Fargoguy

We have been through local, provincial archives as well as local papers to accumulate what info we have. This has been a two year project at least to compile info and sort through folklore and fact. Pictures are what we would love to find more of- thus far you have every photo we know of.

Peter- there was a one-year only 1914 Cadillac body with the double reveal- photo from the crest line Walter McCall book provided below with description. Also a second pic with top up shows top iron configuration to be identical. In finding these pics for you, I realize that possibly the hood was Cadillac too- as it also used the louvred with the raised reveal around them.

Here is the history of the venture and its relation to Moose Jaw, as compiled by Bruce Fairman: Moose Jaw was booming in 1912. By the fall of the year Moose Jaw placed in the top ten when a list of the year-to-date value of building permits was published for forty-five cities across Canada. By the end of 1912 the total value of building permits issued for Moose Jaw would exceed 5 million dollars – an amount not reached in the cities history. It would be 1958 before that number was exceeded. In early September of 1912 the Board of Trade were seriously discussing the feasability of hiring a full time industrial commissioner. During that time period in the cities history the Moose Jaw Board of Trade was very involved in the cities activities – a large part of which involved dealing with enquiries from potential businesses looking to locate in the busy city – as well as attracting new businesses to the city. Up to that point much of the work along those lines had been handled by board member and local lawyer, Walter E. Seaborn, the present chairman of the Industrial Committee. However, the work was quickly exceeding the amount of time the busy Seaborn could devote to it. Though the majority of the Board of Trade members agreed on the need for an Industrial Commissioner, one of the largest issues was financial. Seaborn had suggested a salary of $500 a month, along with a generous expense account would be needed to attract the right person. Davidson, the treasurer, stated that while he admitted the need for a full time industrial commissioner, he could not see how the Board of Trade could undertake to pay that salary, especially considering the present financial state of the board which was funded by the city. After a general discussion it was agreed the board would approach the City Council to ask them to share at least half of the cost in the form of an additional grant to the board – the present annual grant already fully allocated to various promotional projects. As it turned out, Walter Seaborn had already picked a man he considered “the most capable man in the west for the position.” His name was Charles E. “Buster” Brown and he was currently doing the same job for the city of Medicine Hat. Seaborn stated very clearly that he believed “Mr Brown was the man who was needed by Moose Jaw at the present time.” A meeting was arranged for September 12th at which the Board of Trade, the City Council and Mr Brown might all meet for further discussions. At that meeting Seaborn once again expressed his views, saying that he believed everyone present was generally of the same wish – to make Moose Jaw a bigger and better city. He said there were already several inquiries on hand which could affect the growth of the city materially if successful. As Seaborn saw it the task of the board was securing a experienced man capable of dealing professionally with these inquiries and to carry them through to completion. Seaborn explained that for example one manufacturer he was endeavouring to interest in Moose Jaw was not only interested in real estate prices but wanted the hard facts on details such as taxes, freight rates, labour costs, fuel costs and so on. Seaborn said the man dealing with that manufacturer, and others like them, needed to have facts like that at his fingertips. He stated one more time that he felt C. E. Brown was such a man and the best Industrial Commissioner in the west. Seaborn even offered to pay one months salary for the commissioner just to get the proposition underway. In late September 1912 the Board of Trade hired Brown as Industrial Commissioner. It did not take long to see some action. Very quickly Industrial Commissioner “Buster” Brown dealt with three new industries looking to come to Moose Jaw: One was the Railway Accessories Co., which supplied all kinds of railway supplies for stream and streetcar railways. They expected to employ forty workers initially. The second industry was the Soap Lake soap Co. The owner of the company was Mr J. F. Frampton, who is a chemist who said that his process will revolutionize the soap making industry in Canada. Frampton was especially proud of his mechanics soap which will remove the hardest stains from hands, including tar and green paint, two of the hardest known things to remove from hands. The company expected to employ twenty-five employees initially but fully expected to need 500 people within three years. The third inquiry was from the Alberta Glass Bottle Co., of Medicine Hat, Alberta. As the majority of their product is shipped through Moose Jaw they