wayne sheldon

The CCCA has modified the list, and added a lot of cars and more years than they accepted fifty years ago when I was a member. How many more will be added? Anybody's guess. My opinion, they have already expanded the list too much! There were good reasons for the what and why most cars were or were not accepted early on. But that is opinion. A link to a better CCCA list; https://www.classiccarclub.org/approved-classics This list is easier to read and follow! In short, your 1928 Chrysler model 72 is not a full Classic (yet?). Those years, only the Imperial series 80 is accepted. Your Peerless is I think again one of the smaller models for the marque, and apparently not on the current CCCA accepted list. Your 1931 LaSalle is a full Classic, as are all LaSalle 1927 into 1940.

The two screw mount are the ones I have used on a few model Ts, only because they were the ones I found and got. This type I have seen on friend's cars. But I can't be certain they were original to them?

They had that distinctive curve on the front of the core for a few years, and several models. Sizes varied with models. The 1925 ER standard coach I had many years ago had one very similar to this one. I don't have any literature that can identify the model this is from. It should be of considerable interest for the Studebaker crowd! That front curve is not easily fit in a re-core of a radiator. What I can see from the photos, that radiator might clean up nicely, and help make a nice Studebaker better. You might want to look into the Antique Studebaker club to find a buyer. Although desirable, don't plan on funding the 401K from it. Things don't generally work that way unless you wander into the one guy that needs that right now! A lot of us old guys already have tons (often literally!) of extra stuff we don't need right now. They aren't going to pay a lot for an unknown condition radiator they don't really need. Someone working on a car with a radiator that is a bit worse might pay a bit more? But they also may have to decide what he needs more? A radiator that might be better than what he has? Or maybe the tires in order to drive the car? Those of us that value our history, and the examples of the past that still exist, and should be maintained? We tend to think getting items like this into the hands, and onto the cars that need it is important. You should be able to get two to three times scrap value. So still more than scrapping it.

I think two years of model A Fords used something similar to that? I forget, which two years used a different mounting configuration, but I have used them to put brake lights on several of my model Ts. It has been a long time, but I saw ones like this in with model A parts. For whatever that is worth.

For whatever it is worth? About thirty years ago, I had a 1916 model T Ford center-door sedan. It was an old 1950s restoration of a solid original car, that had a lot of wrong parts on it. A previous owner took the car almost completely apart to re-restore it, and then lost interest. After a few other owners, I got it, and restored it myself. I replaced nearly all the wrong parts with proper era pieces, and freshened up the 1950s paint (it was very nice!). I then drove it on tours with several clubs for awhile. My wife wanted us to get a bigger car, so we sold the center-door sedan to buy the 1915 Studebaker we had for many years. Some people don't like the center-door sedans. They complain about how difficult they are to get in and out of. My model T had the same slightly offset driver's seat (took a bit of getting used to!). I took the passenger seat out to change the transmission bands, and found that easy enough to do. I really enjoyed that car! As much as I loved the Studebaker, I really wish I could have kept that center-door sedan. It was wonderfully different. I had the only one everywhere I took it. Getting in and out with passengers sitting in the back was difficult to do gracefully, but in general, I never found it difficult for me otherwise. I would love to have another center-door sedan, model T Ford or any other marque that offered them.

"Antique" is a tough one. There is no commonly accepted definition. For many years, many people said that something had to be a hundred years old to be considered an antique. For whatever strange reason I never did quite figure out? A lot of other people firmly believed that either 66 or 67 years was the "magic" number. A lot of other people liked a lot of other ideas. Today, the 25 year rule is what many people consider antiques when discussing automobiles. Then again, a few people I know joke about an "antique is only something older than I am!" I would consider both the 1918 Dodge Brothers and the 1928 Whippet to be antiques. However, neither one is either a "brass era". "horseless carriage" (1915 or earlier), or "full Classic". In my book, the 1952 Dodge pickup would be a modern work vehicle! But that is me (and I would love to have one!). There are a lot of people that really go for postwar pickups, as well as most other cars and trucks of the 1940s through the 1980s and beyond! The postwar eras (there are several special interest groups through those years) are the biggest areas of the hobby these days. Regardless, with those vehicles, you should be able to fit right in

And I thought it looked like hieroglyphics?

