Buffalowed Bill

I think that it looks great! I think it's about time that people stop feeling the need to apologize for liking whitewalls! We old-timers, who like WW's, are going fast. Shortly the young detractors can do our car's the way they want. Until then our cars still belong to us and we can interoperate history the way we remember it.

I think that I know what your answer is going to be, but for the record, what do you hope to gain by your efforts? Sounds to me like a car that could benefit from some judicious preservation work. A good power wash and some hand applied touch up might be all that's required to meet your goal. I really appreciate your enthusiasm and energy, but I really wonder if you know how much work you would be committing to, with maybe very little real cosmetic payback. I also wonder if you are aware of the twenty plus year trend that has focused on preservation of original cars. The car and it's history has become an important narrative which has become an important part of what the car is, how it's viewed by car people and often the casual observer as well. An aggressive intrusion into the process by restoring will certainly change the story, and maybe not for the better. Your car your choice, but sometimes restoring the wrong car for the wrong reason is just wrong.

I am still not convinced that the "Classic" status granted to this car will pull all cars with that chassis along with it. It still seems more reasonable to me that the car was accepted on a stand alone basis. Don't misunderstand, I would love to see my 1937 President coupe on the show field next to a 1937 Cadillac, but I don't think it's going to happen anytime soon. Like the 80R before it, I think that it like this beautiful 34 and the 36-37 coupe could prove to be an eye opener to many in the CCCA. I can only cringe at the eighteen months of committee infighting that must have gone on behind closed doors. Unless things have recently changed it must have left owners of the beautiful and innovative, Amos Northrup masterpiece 1932-35 Graham Blue Streak, and the Packard 120's scratching their heads wondering why not us.

With the exception of lacking the cowl running lights, it looks like a 1930 Studebaker President to me. It has the large hubs and optional multi-spoked wheels as would have been used in 1930. It also has a monogramed door "JW." Whatever to make and model, it was a high end car in it's day, no doubt a full "Classic" today.

When the CCCA admits a model, it is for all bodies on that chassis. They do not single out a particular car unless it is a coachbuilt car on a non Classic chassis. So how do you rationalize your two posts. In one you indicate "when CCCA admits a model, it is for all models on that chassis. Then you indicate that in the case of the Brewster Fords the marque is accepted in spite of the chassis." I was a long time CCCA member (I own a "Senior Emeritus" grand classic Studebaker) and I thought that I understood how the coach-built body could trump the chassis, but this 34 has a Studebaker designed and built body, and is on a Studebaker chassis, and a chassis not previously accepted by the CCCA. So my question is whether it's the body (not coach built) or the chassis (previously specifically excluded by the CCCA) or is it this particular car, exclusively, that was accepted? I think that we need to know more about the committees' reasoning. A number of us who frequent this forum have cars that would qualify for accreditation if the committee is seeking to be consistent. No disrespect to the beautiful and deserving 1934, but I believe that the committee has opened a Pandora's box and is going to find it difficult to get the lid back on.

Then why is the Brewster Ford the only car of that marque accepted by the CCCA? Then are you saying that all Commanders and Presidents based on the Commander chassis, from 1933> have been afforded "Classic" status by the CCCA? Or does the chassis, which dated back to 1929 as the Commander, pull that early model Commander along with it. It would be nice for me because it would make my two 1937 and two 1941 Presidents "Classics." My gut felling is that this would be highly unlikely.

I agree that the car deserves the recognition, congratulations, but I sincerely doubt that the committee has extended the certification to all 1934 Presidents. Without having all the information, my feeling is that accreditation was given to this car on a stand alone basis. It would seem strange to me for the committee to accept only the 1934 Presidents when this chassis configuration is so similar from 1929-1942. In other words I think that concessions were made for this car because of it's style and rarity.

