History We ALL Love a DARE! PIX of TRULY Extinct Makes?

Really nice to see the excitement about the various facets of Byron Carter's contribution to the development of the automobile on the American front. Fresh ideas and material keep this thread eternally going!

Carter was truly a pioneer, right on par with Olds, Packard, Chapin, Ford, Chrysler, Durant, etc., etc. Problem was, Byron suffered an ultimately fatal injury trying to start a car the old way. You need to read his profile, as HIS death (and close personal relationship with Leyland) led pretty directly to speeding up development of the electric automatic starter. And that, of course, saved many a broken arm, saved LIVES, and also led to domination of the gas internal combustion engine and fading of steam and electric.

 

Just found another shot of the Dodo, from the front:

 

Ward Leonard (Knickerbocker?) Touring, anyone?



Edit: No, the Knickerbocker was a 2 cylinder effort, this is a four speed (direct on 3rd) with 4 cylinders. Anyone have anything more about this Ward Leonard?

 

Déjà Vu, 1902 What a Modern Car Should Be

H. Ward Leonard got an amazingly lot of it right—a long time ago.

</HGROUP>By Dennis Simanaitis June 9, 2011

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There's a great deal of soul searching these days about options for personal mobility&#8212;just as there was more than 100 years ago. Thanks to the kindness of reader P. Mueller sorting through papers in his attic, here's "What a Light Touring Car Should Be," presented by industrialist H. Ward Leonard to the Long Island Automobile Club on February 26, 1902.
According to Nick Georgano's seminal Encyclopedia of Motorcars 1895 to the Present, the Ward Leonard Electric Co., Manufacturers of Motor Cars, Bronxville, New York, built the Knickerbocker, a 2-cylinder gasoline car, as well as an electric car under its own name from 1901-1903.
In his paper, Leonard assesses the three propulsion choices of his era&#8212;gasoline, electric and steam. He rates them with regard to his own measures of goodness, specifically safety, reliability, speed, depreciation, economy, hill climbing, appearance, first cost, noise and smell. Not a bad list, nor absurd ordering even today. In offering these particular criteria and his evaluations, he notes, "I have given my own opinion of the matter in order
to invite discussion."
I'm delighted to do the same here. What follows, directly from this paper, is a summary of his evaluations, together with an annotated selection of his observations, many of which remain uncannily spot-on today.
On Safety
Leonard's safety priorities certainly satisfy the modern idea of fail-safe design. There's irony here as well: "The gasoline type is safest, then electric and then the steam, this being due to the fact that the maximum power of the gasoline engine is so limited, as compared with that of the electric and steam, and that almost any derangement of the mechanism tends to reduce the power and stop the car, while a derangement of certain devices of the steam or electric car may greatly increase the power for a short time, and consequently the danger."
A comment on brakes hints at Leonard's enthusiastic driving style: "The most skillful chauffeur is the one who so handles his car that he uses his brakes least." It's as though he could foresee racing a Formula Ford.
On Reliability
Leonard's definition of reliability isn't inappropriate today: "...going from where you start, to where you want to get to, whether it is very cold or very hot or very wet or very dry or very hilly or very sandy."
His ordering of goodness is gasoline (a weak link, its electrical system), steam (boiler and burner being suspect) and electric ("the battery, which is almost unreliability itself when considering long tours over country roads"). Plus ça change, plus c'est la même chose....
One of Leonard's hopes has been fulfilled, though it took 100 years: "There seems to be no good reason why a sparking plug should not last indefinitely." On this, his timing was off: "I have good reason to believe that such sparking plugs will be on the market before long."
On Speed
Observes Leonard: "The chief cause for the existence of the modern automobile is its speed. There are few persons who want a slow automobile after having ridden in a moderately fast one."
To which I can only add "amen."
Even in 1902, "A touring car should be capable of making from 30 to 35 miles per hour on a first-class level road." Recall this is about 10 times a brisk walking pace, perhaps five times that of a horse and buggy.
On the benefit of direct drive in top gear: "There is no necessity of having any gear wheels in motion at high speeds... a very considerable amount of power is wasted in driving two or more wheels in a bath of oil." Leonard continues, "This is really a well-known form of brake for consuming power in making tests." And, of course, here he's talking about the brake dynamometer, a device still used today to measure the output of an engine (and the reason for the term bhp, brake horsepower).
As for the electric car and its heavy battery: "Its weight is the principal matter to be considered in designing the car."
On Depreciation
"The most difficult one to judge beforehand," Leonard notes of depreciation, citing "the inability to get promptly from the manufacturers the interchangeable parts desired."
Recall, this was 1902, three years before a Society of Automobile Engineers (today's SAE International) took on the standardization of automotive parts. It was six years before Cadillac won the British Royal Automobile Club's Dewar Trophy. Its achievement in March 1908? Disassembling three Model K Cadillacs, scrambling their parts into a heap, even swapping 89 of the components with those from separate stock, then reassembling the cars&#8212;and demonstrating that all three operated just fine.

