wayne sheldon

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Everything posted by wayne sheldon

  1. The first picture is a Studebaker. I should know the year and model as it is very distinctive, but I am too lazy and late to look it up, and I don't wish to be wrong again. I "quoted" this forward to point out the display in the second photo. It is a comparison of the '23 Chevrolet air-cooled motor and one of Chevrolet's standard engines of the early/mid '20s.
  2. Okay, I will stick my neck out a bit here. I am not certain, but I believe the top car is one of the last Maxwell cars. I would guess a '23, built after Walter P Chrysler took over the company. Anybody know for certain? I welcome corrections. Also sticking my neck out a bit, I am fairly sure the coupe best seen in this second photo is the one year only 1923 Chevrolet air-cooled car! Chevrolet thought they would cut into Franklin's territory a bit. They did not get Franklin's approval, nor did they pay royalties for Franklin's patents. They attempted to blitz into the market, had built some number of cars, and sold a fair number of them. When the cars hit the market, and the first advertisements were out, Franklin threatened Chevrolet. General Motors attempted to recall all the air-cooled cars, and converted them to standard water cooled type or simply replaced them. Only a couple of the cars escaped the recall. Harrah was able to acquire this one and restored it, along with an air-cooled motor. I have heard rumors that there may be another one, but I never heard anything about it for certain. I am recalling this from memory from a very good article published about these cars in one of the hobby magazines back around 1970. I probably still have it, if I could find it.
  3. To confuse issues even further, much like the term "speedster" has been used by numerous manufacturers in their sales literature to describe differing styles of cars over a few decades. Only then to become usually referring to a cut-down bodied car modified to resemble a racing car of the period. "Suburban" was not exclusive to station wagon type automobiles. It was also for a time used by several manufacturers for a type of limousine. Pierce Arrow, among others, used the term. A good friend of mine has such a 1915 Pierce. Linguistics in itself is a complicated and fascinating subject. Words must mean something. Yet, language must be fluid and change as needs arise. When we study history, it can be very confusing to keep the language straight.
  4. Xander W has shown several Franklin automobiles. If were better with computers.I would "quote" all of them into a single post, but as I am? This one is one of my favorite Franklins. William Harrah had a fondness for Franklin automobiles also. Before he died, he had amassed the largest collection of Franklin automobiles in the world. At least one for every year they were manufactured. In the realm of the largest of the many early collectors of historic automobiles, he was a relative newcomer, beginning his collection about 1950. Barney Pollard, H A Clark, and James Melton among others had been collecting since before World War II. Thousands of antique automobiles were saved for future generations because of these early collectors. But Harrah surpassed them all. He not only amassed the largest collection, he did something even more important. While the earlier collectors may have saved more cars, Harrah began setting a higher standard for restoration. While the earlier collectors showed and drove survivor cars, and did in fact restore many cars, Bill Harrah presented cars nearly as close to how they were when they were new as his resources would allow. I never got to meet Bill Harrah, I had several friends that knew him, and had he lived a few years longer, it is likely I would have. It is a regret that I didn't make the effort early enough. But I was just a kid in those days.
  5. The Duryea brothers are famous for being clearly one of the first, if not THE first, gasoline powered automobiles built in America. They also won one of the first true automobile races in the world, the 1895 Chicago race. Remember, this is before Henry Ford's first car was made to run. Shortly after these successes, Charles and Frank had a falling out over which of the two were most responsible for their success. Frank went on to engineer for a few automobiles for other companies. One company became known as one of the best automobiles of the era, The Stevens Duryea. Charles went on to work on mostly smaller and less grand automobiles, several under variations of the "Charles Duryea" name, where they made a number of unusual cars and even oddities. This tricycle was one such unusual car. These were also sold with a matching trailer to carry additional passengers.
  6. Ah, the wonderful Mercer Raceabout! Certainly a favorite for many if not most of the Horseless Carriage crowd. For me, a curious memory. When I was still in high school (I was a strange kid, loved antique automobiles from the time I began walking), I had heard about a big tour in a nearby town. The Santa Clara Horseless Carriage Club was hosting its annual "Blossom Tour". I talked my mom (best mom ever!) into taking a like-minded friend and I to where the tour's host hotel was just to look at the cars. While walking around, admiring the cars, a yellow flash went by, and stopped not thirty feet from where I stood! It was one of Harrahs crew, driving a Mercer Raceabout. When I went through the remaining collection a few years ago, and again now, I cannot help but wonder whether that could be the Mercer I saw, and heard, that day nearly fifty years ago?