Gentlemen, I have been crossing the country on driving trips for 55 years. Virtually always in a cheap car that I felt was expendable when I started out. Looking back on my 73 years I say without reservation, I never traveled a route that I didn't like and never drove a car that I didn't bond with. Today if I was starting out I would be driving one of my mid 90's Ford Thunderbirds. Those that know these cars will understand why. Up until recently, I had planned to drive a 1962 Studebaker Lark convertible from Seattle to South Bend for the Studebaker International. The meet crept up on me and the car will not be ready by May. Still trying to decade whether I will drive, fly and rent or not go at all, but I would really like to make the trip one last time! I have followed the old "Yellowstone Hwy" and been across the SW on "Route 66" numerous times, and many back road derivatives of these, and loved them all! Hands down my favorite is Hwy 2 across the northern tier of states, I just love this route! It would be a huge mistake for anyone considering a cross country trip to ignore this great route and not give it some consideration! I tried to stir up some interest in my group of friends in a trip I wanted to make in November, but got no interest. I wanted to fly into Florida, buy a cheap car probably an old police Crown Vick and drive it back across the southern tier of states and up the coast to Seattle. Whether the trip just didn't appeal to them or maybe it was about spending three weeks with me, but it just didn't happen. I still think that it would be a great trip!-Bill

If my memory servers me right, the Lemay family collection has a beautifully restored Stutz fire truck. This is not the museum, which if separate from the family collection. It was one of the last restorations done while Harold was still alive. If I'm wrong I'm sure that someone reading this can verify.

Scroll down to the Buick section of this forum, then look for the Riviera part. I'm sure that they will love to hear about your project. There are very knowledgeable people who reside there.

Sorry to stumble into this thread so late. I kind of hesitated to comment but then said what the H... I own a senior emeritus CCCA full "Classic," that we finished restoring in about 1990. It was shown at a number of judged shows and subsequently invited and shown at Pebble Beach. There are no viable AACA judging events in our area of the country, so I can't compare your judging to the others. The comment was made that there was no points judging at PB, that was refuted by someone else, saying that points were indeed part of the process. In my experience PB has a modified French Judging format. Once driven from the polo field, to the eighteen hole area, in the early morning, there is no inspection done on any of the mechanicals. There is a judging team that arrives at your car, introduces themselves, walks around the car. I don't remember opening the hood, starting the car or checking lights windshield wipers etc. All members of the judging team shake your hand, indicate what a nice car you have, thank you for coming and leave. This is not what I had become accustomed to at any other judged event. IMO the car is judged on a combination of objective and very subjective factors. Where it is judged or by whom was not clear, but I have always wondered whether anything that happened on the field that day really made a difference. Points are a factor in the process. IMO previous judging events are what set the standard for cars considered for an invitation. My car was very well known before it was ever invited. They knew every show in which the car had been judged and how it scored. LT called me after each show that I entered to find out how it had done. He maintained a file on my car, as I believe that he did on most cars. Twenty five years ago the vast majority of cars were 100 point cars. There were some exceptions made for historically significant cars, or cars that fit the theme of the day. At the end of the day subjectivity rules in determining the best cars and the ones that are driven over the stage.

Lozierman, What color was your Rebel? As I remember my friend's was red, not that outrageous to think the your car, and the one my friend had in the mid 90's, was the same car. I don't know where he bought it, but he lived in West Seattle and I think that the young lady who bought it from him also lived there. We would see it from time to time in WS. I think that she had it for sale about fifteen years ago.

They didn't have that curve at the bottom of the rear fender onto the running board? I think you're right, and I don't know if they used the side cowl vent either.

Any takers on the car being a 1930 Studebaker President FH?

No, but a good friend did. In the mid 90's he bought the car to drive to California, to an International Studebaker meet, go figure. Able to experience the car for the few month prior to his trip and then again after he came back. It was a great car, an original PNW car with original paint, interior and low miles. It was fast and proved to be very dependable. Beauty is in the eyes of the beholder, but I liked the car a great deal. I knew that he planned to sell it but, I was in a holding pattern because of my recent divorce. It was bought by a young women in Seattle, and it was still around a few years ago. Things may have changed, but unfortunately I don't think that it has been cared for like it's condition should have called for.

I hesitated in responding, because there are some places that this stuff can be used and some where it shouldn't be used. Git Rot (sp) is an epoxy that travels through the wood and soaks into the wood as it travels. Although it works as any epoxy resin it's slow kick time allows it the penetrate both the good wood and the rotted wood before it sets up. It does a nice job of replacing dry rotted material, but also has multiple uses when rigidity of the wood is required. Used judiciously it can be the restores best friend. I've used it several times over the last forty years on wood that I was afraid that I was going to have to replace. Repairs are still holding up today.

