jimm

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About jimm

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  1. Hello, I was wondering if anyone can tell me whether the front door window frames and other window parts will interchange between coupes and convertibles for Lincoln Premieres in 1956 and 1957. I am assuming that 1956 and 1957 interchange, but as far as whether the coupe and convertible interchange I am not sure. I do know that many years ago I used the doors from a coupe to restore a convertible and they worked fine, but can't remember if I had to switch the windows. I have a shop manual but no parts book to look up part numbers. Any advice would be greatly appreciated. Thank you, Jim
  2. Winston, The flat area around the words "Fluid Drive" is painted red. At least that's how every one I've ever seen was painted, and I've owned many and seen thousands over the last sixty years. By the way, want to know what's really rare? A 46-48 brake light that does NOT have "Fluid Drive" on it! I've only seen one in my life, on a Royal long wheelbase sedan that was actually equipped from the factory without Fluid Drive--came with a three speed manual. It had the same brake light housing, but the Fluid Drive spot was smooth. I wanted to buy the car just to have the brake light housing without "Fluid Drive" as a novelty in my collection!
  3. Olympic, Thanks for clearing that up about the chrome brake light assembly not being in the sales catalog, parts book, or on your two Fifth Avenues. I'm sure you're right that they never were chromed on a Fifth Avenue or any other '42 DeSoto, at least not by the factory. My comment was based on the two Fifth Avenues I have seen in person, both of which had their assemblies chromed (saw a third Fifth Avenue as a kid, too many moons ago to remember the brake light!). First was the above pictured red convertible, which the prior owner showed me in Seattle in 1997 when I bought a 1947 S11 convertible he was selling, and the second was the black club coupe restored in San Diego, which then went to Michigan and I believe has moved on since (it was featured in a "Collectible Automobile" article some years ago). I saw it in San Diego and it too had the brake light housing chromed. It has been reported that that car started life as a Custom and was dressed as a Fifth Avenue later on. I also thought that I read somewhere that a chromed brake light assembly was part of the Fifth Avenue package. After thinking about it further I realized it was in the WPC Club website, and I just found it there in the "Member's Cars" section page two. It pictures the black club coupe and the write up states that the "Fifth Avenue was a package deal....this included (among the other options)....chrome plated stoplight housing.....". But as you point out, this is not in the catalog or parts book, or on your two cars. I figure it was probably something these two owners chose to do on their cars. They look great either way. While we're on the subject of 1942 DeSoto features, maybe you or other members can shed some light on the hood ornaments. Several threads in different forums, possibly including this forum, have conjectured on what is correct for 1942 "flying goddesses" as they are sometimes called. Some believe that the lighted hood ornament was used only on Fifth Avenues (of course, it is listed in the sales catalog as part of the Fifth Avenue package.), and that other cars came with the chromed steel version. However, the parts book only lists the plastic lady. All three of my '42s have lighted plastic ladies, and two are very original cars. There is no mention of a chrome version in the parts books until the 1946 S11. I figured that if a "lighted hood ornament" was an option in '42, then all cars must have all had plastic ladies, but only some (including all Fifth Avenues) came with the option of the light bulb, bracket, socket etc to illuminate the lady. Another area of confusion for me is the face plates and knobs on rear quarter ashtrays in '42 convertibles, club coupes and two door sedans. Some have speculated that they all had chrome face plates with chrome knobs, some think they were woodgrain face plates with ivory knobs. Some have suggested convertibles had chrome, closed models woodgrain. My Custom club coupe has woodgrain face plates with ivory knobs, and that is what is pictured in the sales catalog. The '42 parts book shows two ashtray face plates, one for all aforementioned Custom models, and a different one for all DeLuxe models, but it does not describe them as chrome or woodgrain. It just shows different part numbers. According to the parts book, both Custom and DeLuxe used the same knob, up until late '42 cars, which I thought sometimes meant the part was chrome on earlier models but later painted for blackout cars. By the way, I've had several '46-'48 S11s, and my Custom convertibles and club coupes had chrome face plates and knobs, whereas the Deluxe two door sedan had woodgrain face plates with chrome knobs. But what about the '42's? What was the difference between the Custom and DeLuxe face plates, and what type of knobs did they use? Can anyone shed any light on this?
