Buffalowed Bill

Members
  • Content Count

    525
  • Joined

  • Last visited

Community Reputation

170 Excellent

About Buffalowed Bill

  • Rank
    Senior Member
  • Birthday 02/24/1944

Converted

  • Biography
    Bill Hallett

Recent Profile Visitors

2,762 profile views
  1. Price guides might have some value when determining a value for a commonly seen, and traded model, but for a car seldom seen/traded it's a joke!
  2. Kind of funny that you talked about faux leather wallets, because my old wallet had been falling apart for some time. It was my birthday, and my better half said it past time, for a new one. Obviously I don't shop for a new wallet very often, and things had changed over the last ten or fifteen years. The wallets on display looked the same, but looks can be deceiving. I found myself having to take each wallet out of it's packaging. While I'm sure that the faux leather, and some of the less expensive leather offerings would have functioned just fine, they just didn't have the look, feel and smell of quality. I have two Rivieras, a 63, with original leather, and a 65, with it's original interior. Both interiors are in very nice condition, but slipping into the seat of the 63 is almost like a religious experience. Like the wallets, looks can be deceiving. The real test is in everything else.
  3. Sadly I've already proven to myself that I'm significantly older then the average Riviera owner, so I remember the early 60's quite well. I recall several things that might go overlooked. 1) The quality and the look of vinyl had improved greatly, over what was used just a few years previously 2) To make this quality improvement sink in, the automobile industry began to tout vinyl as a superior alternative to leather. It was said to look like leather, and wear better then leather. Advertisers know if they say something often enough people will come to believe it. 3) By making vinyl the only option of a vary popular model, GM knew that people were going to buy it regardless of the interior product used. In 1963 Buick couldn't possibly know how the Riviera was going to be accepted by the buying public, so they were willing to put that little extra into the product. By 1964 they knew they had a winner, so, dare I say, they chose to cheapen up. Vinyl had become the standard for the industry, and Buick used it because they could.
  4. For safe warmth in an enclosed space, I use an incandescent globe in a drop light. Only about 5% goes to light, and the other 95% to heat. I can't picture the area you need to heat so not sure if it's applicable.
  5. Keith, Before you tear into that beautiful Chrysler, I hope you take it for a long hot run. With it's low miles I suspect stuck rings. Thirty years ago it worked for my 1963 Studebaker. It was a low mileage car (63K) when I got it after my Dad's passing. It ran good around town. Then I made a decision to drive it to Las Vegas. As soon as we hit the road two things became apparent, first the radiator began to leak, second was that it began to use oil, at about one quart to 125 miles. We were on our way, and I didn't want to turn around, so we continued. I bought a twelve quart case of oil, when I discovered the car's insatiable thirst for oil. The trip was really uneventful from a reliability standpoint. Just had to stop every two and a half, to three hours to top off, both water and oil. By the time we got to Vegas my oil supply was depleted, so I bought a case for the return trip. I failed to mention it was hot, over one hundred degrees through the desert. Went up my favorite route 395. At Lone Pine we stopped, had something to eat, and the obligatory fluid top off, but oil level was still up. Stopped again in another hundred fifty miles, still up. The upshot, the car used twelve quarts of oil for the fourteen hundred miles to LV, but only one quart on the return trip. I'm just saying that it worked for me. Bill
  6. Weber, You are not in uncharted waters. Several cars are in the Pacific Northwest, and these are just the ones that I know of. Any car needs a chance at survival, if you aren't willing or able to do what's needed I hope that you pass the car on to someone who can. Be aware, though, that these are not high dollar cars, and their market is very limited. The LeMay family car collection has one in full restoration right now. it was a donated car and the work in being performed by a group of dedicated volunteers. When I last saw the car it was close to completion. That was about six months ago. Don't mix up the family collection with the "Americas' Car Museum," they are both in Tacoma, but are no longer affiliated. I also have an internet acquaintance who has two Powells. If you look up Powell on Wikipedia you will see his two vehicles, a pickup and a wagon. I'll email him a copy of your thread, but be aware at some point you will need to give us more information about who, and where you are located. Bill
  7. I love your Chrysler Matt. The same holds true for the Touring car, as well, but I like all cars. Regardless of the arbitrary nature of each club, the fact is that we all need a club to call home. If we as part of a car fraternity leave any owner, and a fine car, all alone, without a club to call home, then we have failed in most of our stated goals. Change is implicit. As things change we can either understand it and try to judiciously guide it, or we can rail against any change as being unlike the founders had intended. I try to be open minded about the incremental changes, as long as it doesn't interfere with the club's goals. I would much rather see a fine car, and it's owner getting their place in the sun. To me it sure beats leaving them homeless.
  8. In it present condition it may be inconsequential, but determining where it's a Studebaker should be pretty easy. It's all about the wheels, Studebaker used a unique tapered spoke design, that made the wheels much more durable then the industry standard.
