be rolled around by one person. Cars could be slipped into very small spaces, or moved around while being worked on. If you're not familiar with them, I have notes somewhere on one company's such product I'll try to find. I hadn't thought about it at the time, but they would cut down on engines needing to run, maybe minimizing exhaust problems??
  9. Bob C: (1) Nice rundown on running title; out here (Cal/OR) the County Recorders didn't keep subdivision lot/blk ownership books. When running titles at the Courthouse everything had to be traced thru the various name indexes. Title co's, of course, made their own lot/blk/metes and bounds etc books (abstracts died here quite early, it's all Title Insurance). (2) There were two O.K. (with the periods) trucks. The first, 1913-16, was built in Detroit, Mich. The second, your O.K., 1917-29, started in Muskogee as the Oklahoma Auto Manufacturing Company, and in 1921 moved to Okay and became the Nolan Truck Company, the trucks staying O.K.s until 1928 or 29, when the truck name was changed to Mogul. The two O.K. companies were not connected, and there was no connection with the Mogul truck (1911-16) of Chicago and St Louis. (All per Mroz's truck book).
  10. Oops; slipped my mind!! Can't get pix to load on message here; send email adds and will email. Bud
  11. On the off chance you haven't already thought of/done it: (1) County surveyors offices are often repositories of old maps, necessary for the assessment of county property taxes; some of the oldest included maps which had ownerships printed onto the various parcels, as mentioned. (2) Check with your local land title company/s; abstacts were made (to my limited knowledge, at least) in at least two copies: one for the property buyer and one for the Abstactor's office (usually local atty's in early days, later often succeeded by Title Co's). Copies of your property's abstract might be available, and/or old/older maps. If still City property, whichever City board/authority handles City real estate sould have the abstract, but they may not want to bother looking for it if you don't have someone local they like or respect (or fear) fronting for you. I can't comment about abstactors, but title co's usually had their own sets of property maps, assigning each a number/letter, to be able to follow title thru deed/mtg etc records (in the title co's own records) to avoid the time consumed in trying to follow names thru the public records at the courthouse etc.. (3) Local surveyors, if any, and/or their predecessors if a family business, may well've done surveys over the years touching on your area, and in most areas private surveys/maps weren't required to be filed with the County Surveyors office. Good luck.
  12. Why: Depends. Engines can sweat internally due to temp changes, build up moisture, rust. Same with any mechanical parts enclosed (trans, diff) etc. What to do: Depends (on what is stuck and how badly). Also depends on how much damage you want to risk internally. Since 36 Chev parts no problem, it's not like you're prying on an old Weidley or Hinkley. Search some of the Ag sites like ytmag and smokstak, and you'll find dozens of cocktails to try, and dozens more opinions on how liitle or how much to pry on them. Lots of Ag eqpmt only used few times a year, lots of stuck engines. Probably ought to soak the valve train on top too. Good luck.
  13. Tsk! Tsk!!...Everyone out with too much celebrating?? Anyway: (1) join the Reo club (includes everything Reo), it'll be well worth it. (2) Post Reo questions on the Reo forum here for better exposure/replies. (3) An old parts catalog lists an FA truck 1927-29 with a 6cyl 33/16x5 motor, and an FA 29-30 with a Gold Crown 6cyl 33/8x5 motor, but parts catalogs are notoriously incomplete. All that said, if that's a heavy unit it may well have someone else's heavy duty motor in it, especially if dual ign; if no "tag" (3x5 or so metal plate attached to block) it's probably a Reo engine; the Reo people will be able to fill in any info you need. Good luck.