  4. Any '42 DeSoto fender skirts are rare, but just think how rare a pair is from a blackout. Now you just need a car to put them on! Believe it or not, I also have a pair from a '42 DeSoto blackout, as well as a pair with chrome mouldings. I've just sorted out my collection of DeSoto parts and also came across two of the stop light assemblies, but this thread is so old that I imagine the member who started it has found his stop light and moved on by now. Of course you are right about all models of '42 DeSoto using the same stop light assembly. Most are painted body color with the "Fluid Drive" strip being in chrome. The Fifth Avenue option included the whole stop light assembly being chromed as well, which is why you see that on the red convertible (by the way that car has since gone to a new owner). As for my little collection, I've added a coupe and will soon be selling the Custom sedan as well as a few things from the blackout parts car.
  5. Dave, The postwar wheels are different, but thanks for asking. From 1946 on Chrysler products used 15" wheels, except for early postwar Plymouths that still had 16" wheels, although they are different and made to be used with smaller tires. From my research using part numbers, it appears that only wheels from 1941/42 Chrysler 6 cyl cars and 1941/42 DeSotos would be correct. Thanks again, Jim
  6. Hello, I'm looking for a set of four or five stock wheels from a 1941 or 1942 Chrysler six cylinder car or DeSoto. These would be the standard factory 16" steel rims. I'm in Southern California, but willing to travel within Western states to pick them up. Any leads would be greatly appreciated. Thank you! Jim
  7. Hello All, Posted earlier in the KFOCI website. Just wanted to let you know that I am selling off my small collection of Kaiser and Frazer parts that I have had for many decades. I've decided to sell them through eBay, so I have recently started listing parts under my eBay name "riverock". I have not kept up with the market as far as prices are concerned, so I just looked at what's out there and tried to be realistic. If I'm too high on some stuff, I'm sure potential buyers will let me know. Not a ton of parts, but some good stuff like a couple pairs of '49/'50 Kaiser fender skirts complete with mouldings, a set of restored fender skirt mouldings, various script, '49/'50 Frazer hood ornament and steering wheel and horn rings/medallions, '51 Frazer tail light assemblies with lenses and parking light lenses, '47/'48 radio, bumper guards for '47/'48 and '51 Frazers, small stuff like gear shift knobs and turn signal levers with knobs, lighters, a few manuals and a dealer binder with service bulletins, etc. I even had a couple of incredibly rare '51 Frazer "Manhattan" scripts, almost impossible to find 40 years ago, but those have already sold. A lot of this is up now on eBay, and I hope to get the rest on in the next couple of weeks. Below is a link to my current listings on eBay. Thank you! http://www.ebay.com/sch/riverock/m.html?item=261128247598&pt=Vintage_Car_Truck_Parts_Accessories&hash=item3ccc74d92e&vxp=mtr&rt=nc&_trksid=p2047675.l2562
  8. StillOutThere, I followed your convertible after you sold it. It went to a classic car dealer/restorer in New York, where it remains today. He offered it for sale at least twice, once on Craigslist and once in Hemmings. I contacted him several times, last was a couple weeks ago, and he intends to keep and restore it at this point. The red car pictured in this thread is in the state of Washington. I have a decent original Custom sedan and blackout sedan that was a parts car. I'd love to find a fifth convertible!
