edinmass

Early engine design makes 14.7 to 1 almost impossible......L head, T head, F head, ect............ thats why a five gas, and a dyno are so important....... 👍

"All things being equal.......I don't want to live in Philadelphia......... "

Walt...no hurry, Scotty Dogs come first...........my big guy isn't doing too well either.

Terry...I know that car, but was not making the connection. Makes sense now that the bore & stroke are that way from 1914-1915. So, its a big dollar tractor car! Wonder if they had tractor mechanics fixing it? Sorry, I can't help myself! 🤠 .I also remember Richard telling me the car was 90 horsepower........... is that the car he had with the blower?

Mr Jones..........the car is a "double bagger!" And the lady in the back seat? We can only speculate. 😏

Terry....thanks for that page. Interesting what you read............I still don't believe a four valve per cylinder over head valve arraignment. The bore and stroke still say T head to me. When White made their 16 valve four......the engine was plastered all over the Automobile Journal .......... and many others........and White never really made that many cars. With the articles on the four valves talking about White, Stutz, and Pierce.........yet no mention of a four valve overhead? I think something stinks in Denmark. Even if they built only 100 engines, you think one example would survive.......as some kid in a junk yard would have certainly used the power plant for a speedster or race car project. Also....they list their own steering box and transmission????? Hard to believe......... The chassis at 142 is HUGE for the era.....and a 12k for a asking price......one would think it would be that big........but the stated chassis weight seems MUCH too low. I'm buying drinks for anyone who comes up with a photo of the engine........... I think everything boiled down to gravy........this was a paper car company with zero sales. It will be interesting to be proven wrong..........any takers?

I may have a distributor........removed from our DV-32, I was told it was 90 series Buick.....(1950’s replacement.).........but the tag had been changed out. Do you have a photo of what you need?

Where is Walt? He would certainly know of such a company displaying at the Salon. I collect photos and information on all the salons from 1910 to 1932........and the shows. I have never been aware of a Porter. It was probably parked next to the Unicorn.

In the Porter ads it says over head valves............I don’t believe it till I see it. With that bore and stroke it sure seems like a T head to me...........and I don’t buy any of it. It’s sure looks like more a paper company than anything that actually went down the road. Is there any documentation showing they actually sold and registered cars? I’ll lump the Porter in with the convertible Tucker. Except that the Tucker story actually built some cars.........

Only problem is........140 hp.........I will believe it when I see one............best guess is its a production engine........I couldn't find any period photos of a power plant......makes me very suspicious.

Interesting car.......some one is going to have to fall in love to do it.

Uncle Al took me on the same private tour you received. Everyone at Pearl and Hickam seemed to know him and without doubt we received special access to many of the spots where you could clearly see evidence of the attack thirty five years earlier. Sadly today much is being altered at Pearl......it no longer looks like it did. It’s more of a place with track housing and the like. It no longer resembles any like it did during and post war. In just a few more years it will be unrecognizable. Before you know it, only the Arizona will be left as a remembrance of that terrible day. It’s already much more like Disney Land than a war memorial.

Interesting to see how short the chassis were on many cars. Porter and Leach probably had a production of zero. There was an actual depression in 1921 that most are not familiar with.

This car is less than ten miles from me........anyone needs help with it let me know.

Why is it? That when I talk to god I am praying, but when he talks to me I’m schizophrenic? 😏

Hell, we do that all the time here......without the benefit of any Crown Royal...........😎 Ever heard of the term....”Florida Man?”

Fuel, oil, metallurgy...........all factors. No one mentioned gasket technology and materials. Many early high compression over head valve engines didn’t have detachable heads.....they couldn’t keep gaskets in them. The W O Bentley’s are one example. WWI with it’s better oil and consistent fuel requirements was the beginning of the big changes. Carburetors got much better. Ignitions really didn’t change much from 1910 to 1970. A Model J is basically a 1928 modern engine. Big, heavy, but powerful and reliable. Most people don’t realize how good a J really is. It’s one of the few legends that live up to the hype. The J was no where near perfect..........but it was thirty years ahead of all the others. Also......clutch and transmissions were other restrictions. Pound on a Model J.......your gonna get good at installing clutches....and fixing blowen up gear boxes.