  14. There's a Car Nation 4cyl 18HP cyclecar (Detroit, Mich, 1912-15), listed in Std Cat Am'cn Cars, but its powerplant/s are referred to therein as air cooled. Herreshoff (1909-14) is desc therein as originally/primarily building engines for marine use, and a company slogan referred to therein implies their reputation as marine engines was already established by 1913 or so. Language therein implies the Lycoming engines came in around 1913 (perhaps when they went to a six??) but isn't specific. 1909/10 models are listed with 24 HP 4; 1911 with 24 and 30 HP 4's (which could be same engine tweaked or just wound up tighter); 1912 with 25 HP 4; 1913/14 with 30HP 4 and 40HP 6. If nothing definite turns up here you might try oldmarineengine and such sites for pix/info/similarities re' their marine engines of the period. Perhaps someone has info as to whether the Lyc's were the 6s or 4s, too. On that point a 1917 ring catalog just lists Herreshoff 4's as all 1908-14 taking 3 3/8--3/16 rings, BUT the 1908-10 models have a 4ring piston, while the 1911-14 models have a 3ring piston. That catalog is by ring size, each size listing cars,etc taking that size, and included is the Lycoming "Y" engine, taking a 3ring piston, which could be just a coincidence. Remember parts catalogs are seldom complete and often questionable. That catalogs' name index specifies truck, tractor, engine, marine engine, etc to differentiate from cars; Herreshoff is listed as cars are, so presumeably its the car engine listings. With sympathy, Bud
  15. I have a 41 McQ-N catalog, and an earlier 1936 King Prod, apparently their predecessor as they use the same catalog numbers and format; the 36 has a numerical list but the 41, unfortunately, does not. ES49: 36 King shows "Chrysler 35-36 CU,CV,C1, C2, C3, C9, C10, C11" 41 M-N shows: (under Chrysler) Airflow 35-37 CU,C1,C9, C17; Airflow Imp CV, C2, C3; Airflow Cust Imp C3, C11 (no, they don't match--parts catalogs often don't!!) ES53/54: 36 King shows: 1936 Chrysler Airstream 6 C7; Airstream 8 C8, 1936 DeSoto Airstream S1...the 41 M-N shows the same BUT NOTES ES53 is the right end and ES54 the left end. ES75: shows some Dodge truck models 35-41...too many to type, can send pic to email adds. ES82: Too late for 36 King; M-N shows for EARLY 39 Chev JA Deluxe car for left end (Pitman arm with 7/16 thick tie rod stud bracket (LATE models (no ser # break listed) have 3/4 thick tie rod stud bracket, diff rods/ends). ES108: a batch of Stude's 38-40; can send pic. My email Keep in mind this 41 catalog has no numerical index, and those that do aren't set up as interchenges, so yours may well fit other makes/models. Good luck.
  16. On the off chance you don't alredy have it, there's a nice little Dorris Truck thumbnail in Albert Mroz's Illus Encylpdia of Am'cn Trks & Comm'l Cars, incl mentions of buses, limos and unidentified fire trucks built on Dorris chassis, with a nice small pic of a 1914 Platform Stake unit. I understand Georganos World Trucks book has basically the same as Mroz for US trucks, but you might check it also, if you haven't already (Georgano's big book, not the little one with just names and adds's).
  17. Ag engines, often on equipment that sits unused for a good part of the year, seem particularly susceptible to sticking, often seriously, to say nothing re' an antique tractor that's been sitting along the fenceline or in the woods for fourty years... Searching the Ag forums like ytmag or the tractor/old car truck forums on smokstak will bring up dozens, if not hundreds, of favorite recipes for soaking and/or tapping engines loose... On old engines, where internal parts might be expensive if available at all, delicacy is sometimes better than excessive enthusiasm...
  18. Well, I've got a partial list of companies that built cabs, altho in looking at it I see I failed to note whether it was a car company that built a few cabs or a company that specialized in cabs.... There're probably fourty or so altogether, but no way to tell how many were actual body builders or who might've had bodies built to their own designs... I always assumed the car companies donated cars to get the exposure; lots of B movies had the cops in Nashs for the 50's... I haven't heard the "cabinet" term for cars/trucks built from vendors components; in my experience the term "assembled" is genereally used--live and learn.
  19. Per my old parts catalogs, if that's a TE/TO 20 you should have the Z120 3 3/16 x 3 3/4; if it's a TO30 it should be the Z129 3 1/4 x 3 7/8, both, I believe, unique to the Fergusons, altho I've never made an extensive search. Ran across a reference to a ZD129 (presumeably a diesel) but've never actually verified its existence.
  20. No, no, no... HW said 34/35 Chev Master... My post INCLUDED the 34 Master and the 35 Master, AS HW SAID (agreeing with him), and was meant to show my catalog listed ADDITIONAL 1/2 ton pickup and 1 1/2 ton truck models... It was ALSO intended to advise you that per that catalog those models used different size intake and exhaust valves (some engines use the same size valve for both, some don't) so you could measure yours and tell if you have intake or exhaust valves. I specified punctuation exactly as in catalog because catalog punctuation was messed up: the "Pass car" was meant to go with the "Master" models, NOT the truck models (the 1/2 ton and 1 1/2 ton models). So whatever you have (intake or exhaust) they fit 34-35 Master cars AND the specified 1/2 ton pickup AND the specified 1 1/2 ton truck, per that catalog.
  21. Some industrial engine builders continued updraft manifolds after autos had gone to downdraft; I've never understood why but I've never researched the question. I don't know if GM or Buick continued updrafts on any engines sold as "industrial" engines (like for some other builders fire truck) after the car engines had gone to downdraft... Per one of my old parts catalogs Buicks in 1929 were 6s (one automatically thinks Buick=8) so it's quite possible it's an original engine, possibly rebuilt in 1940 (the only reason I could think of to account for the date, if it is a date). Fascinating!
  22. Something here doesn't compute... The updraft carb manifold doesn't seem to go with a Buick engine with a date of 9-25-40...I'm not a Buick person, and have no reliable information re the "29" numbers. Is this Ward LaFrance or American La France?? D'you have a body tag giving a model #?? I'd say you've maybe confused Buick with Buda, except there's no Buda #29 engine and it seems I recently ran across a mention somewhere of one of these units with a Buick engine, which I remembered as it was unusual. Is this a ladder truck, pumper or what?? Am LaF used a mixture of stock and their own engines; Ward LaF used all stock engines , but either could've used a Buick as well. Ag engines suffer severe manifold wear, and there're outfits on the Ag forums that rebuild/repair manifolds, if yours turns out to be some kind of very rare type. George Miller Machine comes to mind; he posts as GeorgeMD on ytmag and smokstak forums. As Bleach said, put that engine info on the Buick forum here for help. Good luck.
  23. I don't have a Thompson book (just got outbid for one!), but do have a King Products (believe became McQ-Norris). It shows (punctuation EXACTLY as in catalog): "1934 DA Master. Pass. car, DB 1/2 ton, P 1 1/2 ton: Intake V947, Exh V948N. "1935 EA, ED Master; EC Standard. Pass car, EB 1/2 ton; Q 11/2 ton (Slotted valves using key type Keepers)" This line shows the same V947 and V948N. (For this 1935 group there's also different numbered valves for "grooved valve using split type keepers" which also fits 36s--catalog ends 36). V947: 1 15/32 head diam, 4 3/4 stem length, .339 stem diam, sloted. V948N: 1 41/64 head diam, 5 61/64 stem length, .340 stem diam, slotted. With sympathy, Bud
  24. If no solid ID to date, send a copy of the pic to SuperJeff (Jeff L) who runs the "What Am I?" truck ID-guessing forum on aths; Jeff has a monumental collection of old truck books, pix, etc. Good luck.
  25. Well, have a 1942 McQ-N catalog, but no number index...they used to be King Prod, and a 1936 catalog had G282 listed for some Buicks, so back to McQ-N Buick section...G282 shows for: 1934/5 #3440, 3540; 1936 #3640; 1937-40 #3740, 3840, 3940, 4040, 4050; 1941 # 4140, 4150. Remember that catalog ends in 1941 models, so could well've been used later as well. Shows for both int and exh. Per specs in 36 King .374 hole diam, 31/16 length overall, plain "type".