  7. The French built such wonderful cars in the early days! These De Dion Bouton cars were, and still are amazing. Quite popular still for early Veteran era (English and European pre 1905) runs (like the London to Brighton). They are quite small. Consider that is a Curved Dash Oldsmobile it is sitting next to. The CDO is nearly twice the size of the De Dion Bouton, yet the CDO is about a third the size of a model T Ford! That several of these little cars run the sixty plus miles in the L to B nearly every year and nearly all of them finish, nearly every year, is incredible! It should also be remembered that De Dion also sold many hundreds of engines around the world to other small beginning automobile manufacturers. Many American cars from 1898 to 1902 used De Dion engines, including Crestmobile, and if I recall correctly, the few first Pierce automobiles. De Dion engines were also manufactured under license in this country.
  8. So many photos to comment upon, and I type so slow (and computers have a nasty way of losing things halfway through!!!!) The silly looking contraption with the small steel wheels is the Philion Steam Carriage built in 1902. Predating the earliest gasoline powered automobiles built in America, it is one of the earliest "automobiles" built in America to still exist. Side note about it, it was used in a couple of movies while Bill Harrah was still alive. If I recall correctly, it was shown in the Red Skelton movie "Excuse My Dust".
  9. Wonderful photos! Thank you for posting all these. I see the Dymaxion behind the '07 Thomas Flyer is coming along nicely. I had a chance to spend a couple hours going through the collection a few years ago. The Dymaxion had just been brought in for restoration by the staff. At the time I saw it, work had not yet begun on the Dymaxion. I do wonder what the Thomas was in the shop for? It has its own spot on special display elsewhere in the museum.
  10. Whether the rim is detachable, or demountable, clincher, or straight side? Tires of that era were high pressure. The high pressure is more critical with clinchers with the lack of wire or strong cord running around inside the bead. The clincher is made to be stretched over the side of the rim and then "clinch" under the rolled over side of the rim to hold it on. But even straight sides, with wire or cord inside the bead on these early wheels need to have high pressure to hold the tire firm. It is in part, the 50 to 75 psi that keeps the tire from spinning on the rim. A model T, with 30X3.5 clincher tires, needs about 65 psi in the rears, otherwise the tire will slip due to driving and braking forces until the valve stem shears of the tube. Straight sides, with slightly more ridged sidewalls, can get by with only maybe 10 psi less.
  11. Interesting! I am trying to remember, wasn't that the first year for Chevrolet's Suburban? I didn't think very many of those still survived. Although they were in fact a continuation of many makes and models of what we now call crossover personal/commercial cars, they were an important step forward with a body built more durable than the woody wagons. The wood framework covered in steel as most bodies had been for nearly thirty years at that time, was more resistant to the weather, and vibration loosening the framework joints. Woody station wagons may be more popular today (and for good reasons), but the Suburban lead the way to the many similar heavy duty family workhorse vehicles used to this day. Chevy's Suburban has, except for the break during WWII, been produced continuously for more than eighty years! As for the needed wood? Any good (GOOD!) wood shop with an understanding of antique automobile body construction should be able to duplicate what you have. The most difficult part of rewooding most era bodies is having a pattern to follow. Very careful fitting and squaring of the framework will be required! There is a regular on the Model T Ford Club of America forum that has rewooded several model T sedans. Over the years he has posted lengthy threads with lots of good information about the process of doing wood framed bodies. Try searching for "rewooding a four door sedan" on their forum.If you can't find it, letme know and I will try to find some links for you.
  12. Looking very good! Yes, a rough build out of cheap available materials followed by a proper build with the right materials once you have it looking right is the way to go.
  13. Well, I seem to be a late-comer to this thread. Began reading the first half last night, and the second half tonight. So, a few comments. I may be late, so first, Happy Birthday! Even if it is a day late. Second. Please be careful with those two orbs in your face! For most of his adult life, my dad had only one functioning eye. Yes, he adapted very well and did everything just fine with only one eye, Being just a little older than he was (by about fifty years!) when he lost his right eye, it would be much more difficult for you adapting to no depth perception. As a side note, if one must lose an eye, at least he got a great story to tell about how he lost it. It was a dynamite accident! A few days ago, you lamented that no one had responded to your comment about understanding what you are doing? I do wish I had begun reading a few days sooner. I have resurrected a few '20s era speedsters from a small amount of surviving original bits and pieces. Trying to recreate the original look and feel of the era using original type materials and techniques and bring back these pieces of history to be driven and enjoyed is quite satisfying. I look forward to following your upcoming progress!