This time? Yes. Often, FB links will not load on my computer, I don't know why. My wife does Facebook a fair amount, likes a bunch of their groups. Sometimes, if there is something I want to look at, she will pull it up on her computer for me to see it. Other times, her FB account gets hacked, she suddenly has hundreds of "friends" all around the world spamming her page and email with horrible, or pointless, or obscene BULL C---! And then she wonders why I want nothing to do with it?

Oldsmobile of that era were a mid level car by a major manufacturer (General Motors!) with a good reputation for quality and reliability. They are a basic flathead style engine with a well developed driveline. They are comparatively easy to work on requiring basic mechanical skills. Provided the car is fairly low mileage, and hasn't been badly abused during its life? Restoration and maintenance shouldn't be very difficult. 50 mph all day long might be a bit of a stretch. An overdrive could be added and would help a lot. People didn't expect much for speed in those days. Most people seldom if ever exceeded 40 mph. So manufacturers built with lower gear ratios to meet the expectations. Generally, the engines of that era can handle a twenty percent increase in gearing. Some cars could even handle thirty percent. However the Oldsmobile I think I would shoot for twenty.

It looks like an Ajax? And a nice one at that. Ajax was Nash's companion car for a couple years. I never heard anything about an engine of that era (mid 1920s) running CCW. There were a few cars in the early 1910s that did, as well as some earlier cars. Also some unusual cars had crossways engines (especially early one or two cylinder engines) that figure differently. Are you sure it is the engine that runs CCW? A fair number of cars had fans that ran counter to the engine, including a lot of Buicks. Often that was due to the pulley that drives the fan being mounted on the front of the camshaft, with the camshaft driven by gears as opposed to chains, the camshaft runs counter to the crankshaft.

Thank you Mark H. But it still hurts. I generally do not do Facebook.

Found it! Hiding behind a 1936 Auburn. Price is the same. https://forums.aaca.org/topic/372471-1936-auburn-852-phaeton-1929-hupmobile-century-6-rs-roadster/#comment-2310203

I have spoken with several hobbyists from Pennsylvania. They all told me that titling cars there is a nightmare! I have heard that Massachusetts is bad also, but haven't had it confirmed to me.

This one really hurts! But where is it? I was beginning to look for a car to buy, then got hit by an unexpected major expense. So no buying a car for awhile yet for me. Not all Dodge bodies were all steel construction! I do not know if the center-door sedan was or not? I know of slightly later four passenger coupes that had wood structure like most cars of the era did. I knew a couple people that owned them. One was a 1925, the other I think about 1922? Touring cars and roadsters from the beginning, and the regular coupes as well as I think both the two-door and four-door sedans of the 1920s I think were all steel. The center-door sedans of the 1910s, I just don't know, and doubt any book I have would say for sure.

This car was shared here about a year or so ago. There was a bit of discussion about it then. Maybe I need to look for it? If I recall correctly, the price was higher, and some work has been done on it since.

Bob, I don't have any inside information myself. However, it is a well known fact that for about fifty years, from before the outbreak of World War Two well into the 1980s, hobbyists didn't try very hard to maintain the provenance of many classic automobiles. Damaged engines instead of being rebuilt were replaced by another available engine. The damaged engine might later be repaired and changed into another car. Bodies were swapped, often replaced by mediocre reproductions. Transmissions and other mechanical parts replaced by commercial ones. Duesenbergs were one of the marques that were treated especially badly. The "grape vine" has it that a small number of high end collectors got together, owning a handful of messed up Duesenbergs, and took them apart. Then they swapped major pieces around. Understand, that Duesenberg aficionados had researched and traced previous parts swaps and replacements. They figured out in advance which cars had pieces from what other cars. The "big swap" I was told happened a couple years ago. Each of the collectors wound up with considerably more parts from their original base car. I "heard" that heads and blocks were reunited, along with engines going back to their original chassis! I do not know the BOS car, or its owner. However rumor has it that it is one of the newly corrected cars, and now far more correct than it has been in decades! I think that is a good thing.