From: http://www.roadandtrack.com/deja-vu-1902-what-a-modern-car-should-be

 

page 2 - Déjà Vu, 1902 What a Modern Car Should Be

H. Ward Leonard got an amazingly lot of it right&#8212;a long time ago.

</HGROUP>By Dennis Simanaitis June 9, 2011

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Leonard gets positively jingoistic with this: "The foreign made car is, of course, the worst of all in this regard. It is usually out of the question to attempt to cable to the foreign maker, because he would probably not understand what you wanted, and if he did would pay no attention at all...." He cites experience with several French cars and says he'd pay a 50-percent premium for American iron.
Leonard's ordering of depreciation is gasoline, then steam (mainly boiler depreciation) and worst electric (you guessed it: "The storage battery, which is its chief defect").
On Economy
"The economy of the gasoline car is much greater than the steam car, and the economy of the steam car is again much higher than the electric car." Alas, Leonard's evidence focuses only on gasoline: "Recent tests in France have shown that a car...was driven on a first-class level road 30 miles with a consumption of 1 gallon of gasoline."
Hmm, 30 mpg, not bad for the mechanical inefficiencies of 1902.
His own experience: "...a light touring car, with four passengers, can be driven about 20 to 25 miles in average touring per gallon of gasoline. This means roughly about 12 cents per hour while touring or about 1&#8211;2 cents per mile."
Expanding a bit on his analysis, let's assume a touring speed of 20 mph (likely a bit high, but we are enthusiasts, after all). Taking his low estimate of 20 mpg, we get one gallon of gasoline per hour of touring. Hence, given his "about 12 cents per hour," Leonard must have been spending about 12¢/gal. for his gasoline. A handy Google-sourced Inflation Calculator pegs 12¢ in 1902 being worth $2.98 today.
On Hill Climbing
Leonard's ordering on hills is steam, gasoline and electric. He observes: "...the steam car has one great advantage. It can stop and get up a high steam pressure and then rush almost any grade."
I like that image of rushing the grade.
By contrast, "A gasoline touring car should have three speeds in order to get the proper application of the power to the conditions of usual touring."
Leonard makes no mention of an electric motor's generation of maximum torque from 0 rpm. On the other hand, electric cars of the era were designed to be sedate city transport and were not renowned for their performance.
On Appearance
Leonard's aesthetic sense, albeit without much discussion, sets his ordering as electric, gasoline and then steam.
"On this score," he observes, "little need be said except that the tonneau type of car, with motor forward, is rapidly becoming the favorite model for gasoline car, and even the steam cars abroad are now made this way.
"The most serviceable design will survive," he predicts, "and the public will all soon think it the best in appearance, even though it may not impress them so at first.
"To confirm this," Leonard suggests, "examine a picture of a locomotive of twenty years ago [i.e., 1882] which at the time was thought very fine and now looks ridiculous to us."
On First Cost
In terms of increasing initial cost, Leonard orders them steam, gasoline and electric. Though he doesn't really analyze differences among technologies, his overall assessments strike a decidedly modern chord: "It is a surprising fact that the first cost seems to steadily go up both abroad and in this country. This is due to the fact that the expensive improvements added each year more than offset the savings due to reduction in cost of manufacture...."
Citing French car pricing, "a light touring car of first-class make for four passengers having about 8 horse power and weighing about 1300 pounds costs from $1200 to $1500." The Inflation Calculator is helpful again: Figure on this 1902 range being equivalent to $30,000&#8211;$35,000 today. To put this in perspective, the average new car price in 2010 was $29,217.
Continues Leonard: "...the price of the best made cars is not likely to get much below this and the people who are waiting to get a first-class passenger car for about $500 will never get it."

 

page 3 - Déjà Vu, 1902 What a Modern Car Should Be

H. Ward Leonard got an amazingly lot of it right&#8212;a long time ago.

</HGROUP>By Dennis Simanaitis June 9, 2011

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What with this equating to about $12,500 today, a lot hinges on the definition of "first-class." What's more, Leonard couldn't have known of a fledgling automaker named Henry Ford, nor of the latter's Model T coming in only six years. With mass production, a 1916 Model T Runabout could be had for as little as $345 (figure $6850 in our dollars). By that time, more than half the cars in the world were Model T Fords.
On Noise & Smell
"On the question of noise and smell, there is much more talk in this country than abroad." Is Leonard paralleling our 1970s' recognition of automotive emissions, a decade before Europe caught on?
No, actually his reasoning is along different lines. "This is due to the fact that the steam and electric cars are more common over here and were the first ones in the field in any considerable numbers." Leonard's ordering on noise and smell is based on this: electric best, then steam and last gasoline.
But then he cites "the doctrine of survival of the fittest" and observes "the bad smell of unburned gasoline vapor which is so familiar is to a large extent inexcusable and indicates an improper mixture or a defective ignition. Similarly there should be no smell from a properly designed and properly handled steam car."
Of course, no one in 1902 talked of dwindling energy resources, peak oil production&#8212;or OPEC. In fact, early refineries optimized for producing kerosene and lamp oil had been known to discard their excess higher distillates&#8212;gasoline!&#8212;into nearby streams. And matters of clean air were far from being crucial in any criteria of design.
Yet, observes Leonard darkly, "The electric car is free from any objectionable odor except when it is being charged, and the public knows very little about this."
Though his company built the gasoline Knickerbocker as well as an electric car under its own name, I get the impression that H. Ward Leonard had already seen his own particular automotive future.
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Mike, FASCINATING and worthy article there! The TABLE provokes long pondering, too! Most interesting of all is the gasoline cars rated ahead of steam and electric in favorable rate of DEPRECIATION and overall economy of OPERATION! Great posts, man!