  9. IMO all good information, but it kind of depends on what your desired results, and the work, and money you are willing to put into the project. I have used all of the different paint concepts, that were available during the time that I did each, all with satisfactory results. You need to define the level of excellence that you are looking for. I may have missed it, but don't ignore catalyzed enamel, as an option. Again whether you clear coat, or not, is your choice. The paint is still available, and it does have some real cost, and application advantages.
  10. Being a little smug when I say virtually all of my cars are local. If you don't know why western cars are better, you need to find out. If you are looking for quality you may need to travel to get it. At any rate you need to know what the history of the car is. Ask specific questions, if answers are not forthcoming walk away.
  11. CE=Classic era, sorry me thinks that I talked too much, and said too little of substance.
  12. It's easy to declare popular styling as just being contemporary, but it doesn't answer the questions of why it was done, or by whom it was done. It's often easier to follow good design which resonates with critics and perspective buyers, but not always. Take for instance the 1932 Graham Bluestreak-one of Amos Northup's masterpieces. The car was much emulated, and should have been a blockbuster hit, but it wasn't. By 1933, almost all cars, domestically manufactured, and many overseas offerings had incorporated numerous styling cues from the design. Classic design was often driven by the constraints of contemporary engineering. This is where I'm going to offer some personal opinions to see if you guys agree. Obviously in the middle of the 20's engineering led to most of the automotive changes, as it attempted to catch up with the need for speed as road conditions continued to improve. IMO the Classic era was led by the independent car manufacturers. It is my considered opinion that there would have been no CE, as we know it, without the straight eight engine. From the late teens the straight eight was the purview of expensive European, and American cars like Hispano-Suiza and Deusenberg. IMO Packard really got the ball rolling in 1924-25, with companies like Hup, Nash, Studebaker and Stutz trailing. The reason I think that the straight eight was so important, is two fold the first is obvious, the need for speed. The second was the long hood needed to house this long power plant. From that time on, the long hood, with a shorter tail, has been a sot after look. I might add that none of the Big Three used the straight eight as an during the 20's, but virtually all of the manufacturers (with the exception of Chevrolet, a few other small cars and of course Ford) had a SE by 1931. Cadillac's 1937 LaSalle I think was give credit for the first CE design. Harley Earl did a great job setting the tone for the next eight years. While the Big Three began to develop their own designs within their in-house design studios, the independents mostly contracted with car designers like Northup, for their new cars. These designers had certain styling cues that they used to several different car companies. Let's face it, car good design is free game for everyone to interpret his own way. Whether it was function first or not, the longer hood lent itself to a long swooping fender, with led to a good place for spare tires, which in themselves to becoming a much admired styling cue. I've come to believe that suicide doors (I don't hate the term, just dislike it) might have been seen as a solution to the impediment of the duel side-mounts. Ever open a conventional door with a stretched stop strap and have it contact the spare? Well I have and I didn't like it! These comments may seem like the ramblings of a deranged mind, so have at it.
  13. IMO the last of the true American wagons. There will never be anything like it again, congratulations. Bill
  14. I'm a little older then most here, so I drove 50's and 60's cars as regular transportation, during the 60's. Today we seem to be dialed into a particular fuel mileage mindset. It's based on a set of standards that has evolved during an era where fuel economy has been an engineering, and real world focus. I can say with a great deal of certainty that fuel economy fifty or sixty years ago, was just not viewed the same way it is today. Most 50's and 60's cars got less then 14 MPG around town and between 16 and 18 MPG on the road. The Buick was not an outlier in this era. They may have been on the low side of the contemporary standards, but that didn't seem to dissuade people from choosing luxury.
  15. I really agree with much written here, so I don't know where to start-so why try but.. It seems to me that much of what we are talking about is nothing more then semantics. We are all car people here, and should know how to separate truth vs hyperbole. If someone needs help, the fact that they are reading this thread is proof that they are on the right track Depending on who I'm speaking with, I have used the term because 1) someone needs help in understanding, and the term rare seems to be within his grasp. 2)Or I'm talking to a car person, who I'm confident can parse it out without an explanation. In either case it's nothing more then a starting point, or a short cut, for an enusing discussion. In any discussion I need to either back up what I say, with some sort of data, or indicate that what I'm saying is my opinion. At no time do I ever equate rare to valuable. When visitors come to view my collection, I indicate that they can ask me any questions, about any of the cars, except two-how much is it worth? and is it for sale? Bill