alsancle
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Posts posted by alsancle
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I would give it to the first one that offered the money. To be specific to your question, I don't get too high and mighty about what other people do with their stuff. I see quite a bit of hand wringing in various forums that people "hide away" their cars or "hoard" them and how it's such a shame. I feel it's not really my business.
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Wow, but not surprising. I had a friend in a 38 Studebaker hit by a drunk in a late model pickup truck and my friends had a long hospital stay after being thrown from the car and then run over by it. They had seat belts installed but they pulled out of the floor of the old Studebaker.
That is truly a shame and I hope your friend makes a full recovery. However, it does illustrate why it's a laugh when people get high and mighty about installing belts in cars that were not designed for them. There are thousands of hours of engineering that goes into making a seatbelt lower your risk of injury in the vent of an accident. Simply bolting them into your car in the back yard could raise your risk of injury as much as lower it..
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You are reading it correctly West. I never noticed the spelling before either. I think that "Sindelfinger" refers to the Sindelfinger body works which were in Sindelfingen. I've only seen Sindelfingen used with the "n" and not the "r".
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I've stayed there the last 10 years or so and really like it ...but... it's pricey and there is a 3 night minimum.
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Here is what the pre-war badge looks like on a 320 Cab A.
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Thanks for clarifying, Terry. It's a factory assembly plant in Sindelfingen, but not a coachbuilder.For any of the factory bodies the coachbuilder is referred to as "Sindelfingen".
You guys do realize this topic is 4 years old?
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Very nice indeed and a full classic based on the body. Wonder who the coachbuilder is, Erdmann and Rossi perhaps?
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Here is a cut and paste of my reply from the AACA thread: My personal opinion is that if a custom body was built by a professional entity on a then new pre-1948 chassis and that body was of a very high quality and expensive then I would be o.k. with it. I imagine that if each owner petitioned for inclusion of their car then they would probably be accepted. This is how it would work with a Darrin bodied ford chassis. Actually reviewing the pictures a little more thoroughly makes me think that 1/2 of them would stand a chance of being accepted.
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I'm not sure about the requirement for starting with a bare chassis. There are many classics that were rebodied in period. The key is the "in period" piece. Some of the truly great ones like the round door rolls for example started off with a different body.
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This thread would get more juice in the CCCA forum. My personal opinion is that if a custom body was built by a professional entity on a then new pre-1948 chassis and that body was of a very high quality and expensive then I would be o.k. with it. I imagine that if each owner petitioned for inclusion of their car then they would probably be accepted. This is how it would work with a Darrin bodied ford chassis.
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So how much engineering do you think an automobile company has to put into their seatbelt design before they statistically make you safer in a crash? Do you think someone in their backyard bolting some aftermarket belts onto a car with a wooden framed body is actually making themselves safer? Would belts in a 1909 Oldsmobile save you when you get slammed by a F150?
I think we are all deluding ourselves by thinking that these crude belts you see bolted into cars that were not designed for them are somehow making things safer. Sadly, accidents happen.
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I know of a Duesenberg owner being approached to do this. He had no intention of selling his car, and the auction house said, "we don't care, we just want it for the publicity, you don't have to sell it" Talk about pimping out your car. Thankfully, he didnt' do it.
This doesn't happen as much as you think, at least with the astute collectors. Nothing devalues a car faster then multiple trips to the auction block.
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A year or two ago there was a DV32 Bearcat for sale at auction that was built by Bill Johnson. I asked George about it and he confirmed that there were in fact two different Bill Johnsons. A east coast one and a west coast one. I believe the blower was the only Stutz piece that the West Cost Johnson had. He had lots of Duesenberg stuff.
Btw, George has perfected the blower application for the SV16 so you do get the true boost when it's engaged. You are right that it's a lot easier to get the same horsepower simply from the DOHC head.
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What happen to the auction? I thought this was an event that drew alot of people.
I assume you are talking about the Kruse Auction held in the Giant Center? Drawing people doesn't make any money for the auction company. Registered bidders and cars with a health sales percentage does.
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Just wondering what was the last year that these were printed?