have decided to relocate to the city. Another deal closed by Brown was with the W. Penn Company for lots 16 and 19, block 156, at which they would erect buildings to carry on a business supplying contractor’s building stone. It was a promising start. Then, on September 25, 1912 a headline appeared in the local newspaper stating “LARGEST AUTOMOBILE FACTORY WEST OF THE GREAT LAKES IT IS ASSURED NOW WILL OPEN IN THIS CITY.” The article read: “The new local [Moose Jaw] company is to be known as Canadian Standard Automobile and Tractor Company. A. R. Walton is the General Manager and was said to be “perhaps one of the best men in the U.S. in the construction of autos and gas engines. He is an expert himself and has followed the business from the time when autos were first put on the market in Europe.” “The new concern, the Canadian Standard Automobile and Tractor Company, will have a capital of $250,000 with the plant and machinery requiring an initial outlay of $100,000. The first building required will be 250 x 50 feet. When the factory is fully complete there will be four buildings that size in total and is expected to employ over three hundred workers. Initially forty experienced machinists would be brought from Fort Wayne as well thirty-five local men would be hired immediately. It was anticipated that a new factory could be open in Moose Jaw by the end of the year.” The article went on to explain the involvement of C.E. Brown in the process. Brown explained that he had met A. R. Walton the previous year on a train running between Toronto and Pittsburgh. Walton was returning from a trip to Canada and mentioned to Brown he was very much impressed with eastern Canada as a location for his auto factory and was not prepared to listen to a “Western proposition.” Brown said he finally convinced Walton to make a trip to look at the west more closely. As a result Brown had spent much of the month last July showing Walton all over the west. It was when Brown visited Moose Jaw he realized “that Moose Jaw is the distributing point of the middle west.” ************************* (Most recently A. R. Walton had acted as the General Manager of the St. Louis Car co, a six-million dollar company. The St. Louis Car Company was originally formed in 1887 to manufacturer and sell streetcars. From 1906 to 1909 the company, looking to get into the new automobile business, built the American Mors automobile. In August of 1909 the St. Louis Car Company announced its would manufacture its own six-cylinder automobile of American design but based on the Mors car. They would call the car the Standard Six. The Standard Six was a 50-hp car on a 124-inch wheelbase chassis with a three-speed transmission and shaft-drive. Pricing was $3,000 for a touring car, miniature tonneau or roadster, with a limousine selling for $4,000. For some reason In February of 1910 manufacture of the Standard Six was move to a subsidiary plant in Wabash, Indiana. Unfortunately some difficulties were encountered in Indiana, and production of the Standard Six was discontinued later in 1910. In February 1911 production was reinstated, but for a short time only. Disappointed the St. Louis Car Company left the automotive industry for a decade, until they tried again with the Skelton automobile. At some point A. R. Walton left the St. Louis Car Company and purchased the controlling interest of the Fort Wayne Auto Co in Indiana, a truck maker. Sometime after Walton’s purchase he discovered there was a new market for car and truck manufacturers developing in Canada, but with fewer competitors and trusts than in the U.S. Interested Walton started looking in Eastern Canada for a good location in which to relocate his factory. ) ****************************** On October 1, 1912, a short newspaper article mentioned that the Fort Wayne Auto Co., plant was quickly getting ready to ship all its machinery to Moose Jaw and that A. R. Walton had just left Moose Jaw for Fort Wayne to oversee the shipping himself. It was believed ten freight cars full of machinery would be arriving in Moose Jaw by Middle October. Walton would return at the same time, bringing his family with him. He mentioned he would also be bringing about thirty mechanics and ten other staff with him. A final comment added that it was now unlikely that the new factory building would be ready before the end of the year to receive the parts. It was not really a huge concern. A more immediate need was finding an empty space where they could set up temporarily and begin manufacturing their cars. Seaborn asked the city if they would rent to temporary warehouse from Robin Hood Mills on Manitoba Street West. ( Robin Hood Mills had been destroyed by fire on December 15, 1911.) It was still the intention to have the autos in production by Christmas. By early November 1912 the company had purchased a site in Block 71, Old City for $10,000. [Fairford and 7th Ave NW.] It was now the intention of the company to build their new factory in the spring. It was expected the company will ask for tenders by the first of next week for a building measuring 100 feet by 100 feet. The building would be metal clad and was fully expected to at least double in size by later in the spring. Concrete bases