Ah, simplicity itself! Try building a headend for a major private cable television system with over twenty off-air channels and about fifty satellite channels! Each off-air channel had at least four cables between splitters and combiners, the modulator, the filters and more. Some single channels could have eight or ten cables in its dedicated circuit! The satellite channels were worse! The whole thing took seven foot tall racks along thirty feet of wall! Hundreds of pieces of equipment! About five hundred cables! Dozens of them running twenty to fifty feet in length including cable trays and the top to bottom as well as the distance across the wall! I had to know and understand each and every piece.

I do understand a lot of people's hesitation buying cars missing current titles. Some states are nasty to deal with on those issues. California can be difficult at times, but usually can be done without a lot of problems. Perhaps New York is the same? If one knows the ropes? Asks the right questions? It hurts seeing this car down to this price. I wish I could consider it. I was beginning to look for something, but then got hit with a large unexpected expense. Maybe another year or two?

I would say definitely a Holsman! They were famous for their distinctive "rope drive" system. If I recall correctly, they began manufacturing about 1902, being the earliest mass produced high wheel car to be fairly successful in the marketplace. They were produced until about 1910, longer than almost any other high wheeler, and they made quite a significant number of cars. High wheel cars such as this were a uniquely American style, popular with farmers surrounded by nasty country roads. The cars also appealed to farmers by being a familiar style to the wagons they had used for many years. Road and automobile improvements had helped enough that the high wheel automobiles didn't really offer any advantage by about 1910. Henry's model T was coming down in price, and offering a real value for the money! Only a few companies continued the high wheel style as late as 1912, most notably Sears and IHC. In 1948, there should have been a lot of people that would still remember the Holsman.

Someone spent a hundred thousand dollars on a restoration and used the wrong upholstery material? That labor kills you! Proper upholstery material would have cost another three, maybe four thousand, for some of the best in the world! No added cost for labor! And the stained headliner? The whole deal sounds fishy besides. Dad will probably come home from his trip and find the car where he left it?

Love the car! Interesting attempt to hide someone in the rumbleseat?

Hey there George A! Email sent. W2

I can't help with the Wolverine. And I am not sure I can be much help with the other one? However, it looks very much like the original hubcap wrench I had years ago for the 1925 Studebaker standard coach I used to have. The box end fit the hub caps, but I am not certain what the open end fit. Probably the wheel bearings? Some Studebaker hubcap wrenches had the Studebaker name on them. But a Studebaker expert I knew told me many of them did not have the name on them, and that mine was typical of many Studebaker wrenches. Ones with the Studebaker name are much harder to find, and more desirable. Read that as more expensive. It may be that a few other cars used the same wrench, and the tool makers made a lot more of the no name wrenches simply because they could go out to anyone else as well as Studebaker? They fit most Studebaker models across several years of the mid 1920s, for wooden spoke and some steel disc wheels. They did not fit wire wheel models, although during the years that wrench was used, few Studebakers had wire wheels. I was hoping I still had one of those wrenches, hoping to confirm the sizes. But I just looked where I keep that type of wrenches, and didn't find that one. I had two of them years ago, one went with the car when I sold it. Not sure what happened to the other one. It may have been in the tool box of hub pullers that I gifted to a good friend many years ago. Saddened to hear how you lost your dad (others?). Sometimes it can be really difficult dealing with their things. Even years later.

They all appear to be wood? I have a couple original era ones that are paper/cardboard believe it or not! The paper ones had a very low survival rate. But I found mine over fifty years ago! I have never ever put them into gasoline.

The plain ones look like the 1925 Studebaker standard I used to have.