Marty Roth

Actually, in that era CCCA now accepts the 80 Series as well as the 90 Series. While the 1934-1935 line-up did not include the 80 Series Buick, CCCA has accepted the 80 Series where available in the 1930s. My 1937 Roadmaster 80C is among those now accepted by CCCA, thanks in part to the efforts of Earl Beauchamp, AACA Past President

Once again - Point Judging IS Point Judging, no matter which award is being sought. The same exact deduction which is listed for the item would apply no matter if the vehicle is going for Junior, Senior, Preservation, even Grand National. If an item is incorrect (not Authentic) then the full deduction must be taken, and not fewer point because of Preservation. Standards are there for a reason, and it is up to us to maintain them.

Bob, your '34 looks terrific. I hope she finds a great home, but personally I think your price is too low, and someone should snap this one up quick.

As Matt suggested, the King Bee seems correct. two of them - one on each side, and yes, I them do use them regularly, as there is a big blind spot at the right rear of our Phaeton (as Buick named the Series). The passenger-side King Bee is especially useful when I pass other vehicles. The rear glass on my 1937 Roadmaster 80C Phaeton (Convertible Sedan) is quite narrow, so having the passenger side mirror really helps. Click on the photos to enlarge and better see the mirrors.

I respectfully disagree with Restorer32's above note - an AUTHENTIC tachometer with a marred face, or scratched surface might be worth a One Point deduction, in which case we are then judging not authenticity, but rather we would be judging the item's condition. In the current discussion, real61SS has an authentic unit - hence no deduction (with the possible exception of condition), but if it were NOT authentic, then in my opinion, the Three Point Deduction would apply, per the Judging Manual, and as such, I agree with Matt Hinson's response, above.

The 2016 Reliability Tour was very well planned and executed. We had a great time driving our 1915 Hudson SIX-40, both to the Hilton Head Concourse, and through the entire sun-filled week and around Savannah, GA and South Carolina's Low Country to Gregory Neck Plantation where Mr & Mrs Bob Jepson were perfect hosts, sharing their exceptional car collection and magnificent home with us. As Wayne noted, mechanical complications were few and far between. This was our first National Tour with the Hudson, and I prepared as much as I could, driving long distances almost every day for a couple of weeks. I tinkered with the new packing for the Water Pump on the Hudson, and had to keep snuging up on the packing nuts on the water pump shaft, but other than occasionally adding water, the car ran like a Swiss Watch, easily holding with modern traffic. The day we drove to Tybee Island, we shared the ride with Jan-David and Anna-Lena Skaven, a delightful "Old-Car" couple visiting from Stockholm, Sweden, and friends of one of our host families, Nevy & Kirsten Clark who also hosted the Savannah Tour we did nine or ten years ago

Is that a shot of actress Adrienne Barbeau? Possibly a character on the "Maude" show? Is that really a Buick? The gated 6-speed shifter makes me wonder. The suntan line also catches my attention.

1. Tighten the "prongs" around so it stays in longer to get hotter. 2. Check to see that the element which screws into the knob is actually a 6Volt unit - someone may have replaced it with a 12Voly unit at some time without realizing the difference. My 6Volt lighters get red hot

Enlarge the photo below to get a better idea of the typical aftermarket installed on a 1915 Hudson. A tube-style was also popular.You can really hurt yourself by walking into this one (ask me how I know).

Curti, Are these NOS or restored? They look really nice.

Thanks Bill and 31 Caddy, I've downloaded the documents for several of our vintage cars, as well as our family's modern iron. This could be very helpful.

sent you an email

MY 1937 BUICK ROADMASTER 80C: Purchased new by the City of New York as Parade car for Mayor Fiorello (Little Flower) LaGuardia, the big Buick opened the 1939 New York World's Fair when LaGuardia shared the ride with President Franklin Delano Roosevelt. The Hero's Canyon of Lower Broadway in the Wall Street Area of the Financial District was also the starting point for the famous Ticker-Tape Parades which transported Presidents Harry S. Truman, Dwight David Eisenhower, and British Prime Minister Winston Churchill.