Rebuilding the front end isn’t difficult, but it can be time consuming and expensive. Making and sourcing parts......post photos so we can comment with a bit of reference. Ball and cups, springs, replaceable tie rods, king pin bushings, and bearings, springs and shackles, and steering box all need to be addressed if you have a car that’s lose. Check for run out on wheels, out of round tires, bad shocks..........it didn’t have issues when new.....they are and are fantastic cars.......it’s it’s behaving poorly, it is repairable. Also, align it for today’s road conditions.....not what the book says from 1934.

Bloo........I usually agree with you. Any pre war car should go on a four post lift. Early frames flex much more than most people realize. A two post offset lift is a disaster on anything decent in size or weight. My modern repair shop serviced many hundreds of cars a month.....we used two post offset units on passenger cars without issue...........unibody cars. Working on big heavy iron, only a four post lift is safe. Especially when pounding on chassis components, and removing heavy units like rear ends that on a two post lift can cause a car to shift.....I have seen it before. Four post lifts are definitely more inconvenient.......but then again most at home shops rarely are doing much work on them. Anyone who has seen my shop will tell you it looks like a cross between Tiffany’s, Gucci’s, and a Snap On corporate display for the ages. I use a four post 12,000 pound extra long and extra tall lift and have never had any issues wit access or ability to do any job required. That said......I do have extras with it so I can position and secure any car properly and still get the access I need. Unfortunately, they don’t allow photos in my building so I can’t show you the set up I use. Today I have a Model J on top, and a V-16 under it while we clean the building........I needed more space. The extra tall lift allows plenty of room to drive big closed cars under the ramps. Interestingly, I don’t use Snap On lifts as they have a much larger footprint than many others. My current two lifts are no longer in production.

Blockley inner tubes are nice. They are expensive. They are well made. Shipping will make you think they are billing Bill Gates. The stems are often not what you think. Call them, and have them send you photos of the actual tubes you are buying.......we,got very nice tubes that were a bit different from the web site. I do think their tubes are 300 percent better quality than anything I have seen in the last fifteen years.......expensive, nope......quality. Any painted wheel should use them, and they are much better than the Asian junk being sold.

Asking for your tube to be straight is not very "woke".

Considering the cost of energy today, and the fact you live in the frozen tundra, coal in your stocking it’s not necessarily a bad thing.

Yes, and no. There is no one stop shop from start to finish for design, Cad-cam, Prototyping , manufacturing......and finishing from start to finish that I am aware. If available it would be ten times more than you are willing to pay. 3D printing in metal, scanning, design, and program from pc to CNC are available at huge numbers. Simply put, if you can’t do 2/3 of it with after hours guys working for cash off the books......the formula doesn’t lead itself to working for us old car guys.......YET. I think it’s still ten years out before the supply and numbers work. Post a photo of the parts you want to make.........water jetting sometimes can make complicated parts half way and then you can finish them by hand.

George......I always run my cars on the rich side. Fortunately I have three timing lights in the shop, so when I get the 15 White running on both banks I will play around with tuning it. My neighbor down the street has a chassis dyno and I have a five gas machine...........I still need to figure out if the carburetor on the car is the correct original or a 20’s replacement. The good part is with a one off car no one asks too much about originality. It never crossed my mind to run two different heat ranges in the car.....so now we have more experiments to do. Also, I want to see the horse power drop at the rear wheels by running a single set vs a dual set of plugs, according to some on a T head it’s a significant power gain......

Getting into the minutia of tuning. I have opinions on what one should run. Frank is a rare breed....a talented and experienced engineer with hands on experience. A willingness to experiment, have it the proper testing equipment, and scientifically recording the results are what makes a car run properly. We spent hours with pre war cars on a dyno in my shop playing with fuel, ignition, and overall performance tuning. It was a lot of hours.....we finally came to a conclusion on how to tweak and tune out cars....(read that as 300 plus cubic inch engines). I expect a T head will need a little hotter plug than one would expect. Putting in more timing would also be a huge advantage as the engines tend to be built to almost be indestructible. Added compression would be the big gain.