wayne sheldon
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Posts posted by wayne sheldon
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Most "journalists" today do not know the difference between their they're and there!
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Those resisters have a need for a certain amperage draw to effectively drop the voltage to the proper amount. The horn may be drawing too much current for the resister to drop the voltage to the proper six volts. The actual voltage drop may be taking it to five volts or even less. One size does not fit all.
Been too long since I played with that stuff. Ignition amperage draw is much lower than what the horn wants. I might misremember the adjustment? I believe you would need a lower Ohm resister (if what you are using has an Ohm value listed on it?), but it still has to be able to handle the current demands of the horn or it will burn out quickly. Used to use ceramic resisters for higher current circuits. Zener diodes used to be common to help regulate circuit voltages, but I never used any that would handle the horn's demands.
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I have been near two of the big Oldsmobile Limited automobiles, the one pictured above from Harrah's collection, and another one at a HCCA tour many years ago which was probably also Harrah's although I did not know it at the time. I had gone to the tour hotel just to look at the cars.
Recreating one of those monsters and doing a good job of it could cost nearly as much as buying one if one became available. The Bugatti and CDO cars are common and desirable enough that some of the most important parts have been reproduced to replace original parts broken beyond repair. People that really KNOW? Know where some of those parts are. I do NOT know where those parts are hidden.
Someone about thirty or more years ago cast the CDO's engine to replace several for cars that otherwise would never see the road again. That I was told was what went into the CDO replica I was told about. Twenty years ago, I heard a few of the engine castings were still unused and hidden away. I do not know if any are around now or not. Other than the engine casings themselves, most of the CDO can be replicated in a good home garage shop or ordered through available sources.
The big Oldsmobile Limited on the other hand? One could probably spend more than a quarter million just replicating the engine, and another hundred grand or more for the transmission! (I know someone that made a one-off transmission case for a rare big expensive late brass era car because the original disintegrated due to faulty original casting. Thirty years ago, the final cost for the case alone was over $30,000!) The rest of the car was a beautiful restoration of a fantastic automobile that hadn't been usable for years because the original casting had been welded back together numerous times already.
A number of other brass era cars have been nicely recreated, and nicely enough that the recreation is hard to tell apart from the real thing. But the Oldsmobile Limited is not a candidate for such an effort. The car is too complicated, and too high a quality common of its era. Bad recreations adapting available parts from trucks and later cars never come out looking decent. I have seen photos of a couple different "tribute" creations of the Marmon Indianapolis racing car. Sorry and I hope nobody reads this and is offended by it? But they looked so bad that I wouldn't want to be seen within a hundred feet of the (I use the term loosely) cars! Most firetruck "super speedsters" are the same way. Most of them are so bad that I wouldn't have one if it was offered to me for free but I had to keep it. (Okay, maybe I am a snob?) But I love a common real model T.
Certain recreations, properly done? I love them. The "Beast of Turin"? I love it. I followed its building on "The Old Motor" website for a couple years. How else can we today see and hear some incredible creation that no longer exists? Be honest about what it is and share the experience!
There are thousands of absolutely incredible automobiles that one can own if they can afford it. Why waste the time and money recreating "another" any of a hundred great cars when for less money one can have a "real" one of several incredible cars?
That is some of my thought line.
By the way Bob (in Virginia), Getting work done on the Haynes lately? THAT is a car worthy of your efforts.
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In most states, a recreation legally is a new car and MUST adhere to ALL modern safety and emission standards! People do get around that by using (or only claiming?) one or a few small pieces of an original and calling it a restoration. I have heard of a few Bugatti automobiles built from one small piece from an original. I knew a fellow that had a real one and boy did he hate the fakes!
I also knew of a Curved Dash Oldsmobile that was "restored" from a single hubcap. Again, I didn't know the car or its owner, but a couple owners of real ones I did know told me about it.
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A bit modern for my preferences, but a great looking car that should be enjoyed for many years to come!
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I second O D m 45's suggestion. Why anybody would chrome plate them is beyond me!