  14. In the early days of the automobile, automobile manufacturers struggled to keep things moving. Most manufacturers used major components from specialty manufacturers. There were a handful of companies that made the front and rear axles for nearly half the makes of cars built. Wheels, bodies, and even fenders were the same way. If an automobile company began to run short of bodies, a secondary company would fill a quick order. They may resemble the major provider, but there would be some differences. A few friends of mine have spent years studying the very early Fords. Many original records still exist, including board of director's notes and orders for components. Changes were made almost continuously. "Official" records often do not agree with the evidence provided by original survivor automobiles, or original era photographs. And these issues are with one of the best recorded automobiles of the early era! Smaller manufacturers often ordered bodies in small numbers (likely twenty or less at a time). Variations between one month and the next was normal. Fenders often varied a lot through a given year. Often, fewer cars had the fenders pictured in the sales brochure than the number of cars with fenders that were different from the brochure. Since you have one other restored survivor to compare with, you do have a good guide to follow. However, if some detail can't be done exactly the same? Or is found to be slightly different? That may be normal, and it may be correct both ways. Many (if not most?) tonneau bodies were all wood except for a few metal brackets and bolts and screws. There were some early tonneau bodies that were metal skinned. What I see of your work so far, it is wonderful! I think you should be able to make this automobile as right as is possible.
  15. One of the lamps, the one without the bale handle, looks like a nice automobile side lamp from around 1910 to 1912. Reproductions have been made in the past half century, and it may take an expert up close to tell the difference. The lamp with the bale handle could be automotive, but I highly doubt it. The style and construction are not typical for automotive lamps. There were some cars through the early years that used odd styled lamps, but still not likely. Most likely it is a lamp made for home use, mostly decoration. Many decorative lamps have been made and sold to look like carriage or automobile lamps to people that do not know what they actually looked like. The little item laying on the table is a Motometer. It is supposed to be attached to the radiator cap of a car and the thermometer inside tells the driver how hot the water in the radiator is. If the red in the meter is to the top of the thermometer, it may be repairable. They were mostly an after-market item, not marque specific, however, some automobile manufacturers did supply Motometers as an add-on option. Value of Motometers based upon "prices asked" is allover the map! They can be found for everywhere from ten bucks to over a thousand dollars. Actual sales are usually under a hundred for good Motometers of common types. SOME specific marque meters sell for hundreds, some even into the thousands of dollars. BUT THEY ARE THE EXCEPTIONS! One MUST know what few are worth a bunch. I can't tell for certain from the photo whether it is a standard (larger one), or junior (smaller one), but I think it is the junior. Juniors rarely reach anywhere near a hundred dollars, most are worth around fifty bucks or less among people that know about them. In fact, I have bought a few of them over the years (including just a few years ago) from fellow hobbyists for under thirty dollars.
  16. What an amazing restoration! It looks like this particular project found the right home. Attention to detail. Replicating missing parts using era technologies. I look forward to seeing more installments of this saga.
  17. Such a wonderful display of historic automobiles! A bunch more to really enjoy. Thank you for the additional pictures of the '14 Renault (so missed by a couple years?). And I particularly like the 1903 De Dion Bouton. The 1916 and 1928 Renault cars were wonderful, and I liked seeing so many early Citroen automobiles also. Again, thank you for sharing these here.
  18. There is risk involved in ANYTHING we do. Simply a fact of life. The worst risk of all is to hide away in a concrete bunker somewhere, afraid of injury, hurt, loss of any kind. And in reality, one would lose out on all the wonderful experiences that make life worth breathing for. Whether it is skiing, boating, racing cars, visiting historic sites of the world, even driving a hundred year old car to get an ice cream cone? Enjoying life is all about risks. I hesitate to make the remark that "At least he died doing what he enjoyed"? To me, it is a bit trite, and could be considered in poor taste with grieving family and friends. However, the truth is, I wouldn't mind being killed while driving my antique racing car at a ridiculous speed on some winding back road. At least it would mean I was doing what I enjoyed. Some years back, likely about 20 to 25 years ago, I read an article put out by one of the antique automobile insurance companies. They were responding to concerns about antique car safety after one of those bad years where several serious accidents had happened. I don't recall the exact numbers, but essentially they were saying that statistically, mile for mile, people were safer in their antique (they were talking about real antiques say about 1932 or before), than they were in their modern car. They gave several reasons for this. In spite of poor brakes, total lack of safety equipment including no seat-belts. Antique automobile hobbyists tended to be cautious with their old cars. They tended to drive roads less traveled, less traffic and exposure to the crazies in a big hurry. And even when there was a wreck, due to the lower speeds, damages and injuries tended to be less severe. We should ALL embrace life every day. Spend time with good people, enjoy a country drive. And when a terrible event occurs? Take time to comfort the family and close friends in their time of grief. Regardless of the circumstances, such a personal loss is quite difficult. People by their very nature want to ask "WHY?" Sadly, sometimes, there simply is no good answer.
