edinmass

We have been running those solid state condensers since 1986. To my knowledge, every one I ever installed is still driving down the road.

Today, it’s not so much what a Buick is worth.......it’s what you can buy for the equivalent money. A open Buick is a great car........but at the numbers getting tossed around a Pierce 12 sedan or a Packard 8 coupe come into the same range. Unless you have a specific Buick buyer, you have lots of competition in the nice used car market right now. Buyers have more choices......supply is up, so the buyer has mor purchasing power and can afford to be price sensitive. I recently saw a fabulous big car for sale at 50 cents on the dollar.....in my humble opinion. It’s still for sale two weeks later, so my market estimate of the car was way off........and I do this all day long. Unless cars are exceptionally well restored and are still as show level, cars that are less than perfect or show wear and patina can be very hard sells unless you market them on price. The competition on this car isn’t from other Buick’s......it’s from EVERYTHING.

First off, I agree 99 percent of the inspectors are more like inspector Clouseau, than real car guys. I only do pre war stuff. My price for a day? 1500 plus all costs….flight,rental, ect……. That eliminates any car under 50k 99 percent of the time. In this world, you get what you pay for…….some of the time, and excellence is almost impossible to find……and hire. I really don’t like the inspection business and try and only do it for friends and major collectors who won’t second guess my opinion. No, I don’t do appraisals………fact is, if a car is truly rare you don’t have any variety as to what you can purchase………and if you need to do the numbers in any direction, you won’t end up with the car anyways. PS- I don’t do a condition report, I don’t compose ten paragraphs on the car. It’s a conversation of expectations, people who buy a old car based on price will NEVER be happy with their purchase. People who buy based on condition, authenticity, drivability, and get a feeling for a car they can’t or won’t look at themselves for whatever reason usually have realistic expectations. And ever conversation I have just before the phone hangs up is…….expect to put 25k minimum into a true 100 point car to go down the road……and it could hit 50k in the blink of an eye. Big cars generate big bills. Sadly, the hobby isn’t getting cheaper.

1912 Cadillacs had the battery and a timer to set so the car would charge in the box on the running board.

The differences from year to year and model to model back in the day is substantially more significant than it is today. Basically it was simple for them to make a custom frame for just one particular model. Individual customization was still fairly simple even when going down the line back then. I’m sure you’ll figure it out without too much difficulty. Looks like you got quite a bit of wood work to do. While the body style is simple, wood work in general is difficult; especially if you save as much original material as possible. It’s a good example of a car that looks like a “easy bard find” restoration that isn’t easy. The car is in good hands, and I’m certain it will be finished correctly and authentically as possible. Thanks for sharing the adventure. Merry Christmas, Ed Minnie.

I routinely look at cars for people, and 95 percent of the time I recommend they pass. Fact is very few cars are actually done right, but it seems all of the half assed restorations are looking for Pebble Beach money. I warn my customers ahead of time that it’s rare when I recommend they purchase a car. Simple fact.......buy the car that won first in class at Pebble...........it’s the cheapest way to own a perfect car, and you usually only have to pay forty cents on the dollar of the actual restoration cost.........you will still be upside down in the car, but at least you will have a good car.

I’m more fortunate than most, as many events and tours I am on, it’s actually “work”. Getting paid to drive pre was cars is fun and VERY high stress......when you have to fix every car that breaks down on the side of the road. Most are not sorted, and often are beyond a quick roadside fix. So while the stress is high, the fun is over the top. I’m guessing this year I have about 8K miles of windshield time myself in what one would call big iron cars..........they tend to be ten times more complicated than the basic transportation that was 90 percent of what was going down the road new. Interestingly, most of the stuff I did on the roadside was post war machines. I’m certain for me this years mileage was the most I have ever done. I’m hoping next year is just a little bit shorter............ yes, you can actually burn out driving great cars in great areas.......... stress is ten times more exhausting than the actual work. Here is a J on a roadside repair......we got lucky there was a gas station to pull into........that was 178 miles in one day on back country roads in the Smokey Mountains......

Pepper in the radiator.......... Gesundheit! 🤧

Sorry to hear they are out of production. Unfortunately many projects that are still needed now and in the future won’t ever be done again due to economics......and lack of interest. I never got to see one of your units at George’s place unfortunately. I missed the Stutz event at Hilton Head, but did see you at the Hershey dinner. Merry Christmas......Ed Minnie.

I love a parade......a d do two of them every year. Fourth of July and Memorial Day. Great memories of my family and middle America at its best.

Rusty Jones treatment worked well..........😏

Sounds like a spice list to make Hot Italian Sausage!

Fortunately, I have never been married. Although this scene has made me own cars that belonged to friends.

Mark, my bad. I was off by one letter, and was only referring to the diecast units..........it seems multiple companies in late 1928 to mid 1930 were using a bad formula for their products. I would not be surprised that they were all sub contracted and made by the same injection mold company. Stromberg, Zenith, Stewart Warner, Delco, and a handful of others all suffer from issues with parts made on those dates. I will stand by that the 105DC’s are the ones that seem to suffer more than any of the others, and they are so bad I would never use one. Some of the UU-2’s with the early uppers are also as bad as the 105DC’s also. Simply put they are not worth the risk of burning your car down to the ground.....and they will burn. Carbking hasn’t serviced them for years.......with good reason. as far as UU-2’s and UUR-2’s being found.....we have a dozen each of GOOD units available. Not cheap, but we guarantee our units.

I didn’t realize you made so made so many of them. Last I was told you are not making any more, is that correct?

Here is the Cadillac unit, from the 1930 shop manual. They are all a little bit different.

I was told there were working prototypes, but with the war, everything was shut down. Post war, all bets were off with the new fuel being so cheap, overhead motors were the thing to do.

It’s interesting that the story I got on the late style V-16 was different than the above. I got it from a big wig at GM that the 135 degree V-16 was built for city busses. It worked out that after the war they headed in a different direction. The low profile of the 135 certainly makes sense for a bus/industrial applications. It’s a real pain in the ass, isn’t really much better than a V-8, and most people don’t use the late series V-16 to their best advantage and application...........a boat anchor.

Correct, as the exhaust system is now covered for something like 12 years and 175k miles by EPA law......

Looks familiar! The car is reportedly running 82 horse power according to a few people I spoke to. Four valves per cylinder, mono block, T head. With a four speed and fourth is an over drive. Oil bath disk clutch. Your cap is very well done, impressive! Did you make the rotor also? I would love a spare for my car.......

That’s an American tractor......or in this case, dump truck.

It’s a floating shackle that is in compression from two directions using springs and pins to absorb road shock from the spindles and transferring it to the steering wheel jamming your hand. Packard, Pierce, and Cadillac all used them with slightly different designs. Placing radial tires loads the system in some sort of strange way and causes control issues.......including death wobble with radials.

NOT a dual cowl, but still a fun car........... Correct nomenclature........5 passenger phaeton with tonneau windshield.

Christmas is coming early I have a truck in the yard………🤔

A radial tire put huge amounts of flex on the spindle, The rim, and the snap ring. None of them were engineer to handle it. There’s already a high failure rate of wheels from age with just regular tires.