A. Ballard 35R

Triumph starting with the 1957 TR3 had non-power disc brakes on the front which worked extremely well with only normal pedal pressure required. Granted, a fairly light car at around 2500 pounds but excellent brakes.

Got to hand it to you guys in CT, you put on some of the best antique car events in the country.

Great person who was very helpful in providing valuable memorabilia for the Fairmount Vintage events many years ago. Got to know him and appreciated his vast knowledge of early racing.

Wonderful display of early cars - any more pictures?

Great that you were able to assist, persevere and get this car back on the road,

The Hurricane 6 is an L-Head and the other 6 is an F-Head with higher HP. According to contemporary road tests a Henry J with the F-Head 6 had a quicker 0-60 time than an Olds 88 !

Too bad it's not the F-Head 6, they had great performance.

Assume you are referring to L head engine with valve adjustment on engine side. Best done with hot engine running and you are right, it can be frustrating. My best luck was with feeler gauge in place and then slowly tightening and checking to make sure that clearance hasn't changed. Thin and long valve adjusting wrenches are a must. Since there is usually uneven expansion when going from cold to hot it is advisable to adjust when hot. Just my 2 cents and there are probably others with better methods.

What a gorgeous car, wonderful example of a top of the line nickel era vehicle.

Restore32, dumb question but did you have any luck with Hal Fillinger in Harleysville. I haven't seen or spoken to him in several decades but he used to be one of the most active ALF people ranging from sales to conversions.

The most expensive 1917 Packard Twin Six is shown as the model 2-35 Imperial Limousine with a price of $5,150. All of the other models especially the 2-25's were considerably less expensive. Also, with a bore and stroke of 3x5 they did not come close to the 500 cu. in. mentioned above.

Just remembered that this Forum serves as the forum for the BCA also and not just for AACA. Consequently, my comments regarding AACA qualifications are not related to Jpcrone's questions. My apologies.

My comment was in way pompous but simply a reasonable question since there are many newer but still antique cars that have the modifications desired. The changes described are not personalized such as paint color, etc., but modifications. I will certainly defend his right to modify a vehicle as much as he wants but shouldn't we keep in mind that the AACA stresses originality and authenticity?

Why didn't you buy a newer car that had all these modifications as standard equipment?

At the risk of showing my age and ignorance regarding non-detergent oil, my 1958 TR3A ran exclusively on Quaker State 40W non-detergent oil for 96,000 miles. Oil was changed along with the filter about every 3,000 miles and the engine only received tune-ups plus several valve jobs. The car was a daily driver and was run frequently in local hill climbs and gymkhanas where it was not unusual to turn up over 6,000 RPM. When traded in the compression was around 140 in all cylinders and it did not burn any oil nor were any additives ever used. Yes, it makes sense to run detergent where there is a clean or rebuilt engine but please many older cars such as Classics survived very well on high quality non-detergent oil. The Shell non-detergent oil mentioned above doesn't seem out of line depending on the condition of the engine. Sorry that Kiwis have had such unfortunate results with "old technology" oil.

The plated lugnuts on my 645 that I used for everyday transportation in high school are probably the same as what you have on your 733. As Ed posted earlier, the correct handle with the loose sleeve on it is not easy to find; however, if you already have the correct handle and you are comfortable with the price, this jack should be fine. On more than one occasion I had to use mine and it was excellent - heavy duty and very easy to crank using the proper handle. Watch out when using the folding extension because you can pinch your fingers badly if you are not careful. Good luck.

Marty, there is no handle, only a lug wrench.

Yes, too bad handle is missing.

Absolutely. I'm not sure if a 1916 Packard twin six that I used to own would qualify as original based on the standards required by Dynaflash. The car was purchased by my father in 1943 from the original owner and had less than 14,000 miles on it as verified by the log book with every entry since new including gas purchases. The paint was very faded, the only original tires have been relegated to the spare tire holder, and many years ago the lead seal on the generator was broken to adjust the charging. Certainly these changes would disqualify the car as being original; however, it won the Van Sciver award for most original car at the 1946 AACA Devon Fall Meet and is still being shown in it's original condition by the present owner.

There is a newspaper picture from the 1940's (?) of a Packard truck with a column shift, I believe an "H" pattern. The picture was published around the time that gear shifts were moved from the floor to the steering column. The caption was one of those "you think it is new but actually done many years ago" topics, The picture is in one of my father's scrapbooks that he put together in the 1930's when he first started collecting early Packards. Unfortunately, I am away from home and cannot scan the picture and post it. I am still curious as to whether or not this steering column shift had already been used on European cars.

Interesting thought that everything was originally done in Europe. There is probably a lot of truth to this statement; however, at the risk of going off topic, please say which European manufacturer had a column mounted gear shift before Packard did on it's very early trucks.

There aren't too many cars rarer and more desirable to high end collectors than the Type 42 Bugatti Royale. Fifteen years ago it was hailed as the world's most expensive car and one was offered for sale for $10,000,000. There were supposedly only six made and if you happened to uncover a seventh and decided to sell it there were would be an incredible global feeding frenzy among the wealthiest collectors. There might not be dozens of buyers but there would be plenty with very deep pockets.

Rarity can mean a huge difference in value based on the car. West's 734 Packard Speedster is one of only a handful made and this rarity adds a substantial amount to the value. A Yugo may be rare but for an entirely different reason which does not increase it's value.

Wonderful collection of pictures with the great new shots. At the risk of making a statement that will be deleted, I wish our current college students could come out of their safe zones and see these. Oh, and then there's that certain NFL quarterback who doesn't like the stars and stripes.

My apologies, I did not realize that the Leno car was a T-Head. The 6" stroke seems a bit unusual for an engine designed by someone like Harry Stutz who built racing engines.