would be poured for the heavy machinery but those can not be poured until the building is sealed to the weather. As soon as that happens a modern heating plant would be installed to allow the work to continue throughout the winter. It is estimated that the building would be enclosed about three weeks after commencement. An interesting article appeared in the November 12, 1912 newspaper. It asked “ How much manufacturing will the Standard Automobile and Tractor Company do?” For an answer the approached Mr Richard Loney of the Board of Trade and an early auto enthusiast. He replied, “ . . . practically every automobile manufacturer buys its bodies, windshields, speedometers, magnetos, carburetors, wheels and axles [ etc, from other specialized manufacturers ]. Many of the automobile manufacturers do not even make their own engines, although the Standard Automobile and Tractor Company will manufacturer their own. Loney believed the local manufacturer would manufacturer as much of their cars as any other concern in Canada. One thing Loney did not mention, if he was aware, is that virtually all the parts the Standard Automobile and Tractor Company would need to buy would be from American companies. It turned out to be a very important omission. It was mentioned that the company were currently arranging to put their cars on display at the upcoming Calgary and Winnipeg auto shows. A shocking headline appeared in the November 26, 1912 newspaper. “Standard Auto Machinery Put Out of Business Here.” Actually it seemed the disaster was more in the reporters imagination than the facts warranted. What had happened is that a freight car carrying machinery had fallen off the tracks and flipped onto its side. Included in the shipment was a large planer, 16,800 pounds worth, which broke into several pieces. Three other pieces of machinery in the car received a serious amount of damage as well. A claim for damages was made against the CPR and that seemed to be the last which was heard of it. The intention was to send the damaged machinery back to the manufacturers for repairs. Walton, The general manager of the auto company said the damage would not hinder the progress of the company in any way. A brief comment appeared in the December 17, 1912 newspaper stating that the first building was nearing completion. The walls had been erected and that day the roof trusses were being put in position with the carpenters expected to complete the roof within a few days. In the meantime more machinery was on the way from Fort Wayne and it was fully expected the building would be completed by the time it all arrived. At a city council meeting on Dec 20, 1912 the council gave permission for the Canadian Standard Automobile and Tractor Company for a railway sub-spur in Block 71 as requested. About the same time another article referred to the exhibit in A. W. Irwin’s window which showed the designs for the Canadian Standard automobile. It suggested the viewers of the designs had been “profuse in their expressions of pleasure” regarding them. The designs shown were for the four-cylinder version of the car – which was almost as large as the six-cylinder version – with a 120 inch wheelbase. The display also showed the drawings for the cars monogram, which the newspaper noted would soon be familiar on the streets of the city. It was expected the company would have one version of each model ready for exhibition purposes very early in 1913. A long article appeared on January 4, 1913 referring to the Board of Trade and their actions over the last year – 1912. It also discussed C. E. “Buster” Brown, the Industrial Commissioner. The article suggested that the last twelve months have been busy ones for the Board of Trade and especially its Industrial Committee. Numerous propositions have been submitted to them for consideration. Of those, many from various manufacturers and distributors have been successfully closed resulting in quite a number of new industrial lines added to the city during the year. The January 31, 1913 newspaper carried a long article about the new auto factory. It suggested “The people of Moose Jaw will be surprised inside the next three weeks by the appearance on the city streets of the new automobile manufactured by the Canadian Standard Automobile and Tractor Company.” Two models will be made, a four-cylinder and a six cylinder car with two body styles, touring car and coupe. The article went on to mention “that the decision to build a six-cylinder model had been made only recently and that the first one is now being made in Fort Wayne and the first engine is being case. This new version promises to be an eyeopener in many ways, according to the officials of the company. It is luxurious and the price puts it within the reach of every man who desired to own a car. It is a six-cylinder vehicle with sixty horsepower and four speeds forward and reverse. A special feature is the 136-inch wheelbase and wire wheels. The car will be electrically lighted and have an electric starter. The car in question will be a touring model with nickel trimmings and aluminum running board and will sell in Western Canada for $3,000. The article added that “Another car which will be made by the company and no doubt