bryankazmer
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Posts posted by bryankazmer
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On 9/8/2022 at 10:41 PM, mcdarrunt said:
Stick an LS in it and have a ball. We have a former Jag V12 convertible in the shop right now getting the LS treatment and one of the most fun was an MGB with a 400 sbc. Figured the puny rear end would give up but it outlasted every right sized tire on the place. Finally pulled engine/trans and gave it to the chaplain at a nearby prison that needed parts. Only complaint on sbc in XJ's was they no longer leaked oil and driveways got rusty.
I've driven a Jag V12 and a Chevy 350 as daily drivers. They were equal in dependability, albeit not in cost of repairs. The Jag was a much better road car. Buy a Chevy if you want a car that drives like a Chevy.
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The workmanship of that horrid interior is actually pretty good. I do not understand the false economy of cheap materials.
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Very, very few production cars of this era offered white as a factory color.
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That's the correct side trim for a 22nd series Super 8. The Custom 8 had two lower stainless bands, maybe that's what you're thinking of.
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This is a "modern" example (1980's). Supplier of color-matched parts called on the carpet at OEM assembly plant because the parts didn't match the cars' paint. Turned out that the parts matched the master standard - the OEM's production paint did not match their own master.
The comment from 1937 is not BS - illumination affects how color is perceived. That's why matching is done in a light booth under various specified and controlled lamps.
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I used a 41 Plymouth (same basic engine but I think 85-87 hp by then) as a daily driver. While not a fast car in its day, as others have said 50-55 mph was a practical speed, and in town there were no issues of driveability. Rusty's advice is spot on.
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13 hours ago, Brooklyn Beer said:
I can't belive that bakelite is that good in a convertible.
Not Bakelite. Bakelite is opaque and doesn't let you get this kind of design. Tenite cellulosic from Eastman was getting a lot of interest in this era because of all the color and pattern options it permitted. This is a stunning interior.
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steven, this is not the right forum for your question (look at one of the pinned posts above and you can see what Classic Car means here. try General or Ford forum. The Capri has enough trim differences from the Mustang to tell by looking at them.
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Easy to fix the hood ornament and wheels, but the white paint...
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photo taken at Place St-Germain des Pres.
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The taillights without the star, painted pieces below them, and bumper tips without vents are correct for a base 88. Upholstery looks original although front seat condition unknown.
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"Milestone" was an attempt to have a post-war version of "Full Classic" but has pretty much fallen into disuse.
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I have no issue if the CCCA wants to stay with a more exclusive list. It's just the current version "sits between two chairs."
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I was also a kid in Sch'dy - his name is "Steinmetz," no second "n." We knew where the iron fence around Union College was bent so our skinny selves could sneak into football games without paying.
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First, I like LaSalles, Roadmasters, Packard 120's, Hudson Eights, Cadillac 61's, Chrysler Town and Countries. I can see both the arguments for inclusion and exclusion. I was solicited for feedback recently too.
It seems to me that the current, redrawn "line" is rather arbitrary and rather GM-biased. If the straight 8 LaSalle and the Cadillac 61 is now the level of car that's in, there are many others that are comparable. Likewise, postwar Cadillac vs Packard cut-offs seems a bit odd.
Class judging can accommodate both more and less exclusive cars by judging them in different classes - marque clubs do this all the time. And CCCA meets are quite nice (to me) by having none of the "rods and used Corvettes" clutter.
I also agree with Matt H that this is not the key to increasing membership.
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Your basic description of how the extinguisher works is right, your chemistry description not quite. Both oxidation and the interruption of the combustion reaction are chemical reactions. K+ is a cation, the free radical has an electron added, not subtracted. Plasticizer and resin are different things, you add plasticizer to a resin to solvate and soften it.
But, the point is that there is real chemistry behind these extinguishers. Has anyone actually used one yet?
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On 7/13/2022 at 10:29 AM, 58L-Y8 said:
Yes! Even the owner of a factory delivered priced $995 1937 LaSalle sport coupe has a Full Classic...just like those custom-bodied Duesenberg J owners!
My issue is if the $995 LaSalle is in, what about the many other vehicles in that price range? Pick your favorite thousand dollar depression era car and make your case. Very tough area to draw a line.
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It's in the Packard Club bulletin too, at $14.5k.
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first generation Vipers have no external handles
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This is a lot of misinformation around this.
First, neither paper, cardboard nor typical polyethylene/polypropylene films degrade appreciably in a typical landfill. There have been a number of studies on this, the anaerobic conditions prevent it. So the amount of landfill trash generated depends on the initial volume of the packaging.
Paper and cardboard do degrade faster than PE/PP as litter.
There are plastics which will degrade under moist aerobic conditions, like paper does. They are not as clear as PE or PP but I don't think that's a big deal in this case.
Mixed composition (paper and plastic bonded together) are the hardest to recycle.
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Interesting car - the 23rd series side trim is I think a later addition. The data plate and other stuff say 22nd series senior chassis - should be a 356 engine. That missing back glass will be a chore.
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The trunk trim and the bumpers are Packard parts, but they bolt in the same holes whether junior or senior. The small taillights are 110/120 - they can be interchanged also, but one would upgrade rather than downgrade if switching. The ribbed dash plastic and the mostly plastic radio screen are 110/120. The hood side trim is Henney. There are no side scripts on the hood, as Packard used (the font matches the trunk). Both the Packard senior and junior trims are different from this side piece, the emblem is at the forward edge.
I believe in an earlier go-round on this car someone said the engine is a 282. That's the 120 mill.
There are two possibilities that I see.
1) The car is a 120 with other trim added later. This has been done before. The sidemount cover is Packard not Henney. Most of the front clip might even be off a Henney professional car as a repair.
2) The car could be a Henney-modified 120. Henney had the exclusive contract for Packard-based professional cars. Henney did mix senior and junior trim on some cars, usually by doing the easy bolt ons. I've seen a hearse done that way. If so one would expect there to be a Henney body tag. It would certainly be odd to do this to a coupe, so I think the first option is more likely.
I see it as a decent 120 coupe that needs a left fender. And that's not bad.
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The car is a 120 with 160 trim, including the trunk script. look at the dash and taillights - both are junior series
Packard had inner wheel trim rings available in 1941. So did Plymouth. Not a Ford exclusive.
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4 minutes ago, Leif in Calif said:
I thought that might be the same car too, but the one just posted has side mounts on both sides. Apparently Albuquerque is a hot bed of '41 Packard Coupes!
120 with 160 bumpers and Henney hood trim, never showing the left fender with the tool box - looks like the same car to me
For Sale: 1948 Packard Convertible - $12,500 (Fullerton, CA)
in "Not Mine" Automobiles For Sale
Posted
The independents' postwar designs not only came out before the big guys', they were more streamlined. I think this convertible does not have the closed cars' proportion issue caused by reusing the Clipper main stamping. The 48 Packard won a styling award at Monte Carlo. The design has not aged as well as some others, but it was very much in tune with its time.