HarryJ

tlieblein.....I would advise you to reinstall the axle nut and run it down a few turns ( almost flush with the axle end ) before striking it with a hammer. When using a puller tighten it up real tight and strike it a good rap with a stout hammer. This process may take several renditions to achieve the desired effect. Be patient.

I went to Amelia Island, it was great as usual and crowded. The featured car was Alfa Romeo and there were many great examples of the marque on the show field. There were too many cars to focus on including a Simplex, several Dusenbergs, a Scarab, a Tucker, Type 35 Mercer, Two Hispanos, several Mercedes, Rolls Royces, Stutz, Packard, Stanley, etc....etc...etc. There were 2 Maybach's an antique and the new version. This east coast event is rapidly equaling Pebble Beach.

Peter thanks; however, I ask Steve for a response.

jrbartlett.....According to "The Graham Legacy: Graham-Paige To 1932", by Micheal E. Keller, Locke built Convertable Sedan bodies for Graham-Paige in at least 1930. Also,refering to page 193, J.Vinton Locke founded the company in 1902. In 1925 the company received it's first "series" order from the Franklin automobile co. Locke & Co. ceased operations in 1932.

I thought Harry M. Wahl's 1931 Elcar produced Mercer had a Merrimac body on it.

Yeah...What did we miss?????????????

Jim N......I have a 1928 "72" that originally ran a Pemberthy Ball & Ball SV-37. The carb was originally die-cast pot metal (zinc). These carbs no longer exsist in operable condition. My car runs a Carter BB-1 up-draft replacement. I don't know if your car could run one of these; however, I would check it out.

cj428....Dodge had a twelve (12) volt eletrical system in 1924. Are you a member of the Dodge club or WPC club?

Locke built some awesome low production bodies for Lincoln and Chrysler in the late twenties and early thirties. From what I can see; they specialized in open bodies. I am sure they produced bodies for other manufacturers also.

1937hd45......I don't have them hanging on the walls; my unknown parts are stacked on shelves in my garage. Over the years I have bought out several auto parts houses of their pre WWII NOS parts. The problem on most of these, they are identified only by a part no. I know they are water pumps, distributor caps, etc; however, because I don't have the parts books I can't tell what they fit. Recently, I bought out a carburetor shop in Atlanta; with it I acquired several thousand carburetors NOS, rebuilt, and cores. These are only identifiable through brass or aluminum tags or cryptic numbers stamped or cast into the surface of the unit. I think a good majority of collectors are sitting on parts others of us would give almost anything to have.

Restorer32......This is great! Patterns are 80% of the battle. I wonder if anyone else is sitting on some old patterns that may be of value to restorers.

My every day driver is GMC Sonoma pick-up, as we all know pick ups are no good on snow; so, on the very few days snow covers the streets in Atlanta I break out the Model "A" Tudor. It handles the snow great!

ply33.....Good point. Did any other manufacturers use the "ball&trunion" type of universal joint? Perhaps, tractor companies? I have bought out several auto parts houses of their old stock, and with these I have accumlated several tractor and fork lift parts. What was the last year Chrysler used this type of universal? Is there a part No. on it?

ply33.....Looks like post WWII Chrysler to me given the rubber boots.

I don't like the blue.

I think it could be done....if it was planned out in detail ahead of time. The physical work if performed by a highly skilled crew who were prepped as to proceedure ahead of time with the parts and tools available could possiblly restore a car in five days. Obviously, the car would have to be an easy restoration...ie. no heavy duty body work, etc.

Steve29.....Dyked rings have an "L" shaped cross section to them. The base of the "L"'s butt up against each other over a lower ridge in the piston between the ring grooves, thus forming a wider ring surface contacting the cylinder wall. I don't like to disturb seated rings as I feel this flexing upon removal and reinstallation could lead to ring failure especially on older rings. I said dyked rings are no longer available; however, I could be wrong about this. Since the piston grooves are machined to accommodate the "L" shaped rings; modern rectangular rings would not work as replacements; this would require the replacement of pistons and rings.

Chacheska.....I do not have any experience in redying textiles; however, I am a textile engineer. The first question I would ask is, what type of fiber are we dealing with. I would be willing to bet it is wool. It sounds from your description the chemical composition of the fabric has been changed from that of the raw fiber. If you try a dye that was designed to treat the raw fiber you might get a bizzare shade considering the recent history, or the combination of chemical treatments might destroy the fabric. If you try a dye test I would limit it to an extremely small area. The desicant may have pulled dye out of the fabric rather than adding fluid it absorbed, resulting in the "stain". A picture of the "stain" and the chemical make up of the desicant and Prestone cleaner might give an insight into why the situation you have exsists.

Kestas......I agree with you 100%, replacing the cast iron with aluminum would require a substantial engineering effort (for this application); however, it was an interesting suggestion. I am looking for ideas on how to improve the availablilty of replacement castings for the restorer/collector. Remember me mentioning earlier that Bluetaxi was looking for replacement heads for early twenties "light six" Studebakers? These cars were originally equiped with aluminum heads; from the results of my short conversation with Soligen, these units might be cost effective given their experience with aluminum.

Out of general curiosity, I was wondering how many miles other owners have driven their daily drivers. I have driven my '97 GMC Sonoma 221,000 miles since new and it is still going strong.

Scott...There is very little technical info on these great automobiles out there, from what I can see. All I have is the info in the "Standard Catalog of American Cars 1805 to 1942". According to this volume, Locomobile produced two models in 1915 and 1916; the type 38 with a six cylinder 43.3hp engine and a 132" and 140" wheelbase and the type 48 with a six cylinder 48.6hp T-head engine carried on a 140" and 143" wheelbase. There are quite a few of these cars that have survived; hopefully, one of the owners or a knowledgable collector out there will fill us in with more info.

JLH.... This appears to be a 1951 Buick series "50" convertible coupe. I don't believe it is a series "70" as it has no rocker panel moulding. It is not a standard series 40 as it has a one piece windshield.

Centurion.... The DV-32 wasn't introduced until late 1931. It's an awesome machine, successor to the vertical 8 that placed 2nd at LeMans in 1928. The Monte Carlo body by Weymann was probably the sportiest body for the series.

Twitch...I,m glad you didn,t limit us to only 3 cars. 1913 type "72 Lozier Lakewood Torpedo, 1908 Chadwick 'Great Six", 1912 50hp Simplex, 1908 45-90 Stearns, 1905 Pierce "Great Arrow", 1912 model 60 Peerless, 1925 Doble series "E"; to start with,.....and for good measure the Kellner coupe ( type 41 Bugatti)

JanK.... Thanks for the pics!