will be popular with the ladies in the four-cylinder Colonial Coupe. This car is specially adapted to this country and it can be made a cozy as a drawing room. The exhaust from the engine goes through coils in the body of the car which gives the heating necessary for cold days.” Progress on the factory was on schedule with the heating plant to be installed in the next three weeks and it is expected that the remainder of plant will arrive about that time. It was expected by the first of March 1913 the plant will be running to capacity. A handsome illustrated catalogue was being prepared and would soon be distributed. A short article appeared on Feb 10, 1913, explaining that the steam heating plant and would be turned on for the first time today. It seems there was some delay in getting the rest of the factory shipped from Fort Wayne and the shipment was now expected early March. But as the end of April 1913 it seems something had gone wrong. It was obvious no automobiles were being produced. The rumour mill said the next few weeks would see some activity but in an interview a member of the company offered no definite state dated on which operation would commence. It was understood that difficulties had been encountered which were not foreseen. A very great portion of the Canadian Standard Auto was to be assembled with parts from U.S. based suppliers. But it soon became apparent that all the automobile parts manufacturers in the U. S. were heavily over-ordered and it was proving absolutely impossible to secure delivery of parts. And as the auto business in the U.S., as in Canada, was booming, those U.S. suppliers of auto parts had no issues with selling everything they were making in the U.S. without dealing with the hassle of shipping parts to Canada. Ironically, the Canadian Standard Auto in Moose Jaw plant was finally complete. Set up and ready to roll – but no solution to the problem could be seen. The parts required were simply not available. Unfortunately a solution would never be found and the Canadian Standard Automobile company would cease to exist. Nothing of any worth was heard for some months. Then, in the July 8, 1913 edition of the Moose Jaw Evening Times the headline COMMISSIONER BROWN TO BE ASKED TO RESIGN appeared. It was not unexpected. The growing dissatisfaction with the methods of the Board of Trade in attracting businesses to Moose Jaw – which apparently were not producing any huge results – had led the City Council to get involved in the issue. The dissatisfaction issue dealt with more than the auto company failure. It was also about the lack of success in attracting other viable businesses to the city. Since his appointment in September of 1912 Brown had managed to attract the interest of several companies, new and established, to the city. Most were of moderate size although two or three substantial deals had been in the works as well. But, with the countries economy slowing daily, the likelihood that many, if any, of these deals would be successfully completed. It was generally realized by then than the economic slowdown being experienced by the rest of Canada, and much of the western world, was now being experienced is Saskatchewan and the rest of Western Canada. Most of the interested parties were finding it essentially impossible to raise the financing needed to complete the project. So, while Brown’s firing issue was not necessarily centred on the Canadian Standard Automobile and Tractor Company – with two lovely brand new factory buildings now sitting empty and unpaid for on the NW part of town – it definitely was part of the problem. And probably the most obvious one. On May 22, 1913 the City of Moose Jaw applied for foreclosure on the land and buildings used by the auto Company for its new factory. On July 19, 1913 the Board of Trade met to discuss Brown. The attitude of Brown perhaps surprised the board. Discussing his resignation, he stated that while he felt no ill will towards anyone, the job really did not mean anything to him. Brown said since his appointment almost a year ago he had tried to serve the city to the best of his ability. He said he had done the work for which he had been hired. He pointed out that the automobile company had relocated to Moose Jaw, as agreed on. He did not, however, believe that he should be blamed for the problem the company came up against in trying to purchase the various parts to assemble the Canadian Standard. He said the Board of Trade could discharge him if they wished but he did not intend to resign; though he though it right that a cause for his dismissal should be given. He added that if dismissed he did not intend to leave the city and would at once apply for a membership to the Board of Trade. Asked what he would suggest, Brown said he felt it was up to the Council to take action. He pointed out that his position was not the only Industrial Commissionership available in the country. At the end of the discussion the question was called, voted on, and carried. Charles E. “Buster” Brown was done. Brown accepted the decision badly, stating “he refused to work any longer for a corporation that could not afford to pay his salary. He added he would work for another 30 days as stated in his contract. On