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9 hours ago, Lee H said:
To give Phil some credit, the tire in the gutter COULD have started rotating backwards at the same speed the other tire was moving forward, but not locked.
I actually saw this happen once, on a model T club tour. Cars were struggling up and down some short steep drives. A few of us that had arrived early (my speedster) were standing around watching latecomers on the dirt hill road. A touring car loaded with passengers was easing down a short stretch where water had run down the hillside along one edge of the road. It was short, no serious dangers, but a scary moment for the driver when he pressed the brake pedal and the car didn't slow down! The tire on the dry hard dirt held to the road and turned with the forward motion of the car. Meanwhile the other wheel in the wet muddy flow on hard dirt spun in the opposite direction!
A few of us that had arrived early and watched that later talked with the driver in the parking area he said "I about (blanked) my pants when I pushed the brake pedal as hard as I could and didn't even slow down!"
I have never forgotten that. Every time I drive a T under less than ideal conditions I can see that image of the opposite wheel spinning backwards! It helps keep me grounded and being careful of potentially dangerous situations.
As I said earlier, be prepared to use the hand brake if necessary! A little braking pressure will stop the spin-back and transfer the pedal braking back to the dry wheel.
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Buick's trucks of the mid 1910s was my first reaction to the question. However, should we also count the Canadian McLaughlin "Buicks" as Buick? Some of those had L head engines in the late 1920s and early 1930s. I think they used a knockoff of the Oldsmobile six L head in those McLaughlin cars.
While technically not part of GM's Buick division, the McLaughlins are generally thought of as Buicks.
A few times over the years I have seen photographs in club magazines showing what clearly looked like a Buick with the hood open showing the flathead six. It would take a fraction of a second for me to realize the car was a Canadian McLaughlin.
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Been there, a long time ago. Actually, I was born in Elko, the big town West of Wells. Wells for about a hundred years has been a place nobody goes to. People go "through it" and keep going another 500 or more miles! Its name comes from the fact that there were water wells there back during the Westward migration in the mid 1800s. It was for many people the place that if you missed it? You might die.
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Certainly, they could have left it simply as "Cadillac"? Or maybe not? Calling it "Fleetwood" just irks me. The comment reeks of cluelessness. (The question becomes, "who is clueless"? The seller. the website, or the programmer?)
I don't know about 1905? But I am fairly sure Wilson Body Company built most of Cadillac's bodies for 1903 and 1904. Wilson Body Company was one of the largest suppliers of automobile bodies before 1910.
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6 minutes ago, 1935Packard said:
Agreed. I'd add that the Bay Area Horseless Carriage Club is doing it right: They're active, drive their cars, have events, and are really supportive. I joined a few years ago and I don't have an HCCA-era car, but it's a great group of people. And I figure I'll get one of those cars eventually....
I myself, unfortunately have been unable to be active in the club for several years now due to family issues. Hopefully, that may change. My 1915 and 1913 model Ts are waiting for me.
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5 hours ago, West Peterson said:
Expanding the acceptable years doesn't work in regard to adding membership. Just ask CCCA.
Back in the 1950s, as the hobby grew and expanded across the nation, within the San Francisco Bay Area three HCCA Regional Groups were formed. Two of them were based literally only a few miles apart. The San Francisco Regional Group was based in on the Northern peninsula, technically South San Francisco city. They sought to attract a wider membership and chose to be inclusive to not just pre 1916s, but also cars through most of the 1920s. Both the Santa Clara Valley Regional Group and the Bay Area Regional Group (which I have been a member for thirty years!) chose to be strict pre-'16 groups. Although both of those groups have relaxed their focus a bit, allowing elderly members to drive slightly newer cars, both are still around, and the Bay Area Horseless Carriage Club is very active, with numerous tours and other activities every year!
The San Francisco and Bay Area groups meeting sites were separated the San Francisco Oakland Bay Bridge and a few miles of surface streets on each side. About fifteen years ago, the San Francisco Horseless Carriage Club disbanded. The one that opened their membership to newer cars is gone, while the two pre'16 clubs are still going.
