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  1. I agree whole-heartedly with the disdain for the "Full Classic" term. As one of Chuck's few allies in attempting to rid the Club of that term, we were somewhat disappointed when, at the last minute, the copyright application was approved and we were, sort of, stuck with it. Thankfully, as Chuck notes, the "Modified Classic" term was not approved and we moved to avoid throwing more money at it. I have a good friend here in Maine who refers to a Full Classic as a car with four passengers and 20 gallons of gas. Chuck was succesful in having the term "CCCA Classic" approved as an acceptable alternative in Club publications. It seems much more descriptive. Jon Lee
  2. What a wonderful car. By the length of the hood it looks like this car might be a T-70 six cylinder rather than the T-80 twelve cylinder car. Maybe, West, you have some background on this particular car that indicates the twelve cylinder configuration? If you fellows had the time to read all the neat things published in The Bulletin you would know that the Tatra is a Full Classic®. In February 2008 the Classification Committee proposed for Full Classic status Tatra models T-80, T-70, T-70A, T77, T77a and T87. After some further research instigated by Chairman Bob Joynt, it was determined that the T87, in order to comply with the Pre-war antecedent for a post-war car would be limited to those with the early type styling. This proposal was published in the April Bulletin (I think) and final approval was granted at the June meeting. This was then noted in the August Bulletin. The T-80 was priced more than a Rolls-Royce Phantom II, which explains why only 26 cars were built between 1932 and 1935. The T-70 & T70A used a slightly shorter chassis with a 6-cylinder engine and similar custom coachwork. 58 of these were built in 1934 & 1935. The T77 and T77a were really wild aerodynamic types built between 1934 and 1936. Production for these was only 255. They were the first Tatra models to use a rear mounted air cooled V-8 engine, hydraulic brakes and four-wheel independent suspension. There are a couple of these in this country and one in Canada, I think just nearing completion of a total restoration. In 1936 Tatra introduced the T87, an improved version of the earlier rear engine design. Its styling remained virtually unchanged until the middle of 1948 and the basic design continued in production until Tatra ceased building cars in 1998. You can be excused for not noticing the approval of these Tatra models as the car is not exactly a household name in the U.S. The consideration of these great cars for Full Classic status is part of a recently completed effort to examine a number of Foreign makes that have been listed for years as "Application Considered" cars. Over the past few years the Classification Committee has been instrumental in the approval of a number of makes and models such as: Adler 1928-34 Standard 8 Armstrong-Siddeley 1924-1933 Model 30, 1933-39 Special Daimler 6-cylinder models 3 1/2 litre and larger, 1925-1934 Excelsior Adex & AlbertI, 1919-1932 Fiat 1923-1927 519, 1928-1931 525 & 1938-1940 2800 Georges Irat 1922-1929 2 & 3 Litre, 1930-1934 Lycoming powered cars Hotchkiss 1929-1940 3 & 3 1/2 litre models Humber Pullman models,1930-1940 Jensen, all except the 2 1/4 litre, 1936-1939 Lanchester 1919-1931 40, 21, 23 & 30 Lancia DiLambda, 1928-1938, Astura, 1931-1939 Renault 8-cylinder models Reinastella, Reinasport, Nervahuit, Nervastella, Nervasport Rohr, 1928-1935 models R, RA, F, FK Steyr 1923-1929 models Type VI Sport, Type VI Klausen, SSK Klausen, Austria Of course, the Tatra models listed above. While these cars will never take the top spot from '41 Cadillacs on CARavans, they are all very worthy cars. Most have some presence in this country and several are listed in the CCCA Handbook. The Committee is next considering some U.S. makes that have been overlooked in the past. The first one, proposed by Phil Guilhem, and published for your comment in a recent issue of The Bulletin, is the 1930-1932 Hupmobile models H & U. These were big cars on 125 to 133 inch wheelbase chassis with 130 hp eight-cylinder engines of 365 cubic inches. There are a few out there, so the Committee is not looking at cars that no longer exist. There will be others coming up this within the year, so keep an eye on The Bulletin for possible new Classic candidates for your collection. Jon Lee
  3. On the eight-cylinder cars, 1942 through 1948, the overall shape of the core is straight across on the top in the middle third, and slopes down on each end. Similarly, on the bottom, the center third is straight across and the outer portions slope upward. The shape of the opening at the bottom of the radiator support and the shape of the hood at the top don't allow for the rectangular shape of the radiator that is in your DeSoto. The core must be cut at an angle on all four corners. In addition, the eight-cylinder car uses a 5-core radiator, adding to the size and weight. Unfortunately this all adds to the cost. I'd love to get this done for the cost of a 3-core simple shape radiator core, but I don't see it happening. Thanks for checking anyway. Jon Lee
  4. Thanks, Rusty, for the information. The radiator in the car has a rotten core, several repairs past fixing. I'm afraid your prices are a bit out of date, as you noted. One of the cost factors on this Chrysler radiator is the odd trapezoidal shape. I've gotten a couple of quotes on a building a new radiator, using the original brackets and tanks, as you suggest. These prices range from $7,000 to $8,500. That is why we have been trying, unsuccesfully, to find a usable original radiator. We could adapt a modern cross-flow into the car, but the owner really does not want to do such a bodge-up job. I'm afraid he will have to bite the bullet and either face the cost of the new radiator or sell the car as it is. Thanks very much for your suggestions. Jon Lee
  5. Thanks very much for the information. It's beginning to look like the new radiator route may be the necessary way to go. Jon Lee