August 23, 1913, the last week of Brown’s time in office, he advised that he was leaving everything in shape so that whoever takes the job, they will be able to carry on from the point he had left off. It was perhaps unexpected when on August 29, 1913, Richard Loney, the owner of Britannia Park, and President of The Board of Trade, hired Charles Brown to work as the manager of his real estate department. In effect, Loney had essentially hired his own “Industrial Commissioner.” (Loney planned to move back into his own building on Main, currently occupied by Herbert Snell after it was thoroughly renovated and updated. THE CONTINUING STORY: The true story of what happened to the unused parts over the next few years following the closure of the Canadian Standard Automobile and Tractor Company is somewhat confusing. I have become aware there were two different stories – written years apart – which offer some clarity. And of course raise more questions! The first story I found was written by Arthur Lorne Silverson ( 1894 - 1956 ) shortly before he died. I have not found a great deal about Lorne Silverson. I did find he was one of the first boy scouts in Moose Jaw, and attended the coronation of King George V. He also served overseas with the Royal Flying Corps during WWI, and with Prairie Airways during WWII. In 1937, he inherited the Moose Jaw Marble & Granite Works. In Silverson’s story, which appeared in the Moose Jaw Times on May 5, 1956, he wrote about a gentleman named John Robson who from 1913 to 1915 was a Department manager for Mason and Risch Pianos in Moose Jaw. Apparently John Robson, a gramophone technician, was also known as a bit of a tinkerer and inventor. Silverson wrote about John Robson making a deal ( with somebody ) in which he was to receive ownership of the parts left after building a car(s) from those parts. Silverson’s story suggests there were enough parts to build a car for each shareholder - though a number is not given - for either the number of shareholders or the number of cars. Neither are the names of the shareholders given. The historic evidence does show Robson rented a building at 661 Fairford in 1917, directly across the street from the auto factory on Fairford W, at 7th. He called it John Robson Motors. It was not there the following year. Silverson tells about how, as a curious young man with an interest in cars, he started to drop in on a regular basis to watch the progress Mr Robson was making on the project. A short time later Silverson introduced Robson to a friend, Charles Munns. Munns, like Robson, was very interested in electrical devices such as motors and generators. It did not take long before Munns became quite involved with assisting Robson in the project. In Silverson’s story one car was built by Robson. That appears to be true. There exist two photos of Robson, with his family, posing beside or driving that car. In Silverson’s story John Robson finished the first car but then one of his inventions for a gramophone improvement became a financial success. Supposedly Robinson, at that point, took his family and moved back to Scotland. I can not verify that as true but it is true that John Robson never appeared in the Moose Jaw directory for 1918 or any following years. The historical records do show a patent was filed March 7, 1918 By John Robson of Moose Jaw, SK . Sound-Record. Category: U.S. Phonograph Patents issued 1919. Serial number 220944. The story also suggests he sold the remaining parts to an unidentified Winnipeg company. That information I can not verify and would suggest events which took place just a few years later may show the information was wrong. A second story was published in a 1970s book called Cars of Canada. In this version a different twist is put on the story. In this version the car was to be known as the Moose Jaw Standard or the Continental, after its engine. (Most sources agree the car would have used the Continental 6-cylinder engine with a 4-speed transmission. Because the Hudson autos used the Continental engine some stories refer to it as the Hudson engine.) In this telling five (unnamed ) local residents put some money together, hired an engineer and acquired a factory. They bought enough body parts from the United States to make 25 luxury cars. It says that five cars were eventually completed and each of the five backers got one. The writer suggests the remaining parts were sold to a Winnipeg firm, the engineer paid off and the project wound up. Lastly, the story suggests that the car currently in a private collection is one of those five. I do understand the car on display was found sometime in the 1960s. I have no further details on that event. Now, it is obvious there are discrepancies on both stories. They both can not be right. Or were they? Interestingly if I combine the broader facts from both stories, it does seem to make a bit more sense. Especially I consider the two stories on broader time line. For example: 1912 - Build car factory, 1917 - build “John Robson” car, and about 1920/1921 - Joe Peters ( and unknown associates ) build more cars, of which there exist a very few photos. to start- is on the Dash shot from inside- What is the switch under the dash for? Starter possibly?