Joe, Sorry you missed Cobble Beach this year, but Dale and I enjoyed visiting with you on the Glidden, as well as earlier in the year

Mine STILL has not arrived, and I leave 5;00 AM Monday - long before any mail arrives

Matt, My 2000 Ford Excursion has the 7.3 turbo-Diesel with 340,xxx miles. It is NOISE PERSONIFIED, and does not pull as well as the newer Duramax. This past January i spent another $4,xxx on internal engine wiring, new injectors, etc. Two years ago the AAMCO dealer in Vineland, NJ replaced the tranny and busted up a lot of other stuff as part of their "free" 128?-point inspection which caused many other repairs during the next thousand miles. I really don't understand why Chevy/GMC has not modified the floor pan of the 3/4 Ton Suburban to accept the Dura-Max and the Allison. You cannot get a diesel in these models - at least since year 2000 - what a pity. My 2002 Suburban and 2006 Avalanche are both 2500 Series with the 8.1L engine, and no problems with either one yet at about 140K on each.

What EmTee and Mr Earl said ! I've been enjoying the thread, especially while we were driving the Glidden Tour up in New Hampshire and Maine in our 1941 Cadillac convertible - (sorry, but the '37 Roadmaster 80C was resting at home)- with a side trip to Nova Scotia and Prince Edward Island in our modern tow vehicle only because of some nasty weather If VAPOR LOCK returns when you get back to the hotter areas, try something I've used for years: Add 10% (+/-) Diesel Fuel to your gas tank. It will cause a smoky exhaust, but lowers the octane to where vapor lock disappears, and you will help reduce the mosquito population.

My daughter recorded that stuff for us to watch together before I had the right cable channels - but then, SHE was the kid who racked up "YOUNGEST DRIVER" trophies on the National AACA & VMCCA TOURS

Glass canister looks like an adaptation to dispense quantities of OIL ('Earrl in Suthin' Speak), instead of Gas-o-line - top of a Visible gas Pump on an Oil Recovery unit? ... and we really enjoyed the all-too-short visit with Rita and Mr. Earl back in June

Matt is certainly correct with respect to high horsepower applications. My Borg Warner units in my 733 Packard, as well as my (Previous) 1912 Oakland and 1934 Buick were certainly reliable, and the Gear Vendors unit was almost three times the price. If ever my current OD goes bad, I'll once again look into the Gear Vendors, but at the time it looked like the BW was a better choice for me. Either way, you are better off reducing the engine revs and continuing to drive at a safe speed Good luck in your quest. Now get with your AACA Region, and start planning a National Tour for the rest of us ...

Similar car - My 1930 Packard 733 is factory equipped with a 5.08:1 reduction differential. As you can imagine, while certainly capable, I'd prefer not to keep her wound up at modern highway speeds, bu prefer to maintain originality. We added a Borg-Warner Overdrive, rebuilt and installed by Lloyd Young. It was bolted directly to the differential, and a new shortened drive shaft was built, retaining the original for the future, and allowing me to return the car to original if ever required. The 733 is a 4-speed transmission with the Extra-Low "Granny" Low Gear - Perfect for transporting 7 passengers and their luggage up the Alps or from Paris to Monaco, where our car spent her life until 2002. The Borg-Warner unit gives a 30% reduction, or more properly stated, at comparable road speed, the engine is turning only 70% as fast as it had been previously. I can also use the OD on either 2nd or 3rd gear, so effectively I have granny plus five (5) additional gears. Sometimes 3rd is too high, but 2nd is too low, and 2nd Overdrive may be perfect for ascending a long hill. In this case, my 5.08:1 becomes a 3.556:1 ratio. With overdrive, as opposed to a permanent change of final drive, I believe I have the best of both worlds - Low gearing when required - High gearing when desired, and I can even put it in "Granny" and walk alongside during a parade.

I've been giving this some thought since I had done it with my 1912 Oakland back in 1998 when the Glidden Tour was based at the Mt. Washington Hotel https://www.omnihotels.com/hotels/bretton-woods-mount-washington Here is a link to the Mt. Washington Auto Road, steeper than the Pikes Peak Road, although not as high elevation, and we did that one in several cars, including our 1927 Chevy Roadster, 1963 Impala, 1934 Buick, etc http://www.mtwashingtonautoroad.com/ The Cog Railway is also very interesting Looking forward to visiting with Y'all. We are car #88, the yellow 1941 Cadillac convertible, which this summer has also been driven on: AACA Sentimental Tour - Salisbury, NC CCCA Mini CARAvan - Salem, OH AACA Founders Tour - Huntingdon, PA VMCCA Heritage Tour - Grand Rapids, MI AACA Eastern Division Tour - Ashland, VA

Thank you for the referral

SWEEEEET !!

THE WATER WOULD PROBABLY SPILL OUT ALL OVER THE FLOOR - at least that would be my luck !! Then it would splash on the clock - not very wise ??