I truly feel sorry for the man who has not been able to adapt to the changes that have occurred over the last twenty plus years in the old car hobby. When I use the term man it's referring to no particular man, just a general term. This man was probably a perfectionist who demanded excellence in everything that he had and did, but especially in his cars. Unfortunately achieving perfection is a hard won battle, and once attained is virtually impossible to maintain. When this man was young he probably could do at least some of his own work, or had the resources to have someone competent do it for him. Today he has to pick his battles more carefully. Physically, financially and emotionally the challenges can become overwhelming, as he sees time running out on his attempt to attain or maintain excellence. During the late eighties through the middle nineties there was a flurry of activity in the hobby as "Boomers" jumped into the market. Costs began to rise with the increase in demand for restoration and customizing services. IMHO there were many cars during this period that deserved to be preserved, but instead received a concourse restoration or were street rodded. For everyone else but the perfectionist the cost increases meant that there had to be another focus if they were to be able to be happy and stay in the hobby. For some hobbyists this meant resorting to the rat rod, but for the more mainstream it meant that all that was really necessary was to maintain their good originals to the best of their ability. Neither of these options would be acceptable to our perfectionist. He would continue to worry about the things that he had lost control of in his own search for perfection, but even worse he could not adapt to the changes in hobbies standards. For him the hobby should be just one big concourse d elegance, but the hobby is not even close to this today! Happily, starting in the nineties people began to look to the original car as a if there was an important story to be told. The history of the car and the story of it's survival became an important focus. The how, why and by whom became at least as important as shinny paint. Sadly our perfectionist will never understand how important the story has become and how much enjoyment can be experienced by sharing it with those who show interest. I've been on both on both sides. I have several award winning cars, one of which I showed at Pebble Beach. My focus began to change in the nineties as I began to see what was happening in the hobby. I passed on a number of project cars, sold others that I was not going to get to, and focused on original cars that needed very little work. This has allowed me to save and enjoy many more cars then I ever could have if restoration had remained my goal.

Comments on the inadvisability of using Dot 5 in a 50's system containing a Hydrovac, or similar vacuum assist braking system. Theoretically the scenario is that small amounts of fluid can be sucked into the engine, and because Dot 5 is silica based, and an abrasive, can cause premature engine wear. Is there any real word evidence of this occurring? When I restored my 1955 Studebaker in the 70's Dot 5 was new, and I used it. The car has been driven sparingly over the past forty years and has sat for about two years. Recently got it running, which was no problem, but no brake peddle. A check of the fluid level shows the master cylinder to be full, but pumping does not restore the peddle. I may have to resort to pressure bleeding, but sill unsure if this is the answer. Is there a significant reason to return this system to Dot 4 if a rebuild is required?

Curti, Twenty five years ago when I completed the restoration of my 1931 Studebaker President 80R convertible coupe aka Four Seasons Roadster. During the process I restored the tire covers (chrome plated) that were with the car when I bought it. I didn't use them because they were too narrow for the Lucas 650x 19 tire tread. They have been stored in the basement since. If you might have an interest in them let me know and I will dig them out.-Bill

A worthwhile read, thanks.-Bill

Might be a Nash.

There are so many cars that have, more or less, just disappeared. Daily transportation cars, like this one, that were not bad cars, but were used as daily transportation and then disposed of. Take a good example of one of these to most cruise nights and be surprised at the response. Cars like this are a breath of fresh air for those of us who like to see something different.

Gentlemen, Pleased by the response, but they are not my engines are not mine. I was just forwarding information which was sourced at a club event that I attended this weekend. I kind of hate to put the owners contact out there, but I guess since it's already out there Ill take a chance.-Bill Contact: Mike Isham 253 212 8355 Offroadisham@gmail.com

These two pages are what remain of a huge 250 engine collection which was the legacy of a local collector. I think that it's important that their survival be insured. I have no financial interest in these. engines1[1].pdf engines2[1].pdf

Just a bit surprised that you would want to consider replacing that beautiful and unique 1946 steering wheel.