My feeling is that the HCCA should stay true to their calling. The earliest cars need a club to benefit the earlier cars. The HCCA chose to be that club, and I think they should stay that way.
This subject keeps coming up in the HCCA every then and again. And I keep saying my same thing again. Personally, I would rather have a smaller club, with a simple newsletter (if that was what we had to go to?), devoted to the earlier cars, than have a fancy magazine and a bunch of members that have no understanding of what driving an early non-Ford is like. The early cars and people that love them need the HCCA.
As for the "buy in"? 1914 and 1915 model Ts in acceptable condition and nearly ready to tour, can be had for not a whole lot of money. Model Ts are very forgiving, and cheap to maintain by any collector car standards! If one cannot afford one of those, they won't be able to manage even much of a cheap 1950s collector car.
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Maybe it is just me? But if one is to have one of these Kaiser automobiles with the "eyebrow windshield" (for lack of a better description?)? I would think one would want to show off its distinctive feature and not hide in under some silly overbearing visor.
Probably just me.
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7 hours ago, ABear said:
For a good bit of insight to early EVs there is a book written about one of the early inventor/pioneers of EVs.
Andrew L Riker and The Electric Car, a biography written by Neal Donovan.
He is most likely one a the least known early EV designers/builders but very highly important influential people in not only Early EV but in the Automotive world to this day.
Sadly the book is long out of print, but once and a while a used copy comes up for sale.
Here is a link to Abebook store that gives the ISBN numbers you can use to search with.
https://www.abebooks.com/9780974643700/Andrew-Rker-Electric-Biography-Young-097464370X/plp
In a nutshell, Andrew Riker was an talented inventor, engineer started in his youth experimenting with electric motors and ultimately cobbling two bicycles together and adding a battery and electric motor to it in 1884. He went on to making break though designs of electric motors that made them much more energy efficient by inventing the slotted rotor (a design that IS still used today in electric motors) and even the first water proof versions.
He started manufacturing EVs in 1898, many styles from single seaters to busses and trucks all which were operated via battery.
December 1900 his factory suffered a devastating fire, he sold his interests and patents in his EV automobiles company to Electric Vehicle Company shortly after the fire.
Electric Vehicle Company continued to build and sell Riker branded vehicles until late 1901 when they dropped the Riker models.
He went on to become the chief engineer for Locomobile to design their first GASOLINE powered vehicle.
Andrew Riker also held many important patents on early automobile designs, appointed to help the US war department to design tanks and boats in WW1 and was the first President of an important group in the automobile world.. You may have heard of it.. Society of Automotive Engineers (SAE)..
Yep, Musk didn't create EVs nor are they "NEW"..
Some years ago, one of my long-time best friends passed away way too young. I took my model T coupe to attend his funeral at the church he had attended most of his life. After the service, we were all hanging around the cars outside the church, when a young mother with two young children was walking by and asked why we were all there. After explaining my friend's funeral, I invited the two kids to sit in my coupe, and assured the mother that it was a driver and that they could not hurt it. While the kids pushed and pulled all the levers, I chatted with the mom about antique automobiles in general. She made some offhand comment about the coming of electric cars which prompted me to mention Andrew L Ryker and his switch from manufacturing electric cars to engineering Locomobile's switch from steam to gasoline motive power. She quickly turned to the two kids and said "SEE! Even he knows your great grandfather!". Turned out the children's father was Andrew L Ryker's grandson!
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Really nice to see photos! Thank you.
Pretty sure it is not a 1926, regardless of what the title says.
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4 hours ago, Leif in Calif said:
To my mind, the drive line brake doesn't count if both differentials are "open" (non locking). I remember a story by racing driver Phil Hill that talked about his first car ( a T) and how he crashed it when one rear wheel was in a rather slimy gutter and so that wheel locked, allowing the other wheel to rotate freely, with no braking action.
Seems like the "Hisso" might be the winner in adoption by a production car, albeit limited production.
I remember reading that story by Phil Hill a long time ago. It is a rare circumstance where one rear wheel can slip enough for the brake to not work on either rear wheel. But it can happen. I have driven model Ts many thousands of miles total, and other than heavy rain where neither tire has a decent grip on the asphalt, never had a bad enough slip to have a serious affect on the braking (although it is bad enough at its best?).