  9. Update: The top is definitely manual. I went over to the garage and checked out the cylinders, this time in good light, and found no hoses. I thought they might be there just to help the heavy top lower down, like those found on door closers or modern car hoods and trunks. Now the question remains, is it just that I need to lower the glass rear window, or is there some other trick? Jim
  10. Yes, everything I have read, including the 1940 Packard owner's manual, states that power tops were only on coupes. That made sense to me as the size and weight of the convertible sedan top would probably not lend itself well to a hydraulic top system. But I was a little worried when I could see the cylinders back there. However, it does not appear to have fluid hoses or top control switch on the dash. Thanks for your input. Jim
  11. Hello All, This may sound dumb, but I am having trouble lowering a manual top. The car is a 1940 Super 8 convertible sedan. The top is in good shape (car fully restored about 15 years ago including top bows/frame) but has probably not been lowered in at least five years. Not having had any experience with manually operated convertible tops, I thought it would be fairly simple. I was told that this is a "two person" operation due to the size and weight of the top, so I had a friend to lift the other side. This is what we did: Lowered all windows Released the latches on the top header Released the latches on the center posts but left the posts there to support top until lowered Unsnapped the snaps along the belt line behind the rear doors With that done, we gently lifted the top and it was loose from the header but did not want to fold back very far, as all the joints seemed to be stiff. I did not want to force anything and do damage. At that point I thought about unzipping the rear window but it was becoming too late and I didn't want to get stuck with a top half down. I wasn't sure if the rear window should be unzipped and lowered, as many newer convertibles do not require that be done, but the rear part of the top frame seemed to be going down better than the front and mid sections anyway. It was the front and mid joints that seemed stiff. I noticed chrome plated cylinders, but this is a manual top so I figured they were just there for support. Am I missing something? Perhaps the joints of the frame need to be lubricated? Should the rear window be unzipped and lowered first? Is there some trick to this? Please help! I have also posted this question in the Packard Club message forum as I am desperate to get the top down. Thank you very much for any advice you can offer! Jim
  12. Thank you both for your replies. I was hoping that I would not have to remove the entire hood ornament. It should not be that big of a deal but I have trouble doing anything these days! The one wing that came out looks like it may have been broken off at the end that holds it in, which I presume explains the epoxy "fix". I will try the PI club store as I know they sell replacement wings. Thanks again for your help! Jim
  13. Hello All, Can anyone tell me how the wings of the 1940 Packard pelican hood ornament are held in place? One of my wings is loose and will come out easily, which I obviously don't want happening as I am driving down the freeway! It looks like it may have been held in by epoxy. I have read different posts about the hood ornament having pins that slide in somewhere in the body of the pelican, but I don't see any pins. I have also read about a wedge that somehow holds the wings in place. Where are the wedges located, and how do I remove them to install the wing back in place? Thanks very much for your help! Jim
  14. Hi again, In my search for a '40's Packard convertible, I found a 1940 Packard 120 convertible sedan. It does not appear to me to be anything other than a production convertible sedan, yet it has a body plate stating "The Derham Co. Phila., Vehicle Number...." This tag is mounted just under the Packard body plate on the left firewall. The "vehicle number" is the same as the Packard body number. I have contacted several Packard enthusiasts, but none has ever heard of a Derham 120 convertible sedan. Several have suggested that it might be a tag someone just slapped on the car to make it more interesting or valuable, and that is certainly possible. Does anyone have a Derham bodied car of any year/model with a tag on the car, and if so, can you describe the tag and where it is located, or send a photo? Or has anyone ever heard of a '40 120 being built by Derham? At first I thought maybe all the convertible sedans were sent out to be built by a outside source, but does not seem to be the case. I have also written to the CCCA Library at Hickory Corners to see if the Derham archives have anything. If anyone can shed some light on this, I would sure appreciate any information you have to offer. Thank you, Jim
  15. Thanks very much for the input, a big help in making up my mind. I apologize for not being more specific, and thought of that after posting. In fact, I even thought of the same example brought up by bkazmer, it makes a lot of difference when you're talking about a Packard Darrin versus a less spectacular car. In this case it is actually a 1948 Custom 8 convertible with an engine from a 1950 Custom 8. I don't think it would be a huge issue to have a slightly later engine, especially if the car is nice and the price is right. And these are plenty spectacular for me anyway, original engine or not! Thanks again for your help. In the meantime, I am also in the process of buying another Packard convertible and will post a separate question about that one.