  6. Earlier this week, on May 12, we lost one of the greatest Automotive writers of our time. Beverly Rae Kimes had been in failing health for several months, but true to her indomitable spirit, had planned to return to her favorite project of editing "The Classic Car" and "The Bulletin". Bev had held the CCCA Editior's position for over 20 years, making these publications consistent award winners in automotive publishing circles. Bev began her career as the very first employee hired by L Scott Bailey for the then yet-to-be-published Automobile Quarterly. She rose to Senior Editorship of that prestigious magazine before moving on to free-lance writing. Among the many books Bev authored were the two CCCA published works: "The Classic Car" and "The Classic Era". Both of these have been honored with several awards including the Cugnot Award presented by the Society of Automotive Historians. Other books by Bev also were so distinguished, and there are few automotive writing awards that have not been presented to Beverly. On top of her career accomplishments, Bev was a genuinely delightful individual. Although in fragile health for several years, she and her husband Jim Cox traveled extensively, visiting nearly every significant auto event in the country in recent years. At every appearance she was cheerful and talkative, sharing her vast knowledge of automotive history with anyone showing the slightest interest. Her passing leaves a huge hole in our hobby and our hearts. I am pleased to have been among the many able to call her "my friend". Jim Cox has asked that memorial contributions be made to the National Kidney Foundation. An obituary will be published in the New York Times, Sunday May 18. Jon Lee
  7. I have a good friend in need of a radiator for his '48 Crown Imperial. He does not have the resources to have a new one made, so we are looking for a used one so we can get this fine car back on the road. I am told that all 8-cylinder Chrysler radiators are the same from '42 througb '48. Can anyone confirm that? Thanks, Jon Lee
  8. JLee


    I am told that this radiator is the same for all 8-cylinder Chryslers from 1942 through 1948. Can anyone confirm that? Jon Lee
  9. JLee


    I have a good friend in dire need of a usable radiator for his '48 Chrysler Imperial. He is a CCCA member with a very nice original car, but without the resources to fund a new radiator. Any leads would be appreciated. Jon Lee
  10. Karl, in my opinion you have had some good advice from both Chuck and Johan. We will all be waitng the outcome. Jon Lee
  11. If you have a weak spark at the coil, the condensers are probably working. The usual test of a condenser is to replace it. Chuck is probably on the right track with the points, even if you ran some emery cloth through them. With the Distributor cap off, crank the engine with the ignition on and watch the points. You might need a mirror to see into the distributor. Each set of points should have a strong regular spark as they open. If they do not, try cleaning them with a piece of good quality sand paper rather than emery cloth. The emery cloth can leave bits of the abrasive in the points and foul them. Use a fairly fine grit like 180 or 220. Because the car has been sitting for some time, it will take more than a swipe or two to clean off any corrosion build-up. If the sandpaper comes out with a gouge or a scratch that indicates pitted points, as the opposite side of the pit will have a buildup of material cutting into the paper. You can file down the built-up part, but it's hard to do in the distributor. Make sure you check the gap. If the points don't open far enough the spark will be weak. You can use the 12 volt battery providing you don't crank it too long. The biggest hazzard is overheating the starter and melting solder. The 12 volts won't hurt the points and the coils will handle the extra voltage for a short period. Don't try any lights with the 12 volt battery connected. If the starter is in good condition, and the primary ignition is working, the 6 volt system will start it. On a cold engine that has not been run for some time, the 50 - 60 lb compression is adequate. Good luck. Jon Lee
  12. You should be able to find the serial number on the top of the frame. Left side (Driver's) side of the car, just behind the motor mount. It may not be distinct and might require cleaning the paint off to read. Good luck. Jon Lee
  13. The fellow who took care of much of the return shipping was Dar Kuehl. His address is listed in the CCCA Handbook and Members Roster in Michigan. While he arranged transportation for others, Dar & Becca drove back down the Alaska Highway in their '38 Packard. Hopefully Dar can help you with some contacts. Jon Lee
  14. The Alaska CARavan involved a trip from Bellingham, Washington on the Alaska Highway System ferry, a drive-on; drive-off operation and a three-day trip. Hired transport was used for the return trip. I am not aware of any Trucking, other than one fellow who hauled his Packard up on his own rig, that was used going to Alaska. When we were arranging for the return trip we were told that shipping to Alaska was not a problem but the return to the States was the hard part as so few goods returned south. On other trips to Canada I have found it difficult to find a company willing to cross the border with an antique car and have always hauled the cars myself. However that was always just one car. I'm sorry I can't direct you to a specific carier. Jon Lee
  15. If you have received a magazine with damage, please give a call to Club Headquarters at your earliest convenience. Toni is coordinating with the printer to replace any damaged copies, at their expense, and shipped to you in a wrapper. I don't think this will happen again. Thank you all for your patience. By the way my own copy arrived without a mark on it, other than that silly sticker over the rear quarter of a fabulous Rolls-Royce. Jon Lee
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