I also often tell people that it is very important to have a good working properly adjusted emergency brake, and that they should practice using it enough to know what it can do and to be able to grab it quickly without hesitation. Careful use of the hand brake can balance the braking somewhat in slippery conditions.
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The "crowd" can love and enjoy all the cars and other things that they like and enjoy. The cars I care about and enjoy working on and driving are the early brass era through nickel age! To me, it is about history. The earlier cars are what made the later cars possible! Without the work done before 1900, there would be no "Brass Era" automobiles. Without the Brass Era, the "Jazz Age" wouldn't have had their nickel era cars, IF they even had a "Jazz Age".
Every day, I see proof that most people today do not in any real way appreciate anything they have (except maybe their cell phone?). Maybe that is why most people today seem to be willing to lose everything?
I can and do appreciate newer collector cars. But it is the earlier stuff I will always want the most!
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Mark G, I was wondering if it might have had a driveline brake? That would put braking onto all four wheels if it was set up properly to do so.
Early Fords through the model T were not the only cars to use the service brake on their driveline. Franklin did so for many years. Every then and again I have read articles mentioning other cars, including a few European cars, that had the service brake on the driveline. The first thousand or so Curved Dash Oldsmobiles had the only brake in the transmission (a part of the driveline), which didn't work very well when the drive-chain broke. Hence why the thousands more built in the following years had the service brake on the rear wheels.
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Apparently need to be a facebook user to see the link?
Language may be Finnish or Swedish? Possibly Dutch? Some Germanic similarities, however, I can usually recognize Dutch from the German I took in high school. My wife is one quarter Finnish, so I have been exposed to some of that language. Talk about difficult!
Interesting project regardless.
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21 hours ago, Larry Schramm said:
Interesting photo, in spite of some odd distortions. It appears to be some sort of Ford dealer's show or exhibition. Almost every vehicle in the photo is a Ford product, including the Lincoln sedan (may be a couple of them?). The delivery van front and near center, is particularly interesting. It is painted up nice with sales statements like "Ideal for Cleaners & Florists". The left side mounted spare tire is standard for pickups and delivery vans where there is no place for one at the back of the vehicle. What is unusual, is that the spare tire has what appears to be a metal tire cover on it! I know that they were an option for the model A Fords (at least for 1930/'31), and are (or used to be?) highly prized among the model A crowd, but in the reality of era photographs, they are very rarely ever seen!
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Also, Chevrolet's first six was in 1911, and a flathead! The Chevrolet four cylinder was first offered in 1913 if I recall correctly.
The 1911/'12 Chevrolet sixes and early Royal Mail fours were more expensive cars than Chevrolet later became famous for.
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I knew it was way later, but I had to google it to be sure of how much later. Diamond T trucks and Reo trucks were merged together in 1967 as part of a merger into White. Tacking "Diamond" onto a 1930 Reo is really stretching it! Probably someone connected to the trucking industry fifty years ago that doesn't know much at all about antique automobiles. Even a decade or so ago, I knew some old truckers that fondly remembered their old Diamond Reo trucks. I recall seeing one less than twenty years ago still pulling freight on the highway! Because my first antique automobile was a 1929 Reo, I tend to notice the trucks also.
This OP car is the smaller Flying Cloud car for 1930, In 1929, that series was called the Flying Cloud Mate, whereas my 1929 coupe was the Flying Cloud Master series.
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Now, THAT is green!
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Looks like the perfect "get it running well and enjoy it" car! Is it "AR" early?
Six 19" lockring style wire wheels,5 on 5 1/2" bolt circle,should fit your Model A pickup.
in Parts For Sale
Posted
"Lock ring" wheels should not be "drop center" any more than about a quarter of an inch (just enough so that the inside bead doesn't hang up and fight being slipped on).
I don't know what these are from, but they were not likely intended for a Ford. Nice wheels for the 1930 to 1932 car that should have them!