prewarnut

I don't find their company amongst those listed by the Coachbuilt website. This may help you however: From the New Haven Courier 1/30/04 and later obituary in the Norwich Register 4/24/16:

AJ, is the AJS/AMS PII a more superior platform? Or just more desirable given the slightly more modernized look, interior wood/textiles and rarety? - Dan.

The lighting is tricky on this one....

A nice looking P1 is at auction in Kissimmee among '60s muscle cars....

With the West system do you apply so no glue is expressed out of the joint, or just a little, or a moderate amount whereby you need to go back and cut/sand it down?

I'm not sure about poplar for this application. Plus it stains like crap. I find it to be quite soft, easy to dent. It is a hardwood but one of the softest. Search "Janka hardness scale" and make your decision.....

I agree rouge is a good way to go as it won't scratch for the most part. The Barkeeper's Friend (mentioned earlier) can. I have to use that stuff every two weeks on two copper sinks we have but I'm not worried about scratches there. With the rouge you can rub a bar of it onto a white cotton cloth and then grip it with the hand and rub areas a rotary polisher won't get (e.g hand-rails, cowl molding, smaller hardware...) or as above charging a rotary wheel will get the job done nicely. Ideally when done a wipedown is needed to get off what remains and since the used rouge is dark (oxidized?) it can stain things....Here's a good professional grade example I use.

De Campi has this listed as a Brewster Keswick towncar originally purchased by a woman - but doesn't have the location listed.

Fantastic! What is the green brass car with the wreath?

I agree, if they did real (or reproduction) gilding I would have expected it to have a little more "flash" - this looks like paint.

Not mine, no affiliation.... Ok it's a replica but you don't need to tell your neighbors. Just what you need for reenacting the coronation down main street. Just add horses, and 4 Westinghouse shocks. Ohh and an inexpensive stole is available for the misses in another auction. No scepter though. The Gold State Coach Season 3, Episode 10, Cri de Coeur A reproduction inspired by the 1760 commission by Francis Rawdon-Hastings, 1st Marquess of Hastings for King George III, and designed by Sir William Chambers, approximately: 188cm wide, 560cm deep, 315cm high (74in wide, 220in deep, 124in high) https://www.bonhams.com/auction/29243/preview-lot/5794429/the-gold-state-coach-season-3-episode-10-cri-de-coeur/

OK someone school me: 1) can you really successfully stitch a head under those pressures/temp changes, etc and what would the success rate be? 2) how do you stitch across the crack and then turn 90 degrees to go down both sides? One would be disrupting the vertical stitching with new horizontal ones....or would one not stitch horizontally - but what happens to the crack there over time?

If no one answers specifically you may need to think outside the box. In that case I'd suggest considering those who replace glass for carriage clocks or barometers as most of these glasses are beveled and small. I have looked at a number of professionals offering this service but have not yet used any (but do have two projects I'll need help on soon). I found this ad online but have no affiliation or testimony but it seems pretty convincing. You'd probably have to send the bezel to be fitted....https://www.brueningglass.com/tag/beveled-glass-for-clock/

He could fix that with a good Crown Royal discussion.😁

Ok that makes for a sensible story as the welds in the photos made no sense to me. Thanks!

I have two Packard archeology questions for the Packard experts as these ads look like a risky assemblage of body parts....Obviously it would take a trip to inspect but: 1) does the Packard anti-theft number on the firewall have a correspondence to body style (in otherwords is there a current cross reference list to body type still available to check)? On the 745 the cowl looks like it would have stanchions for an open car but the rear is a closed coupe, right? 2) what is the original treatment of the rear inside fender liner to body on the coupe? I see the original welds on the top outer surface but no lead. I can't imagine all the lead came out but welting shouldn't go there....or did it?

Bernie, Your book no doubt mentions Maxim's promotion of EV's. Here's another historical relic from his company. Back on topic, I was in the low countries this spring. There, EVs are used for most smaller delivery trucks and vans (e.g. nearly all Mercedes Sprinter vans are electric). There it works as there are electric-generating windmills everywhere, distances are shorter and "in-town" speeds are low. They are plugging into a renewable grid. Not what we have here....

AV gas, Jet-A, JP-8 (but I don't know the proportions or quantities annually required).

Safe to say you're not ordering one of these? 😁

I like it - but can't imagine what it would take to get a new distributor cap.....photo from Hyman.

Although and since not too much is known it is pure conjecture where the body was sourced. It is interesting no one has mentioned this but the body seems to have very similar distinctive lines as the Cole Aero Eight's although the hood/cowl are perhaps a touch flatter or not as high.

I'm amidst a decade-long restoration of our 1907 Knabe. I have ordered parts and agree with $1K. If the bill is $8K a large amount is probably labor and/or refinishing work. If you're lucky to have a Bosendorfer you're in a whole other league though...

But, with the 1001 how many '33 or '34 open Packards (not other marques) are available right now at a competitive price? I understand the concept of restoration costs forcing many examples to be parts cars but with this one I have a hard time seeing it not getting restored by someone at least in the garage (maybe I'll call you if it's still sticking around next summer😁). Thankfully it's not a coupe that someone is about to torch the roof off of....

Frank, so are you convinced your '17 is using T.S.? Is lapping or seating them more difficult? It sounds like your situation was not too difficult. Nice design!

I agree. At least this (below) won't happen as the boiler design is different. Given that railroad locomotives having a horizontal boiler the problem lay in low water not protecting the firebox. If going up grade (like these guys) the water is pushed back to cover. Once on a level grade again the firebox is uncovered an melts. Safety plugs are supposed to melt first but occasionally the superheated steam blows out sending 20 tons hundreds of feet in the air. The crew can't react fast enough and the water injector can't respond either. Basically railroad engineering is all about anticipating the next 10 minutes down the road. Often mistakes were of this lack of foresight. One really has to respect the old time railroad engineers of the 19th C. Here too I would say. Google crownsheet failure for some spectacular and grisly events of days past. Photo from the defunct GDR news agency: