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Grimy last won the day on June 7 2018

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  1. Most appropriate for this year's Collector Car Appreciation Day--thank you!
  2. Wayne, I haven't seen the car either but have seen these photos a number of times, including here. A friend from MN inherited one of these from his father, and father and son had theirs from 1937 to 2010. My friend drove his 66 (conventional touring car top) from MN to NE Calif for the Modoc Tour, then to Idaho to pick up his daughter and back to MN. He said he cruised at 60 mph. The nominal (taxable) 66 hp engine was 5"x7" bore & stroke for 825 cid out of 6 cylinders, with a redline of 1500 rpm. My friend cruised his at 1200 rpm. He affixed a temp sensor to the oil pan and could never get the oil hotter than 118*F on that trip; accordingly, he abandoned multi-grade oils in favor of straight weight 40 because he had no confidence in the oil temps at which viscosity improvers kicked in. The specially made distributor on the left (exhaust side), with only half of the 12 spark plug holes filled, replaced the original magneto. The square Westinghouse generator on the right side has a distributor on its aft end to fire the intake side plugs. I'm a bit surprised that priming cups replaced spark plugs on the exhaust side, with both plugs over the intake valves--there's 5 inches of width to light up! The PAS record for this car by serial number indicates a couple of rebodies over the years--about which I know absolutely nothing. The record indicates it was originally a 7-p touring which it is now. Perhaps the original body was located? As on my 1918 48-B-5, the shifter is to the right of the driver's right leg, but on long straight stretches it gets uncomfortable when you rest your leg against the knob! That is indeed the brake lever, standing tall and proud--all the better to apply the external contracting brakes in addition to the pedal-operated internal expanding brakes. The gauge in the seat of my pants tells me that the hand brake is about 3x as effective as the service brake. For a "sincere" stop, you're on both of them 🙂 As on some much later RHD cars, the accelerator is between the clutch and brake, necessitating sitting a bit side-saddle on long straight stretches unless you prefer to use the hand throttle. These cars are equipped with clutch brakes, which means that we depress the clutch all the way to the toeboard ONLY at rest, for shifting to 1st or reverse. While underway, depress clutch to one inch shy of the toeboard. This takes a few minutes to get used to after you've been driving more conventional standard shift cars in the interim.
  3. At a minimum, remove the fuel line between the pump and carb, insulate the line with "Cool Tape" from performance parts supplier (I do a diagonal wrap with 50% overlap within an inch of each fitting to allow for future removal), then cover with asphalted wire loom material. The next step would be to install reflective heat shield material between exhaust manifold and fuel line using intake manifold bolts. Sorry, don't have photos or the 1939 Cad 75 of happy memory.
  4. We all (well, most of us) attempt to gather clues or "indicators" from these listings before deciding whether we should spend time contacting the seller--and to some degree to plant some thoughts in the heads of people who may have less knowledge than we may have. I also noted a lack of engine compartment photos, and only fractional coverage of upholstery (driver's door corner). "Clues" or "indicators" are indeed speculation but serve as grounds for deciding whether or not to pursue more information--and these clues or indicators can be either positive or negative.
  5. Photos taken early last fall, with some leaves on ground but most still on trees? Does that suggest anything to you?
  6. I think that @edinmass is "swinging the gate" on us again, as my Brit father used to say. He is well aware of Ab Jenkins' three Bonneville 24-hr high speed runs in specially-prepared Pierce V-12s. This build is likely suitable for a very long loop track but not for the Indy 500 and certainly not for Laguna Seca. I'd like to know the differential ratio installed in the Hiltz build, though. And somehow I don't think his client will be driving that car at Bonneville.
  7. Thank you for the update, Hugh, and may God bless and keep you and yours.
  8. That's a Seagrave V-12 with dual ignition (2 ea 12-cyl distributors, double-plug heads (24 plugs for 12 cyls). Seagrave bought the tooling for the Pierce 8s and 12s when the company was liquidated in May 1938. Seagrave bumped the V-12 displacement from 462 to 531, and built that engine until about 1970! As I mentioned recently in another thread, while Pierce was in business, Seagrave bought the 8 and 12 engines machined but UNassembled so that they could say they didn't buy complete engines from anyone. Seagrave parts for these engines, especially the very desirable BRASS water jacket plates, were available into the 1980s.
  9. I was questioning possible runout on the shaft (generator armature?) which drives the water pump shaft. Is there a wobble before the front end of the water pump shaft?
  10. Have you checked the shaft which drives the pump shaft (generator?) for runout?
  11. Bear in mind that oil control rings were not used on most cars until the early to mid-1920s. Often they were equipped with four compression rings--but nary an oil control ring.
  12. In the biblical sense of the word?
  13. In other words, your shifts will be 1-2-4 or 1-3-4; you'll never experience four gear ratios in a single process.
  14. Here you go, Peter: A younger (but now ~55) friend whom I took to the airport this morning, then a CCCA member, was in an East Coast city on business in the early-oughts (2003?) and seeing that a CCCA meet was based at a neighboring hotel to the one where he was staying, went to the CCCA hotel parking lot to just look at the cars for a few minutes. When challenged by a CCCA organizer, my friend displayed his CCCA membership card and explained his situation. The CCCA organizer told him that he would have to pay the entire day's activity fee just to walk around the cars for 20 minutes. My friend dropped the CCCA like a hot rock for almost 20 years. His largely self-restored Packard took 2nd in class at Pebble Beach a few years ago. I myself was out from 1975-1995 after having my production 1939 Cadillac 75 7-p sedan overtly dissed as being neither custom nor open. My friend and I are now older and much crustier than those days. I participate in my CCCA region's activities where we lack control-freak snobs.
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