  19. I have a two cans fitted in a box with lid that probably dates from before 1910. One of my longtime best friends found an identical set to mine a few years after I got my set. Those sets had leather straps laced through the lid and sides to hold them onto a running board. I have seen advertisements for sets similar to yours beginning about 1912. Running board cans were most needed in the earlier days of the automobile to carry spare gasoline, water, and much needed oil when service was often far away, and cars were not quite yet reliable. They continued to be popular throughout the '20s in out-of-the-way areas where one may need just another gallon of gas to get into town, or water when overheated. They continued to be sold well into the '30s, however, with the depression, the market for "extras" dropped off considerably, as people found other used cans to do the job. Yours is probably between the mid '10s to mid '20s. Value? I am not the best person to ask that. I haven't been following values on most collectibles myself for several years. I know the value went up a bunch, and then slid down a bit more recently. But I would guess a couple hundred for a nice set.
  20. The terms "rumble seat" and "mother-in-law seat" have been used somewhat interchangeably since about 1906. A friend of mine, researching his 1908 Ford model K 6-40 roadster found "rumble seat" used as a description for the single removable seat added behind the main driver/passenger seat on roadsters as early as 1906. Common usage of "mother-in-law" seat seems to have come about soon later. Both terms were used to describe both single and dual seats added in the back during the bras era. The model T Ford offered several variations of roadsters from 1909 through 1912 model years. While the "torpedo" and "open roadster" had no rumble seat, the more common roadster style did, and was generally called a "Mother-in-law" roadster, although that was not its official title. Advertising sometimes called them the "commercial" roadster (either with or without the MIL seat). In the 1920s, the roadster with the more familiar rumble seat in the trunk became somewhat popular, and the term "rumble seat became the preferred nomenclature. By the late '20s, the coupe was also commonly offered with a rumble seat. Primarily for people that usually traveled alone, or with one other person, the coupe was considerably cheaper than a sedan, but offered much more comfort than a touring car. With a rumble seat, the coupe could carry four adults if needed. Remember, people in those days compared their "inconveniences" to much greater inconveniences just a few years before. Most of the year, that rumble seat ride was just fine. No worse than the back seat of a touring car. The 1929 Reo I had when I was still in high school had a rumble seat. I rode in it a few times with my dad driving, and really enjoyed it. I wish I had a car now with a rumble seat. It was a lot of fun!
  21. Victor Page wrote many automobile books, care and maintenance, explanations of the principles of design and operation. Many of the books were updated nearly every year, some of them for more than a decade. As such, many hundreds of his books are still around, in private collections, and very often for sale. Those charts were probably usually tacked on a wall in the shop or carriage house. Probably not a lot of them survive, and especially not in that condition. If it isn't something that you particularly want? You should get it into the hands of a proper collector. How much should you ask? I do not know. As nickelroadster says, "It is worth whatever anyone will pay for it."
  22. What a wonderful show! A great cross-section of automotive history. For me? If I could have but one of those? I would want the 1907 Peugeot road racer! What an incredible automobile! The 1911 Chenard & Walcker is a fine looking car also. I'll bet when the restoration is finished it will be amazing! The Delage of 1905 is a wonderful example of how much automobile technology was growing in those few years. The Renault next to it is a fine looking roadster also. What year is it? I would guess about 1911/'12? I have always thought the '20s Citroen cars were intriguing. But then, I really do like so many of the earlier cars. Thank you for sharing the pictures!
  23. Such can sets were after-market and not for any specific car. That is a fairly rare variation of an uncommon manufacturer, and in VERY nice condition! Boyco was probably the largest manufacturer of such cans. Most of their sets were open and held in a carrier on the running board or trunk (if the car had a trunk?). Boyco did make a similar enclosed box to mount on the running board, and I have seen a couple of those. I have seen a few Bear brand can sets, but not many. There were several other companies that made similar can sets.