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Easiest way I reckon to understand is that the axle ratio is the number of turns of the crankshaft for exactly one turn of the back wheels. For instance, Ralph Buckley had a 2.9 to one gearing in his Series 5 Mercer Raceabout, when the usual was 3.2. My 1918 Series 4 Sporting, which has longer wheelbase and is heavier than a Raceabout has 3.6 to 1, but I reckon it would handle a 3.2 without effort. Alan Powall told me they did offer him a choice of ratios. With a lower numerical ratio your acceleration would suffer, but you could go faster before you heard valve-bounce. The 1922 A that Ray Wolff insisted I bought from his friend Manuel Yglesias Davalos in Mexico was a Bender sedan: yet with 3ft cut out of the chassis as a racing car they were timed for a flying kilometre at 106mph about 1940. (I have restored the chassis to standard length). The J is as big as a truck to me, too. A magnificent thing, but huge. Remember that Augie always continued to cherish his personal A, which is in the Speedway Museum. Now people have variously believed and written over the years that the Stutz DV32 was copied and inspired by the J: Still a big car, but not vast like the J. Now if you re-read the Stutz chapter in your copy of John Bentley's 50's book "Great American Automobiles", he quotes factory statement that they tested DV32s for a couple of years on the Speedway, deserts, and mountains before it was put on the market. Now I have cast iron confirmation of that. Engine number DV30004 was cast June 27 1928, with the word SPECIAL cast upside down on the left of the block, and cored for extra wall thickness for 3 3/8"bore on a BB style block. The main bearing caps are massive, about 1.5"deep. (They must have been aware of the weakness here. A fellow in Syney some years ago had a centre main bearing cap break on his BB stutz on a club run. This may have been what happened to the Stutz that failed in the match race with Weymann's 8 litre Hispano at Indianapolis.) Now all I can learn is that my engine surfaced in New Orleans, and passed through various ownership as people ratted bits off it and puzzled over the numbers and why it had holes drilled in the crankcase. (Two extra breathers, like the 1929 supercharged Stutz from LeMans.) What it means is that Stutz were running multiple DV32 prototypes at exactly the same time Duesenberg were running their J prototype around town. When you look at the dates, it is highly likely that Frank Lockhart was involved in the development of the DV32 before his last drive at Daytona .
Ivan Saxton
Ivan, this is very interesting and you should really re-post it in the Stutz forum. I know that the DV-32 (which was a better overhead cam setup the the J) was developed independently but I'm amazed at how many people think that Stutz copied Duesenberg.
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The A Duesenberg is a great car. Many A engines found their way into race cars which you cannot really say about the J. From a collectible standpoint, the A suffers as all 20s era cars do when compared to those of the 30s. I think much of this has to do with styling.
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Is it just me or is it a bit odd that 4 different new guys all post to the same very old ad within 24 hours???
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California Spyders go for much less then 10 million, even short wheelbase covered headlight models. Closer to 3-4 million. I'm sure this is a replica anyways.
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Thank you for your service. A beautiful car. I second the idea of a high end auction. Be sure to pick one that is featuring high end Classics (as in pre-war high dollar cars).
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West - you drive sideways on a dirt road???
I go back and forth between the the 500k Cab A and the first series 540k Cab A as to which is better looking.
As for the silly spot lights I have always liked them. They are your best bet if you want any kind of side view mirror. You could mount mirrors on the sidemounts (which isn't an option for this car) which really wrecks the lines or you could put something non-factory on.
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There is nothing more Classic (in my mind) then a 500k/540k Mercedes and here is the all time best 540k/500k video. At the 47 second mark the driver engages the blower. He is driving this 1.5 million dollar car ($10,000 new in 1936) harder then I drive my truck. People love to brag about how they drive their cars. I'll bet none of us are doing what this dude is doing.
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I've had J.C. Taylor since 1989. Their usage limits on my policy exactly match the limits of my antique registration. If you're using an antique car more than those limits you'll likely need conventional insurance and registration anyway.
I had a claim with them in 1991 when my car was vandalized at a dealership overnight (It was subrogated to their insurance.). They couldn't have been better in handling the claim. I was very happy with their service.
This is what I was going to say. If you are driving it daily then you want regular insurance.
What would you choose to do?
in General Discussion
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Would you be bummed when they offer it at auction to cover operations expenses? This happens quite a bit.