I've posted the info we have researched thus far in a new thread.

One question I have to start- is on the Dash shot from inside- What is the switch under the dash for? Starter possibly?

I've been working over the past several months with a local historian who was researching the business history of the failed Canadian Standard/ Moose Jaw standard venture. I've been focusing on the photos of the cars that were built- but I'd love some more help on that front. In a nutshell, in 1912- 13- the city of Moose Jaw, SK was booming. In an effort to continue the boom, they worked to attract manufacturing to the city. As a result- they attracted an auto manufacturer from Fort Wayne, IN- A.R. Walton of the Fort Wayne Auto Company- to come to Moose Jaw to set up a factory producing the Canadian Standard. A building was built, some equipment shipped, but the venture fell flat shortly thereafter. At some point after, local businessmen attempted to revive the idea a few years later, again with not much success. The stories have circulated for years, but the historian and I have worked to assemble a business history and all the photos we can find. It is not believed that any vehicles resulted from the first venture. The story was that later, 1917 or so, 5 cars were assembled and called Moose Jaw Standards. Very few photos exist, but I will post them all here for your review. They were assembled cars- info boasted a Packard Radiator, Stutz Wheels, a Husdon Engine ( believed to be a Continental six) and 4 speed gearbox. Examinations of the photos indicate that the bodies used were a 1914 Cadillac body, roof, rear fen ders. That remains consistent- however from the photos i believe there were at least 4 cars built. You will see in the attatchments. I'd love for you guys to look at the photos and tell me what you see. One car survives- albeit pieced together- in a private collection. Here is what i've determined so far on the different cars: The Moose Jaw Standard As far as we can discern, the first car assembled there are three pictures of. We will refer to this as Car #1- The Robson Car. Pictures clearly show the Cadillac body, Top up and top down versions. This car has the Cadillac rear fenders, and what appear also to be Cadillac front fenders, with a raised lip on the top, rounded fronts and a small apron hanging down. The dash shot also shows the detail of the hood meeting the radiator and not following it to the outside corners. Dash shows a Delco switch- Cadillac and perhaps a starter control under the dash. Cowl lamps are also present in these photos. This top is also equipped with an oval rear window. There are three pictures of Car # 2- we will call this Peters car #1. Two of the shots- one with just Joe Peters in it, and one with Joe and a friend- were taken in 1921- evidenced by the license plate on the front. The photos were taken in front of the catholic church building at 72 Manitoba St East- on the northwest corner of 1st east and Manitoba Street. This car has the same body and rear fenders as car #1, but the front fenders are of a markedly different design. They are wider, and flat on the top. They also have squared off front edges. Cowl lamps are different than car #1, as is the radiator mascot. It also is equipped with wind wings on the windshield sides. The apron below the radiator is folded out and protrudes forward and appears to be folded up over the frame horns. The headlight lenses and reflectors are not on the vehicle in pictures 1 and 2 with Joe Peters. I believe the third picture of this car has the 3 people sitting on the front of it. On the back of that photo it is labelled “Mr & Mrs Jack Donaldson and their Standard Automobile”. This photo shows a 1922 license plate and the reason I believe it to be the same car is that it has the protruding forward lower radiator apron and aftermarket headlight lenses installed- with a green eyebrow. It also has a rear view mirror on the drivers side. Grip tires are installed and it looks like it’s been plowing mud and snow. Also note the small round rear top window, it’s off centre so there were most likely two. There are two pictures of Car # 3- we will call this Frank’s Car. The first picture is of Joe Peters and a friend wearing sunglasses. Location and date of this picture are unknown at this time. This car also has the flat fenders the same as Car #2. This car, however, is painted a lighter color, with the reveal mouldings, fenders and radiator shell a different color. It shows what appears to be a Packard hood. This car has a unique body where the cowl meets the rear of the hood. This angular body piece appears on the photo of this car as well as the car that still exists today. I believe that this is the car that survived. There is 1 picture of Car #4. I believe this to be a different car because of the shape and edges of the front fenders. They are of a newer design than the fenders on the other 3 cars. Also, the lower apron on this car extends down significantly and different than the other cars. Also, the starting crank is permanently affixed to the car, and suspended from a hanger from the headlight bar. This also appears to have the pebbled heading lenses which is unique. This is the same style as the headlight lens on the survivor car today. In this picture the car is wearing a well worn 1923 License plate and different tires than the other cars.

Body I believe to be the same as a 1914 Cadillac Model 30 Phaeton. Radiator is packard-like. Any thoughts on Wheels?

This is a project I've been working on for the last year or so. Posting this pic, which I will follow up later with info- just seeing if anyone here can Identify or has thoughts about this car - i'm curious to see if anyone here has anything helpful. Thanks for looking

In Canada- the V200 series was much like the US dart- but I assure you- mine was a valiant

1965 Valiant 200 wagon- purchased for $250 in the winter of 1981 when my mom’s daily driver- 65 Cuda-was in an accident. Fixed the Cuda- but the wagon became our family car. We replaced it with a 79 Lebaron town and country in 87- but kept the valiant for me. I drove it as my first car in 1991 - my sister used it for her first as well. We sold it in 1997 sadly. I’d like to have it back. Slant six, Auto with power steering. It was reliable as all get out.

Sounds like a great solution! Congrats!

Man that's a sexy truck!!

There are actually 4 Western Development museums in Saskatchewan. The straw has McLaughlin is in the vehicles gallery in the Saskatoon location. The Moose Jaw location has the cars seen above- as it is the History of Transportation branch. If you’re in Moose Jaw in the summertime, Sukanen Ship museum has a varied vehicle collection as well with many extremely rare vehicles.

It is my understanding that they fermented the straw to create the gas.

Our 49 Kaiser traveller would satisfy this thread requirements. Known history since new, minor paint touch ups.

Stude sixes are very good engines. Do yourself a favor and research the upgrade to overdrive. I have had two- 1950 champ starlight- same engine as you- and a 61 lark with the 170 overhead six. Both were overdrive cars- the 50 was very solid and comfortable at 65 and the lark had a fast geared rear- was orignaly a non-od car- and it really was comfortable At 65-70.

1960 Ford Starliner / Edsel / Meteor

WOW- absolutely gorgeous!

I believe that there’s a collection of 56 meteors in Saskatchewan that includes one of each body style. https://driving.ca/column/collector-classics/berry-farmer-has-bushel-ful-of-56-fords/wcm/0a25851e-374d-4d3f-bdf1-95855c2ab017/amp/

This pic was posted on a local history site. I’m trying to identify the car- it was labelled 1910 - I believe it’s a bigger car- toy tonneau body style?

1948-50

In Saskatchewan, we only run one plate on a registered vehicle, on the rear. This vehicle has the current plate on the rear, then it's allowed to run a Year Of Manufacture- 1950 plate on the front.

1950 Nash Canadian Statesman. 27,000 original miles- original paint. Bought new by current owner’s great grandmother. Original dealer installed seat covers still in place.