 

http://www.bhamwiki.com/w/Preston_Motors_Corporation

 

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edited by David Barth, 20 February 2013.
Courtesy the Broadmoor Hotel & Resort, El Pomar Carriage Museum, and Spencer & Julie Penrose Foundation.
Photos were taken by Dave Barth in March 2011.

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Dixon Truck made in Altoona PA. As far as I know this is the only one left, this one was owned by a local quarry and when they were finished with it they left it in the quarry. It was rescued by the quarry owner several years ago and restored to running condition

 

I did find a photo of a 1923:

You can see the major difference: the wheels. Wooden spokes on the 1921 and what appear to be steel wheels in the 1923 photo.

Here is another picture, of a 1923 Gray Dort, that shows the very distinctive shape of the edge of the fenders, easily seen in my original photo.


hey thanks for the pictures .that is a great one of the 1923 gray dort .I dont know how the whole gray and gray dort thing worked .i just know grat teemed up with dort and then they split and i know that gray was a manager at ford and then went his way to make his own stuff that looked like fords. but eventually didnt get enough backing of money after 1926 .so that 23 gray dort in the picture is really rare.like it might be the only one of its model and year left? i love stuff like that thanks
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Photo Feature: 1941 Willys 441 Station Wagon

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--><SMALL>Written by John Biel in Classic Cars</SMALL>
1941 Willys 441 Station Wagon

Note: This article is reprinted from the June 2013 issue of Collectible Automobile.
In the &#8220;baby boom&#8221; &#8217;50s, Americans came to embrace the station wagon in a big way. It was just the right kind of motor vehicle for families expanding both in size and in number. But it was a friendship that took time to grow.
Prior to World War II, the station wagon was a little harder to like. Almost uniformly constructed with wood bodies, early wagons needed to be serviced as much as they served. Still, their ranks grew steadily throughout the &#8217;30s as, one by one, automakers began adding them to their factory-cataloged rosters.
Even the smallest of manufacturers eventually felt compelled to enter the field. Among them was Willys-Overland of Toledo, Ohio. In 1940, Willys added an $830 wagon to its 440 DeLuxe line with a U.S. Body and Forging Company body manufactured in Frankfort, Indiana.
The following year, the wagon came back bigger and better than before because the compact 4-cylinder
Willys was bigger and better than ever. For starters, wheelbase grew to 104 inches, a gain of 2 inches. Frontal styling was revised with cleaner hood decoration and a low, uninterrupted vertical-bar grille, a change from 1940&#8217;s divided unit. Teardrop-shaped bezels held new sealed-beam headlights (Willys switched to the improved lights a year after most other American makes) and integrated the parking lights. Horsepower from the 134.2-cid L-head engine was nudged up to 63 (from 61), and a hypoid axle was adopted.
Willys began marketing its Series 441 as the Americar. Body-style offerings remained the same&#8212;business coupe, 4-door sedan, and wagon&#8212;but a new Plainsman level with overdrive and a finned high-compression head was added above the continued Speedway and DeLuxe lines.
The 6-passenger station wagon continued to be offered only at the DeLuxe level. Willys promoted it as &#8220;the answer to the need for a fine low cost estate wagon,&#8221; and added, &#8220;This fine car is beautifully appointed, has large roomy interiors, a powerful thrifty engine, speed, power, easy handling, easy riding and dependability.&#8221; The price was boosted to $916 for &#8217;41.
The example displayed on these pages belongs to Al Maynard of Clinton Township, Michigan. When photographed, it was believed to be one of only two in existence.
A synchronized 3-speed transmission, with the column shifter that was made standard throughout the Willys line for &#8217;41, is hooked to the undersquare four. Accessories include a heater, wheel trim rings, and 5.5 x 16 four-ply whitewall tires.
The car rests on an &#8220;X&#8221;-braced frame that was widened and strengthened for 1941. Leaf springs are used at all four corners, with a semifloating axle in back and a reverse-Elliott-type I-beam axle in front.
According to Maynard, the car&#8217;s user history can be traced back to Long Island, New York. He bought the car in 1982 from John Bokeeno of Norristown, Pennsylvania. Maynard, Bokeeno, and several other men then undertook a complete restoration.
The Willys &#8220;woody&#8221; wagon made its final appearance in 1942, when it sold for $978 to start. Buoyed by the battlefield success of the little four-wheel-drive &#8220;jeep&#8221; that it built by the hundreds of thousands during the war, Willys would use it to inspire a new kind of station wagon&#8212;one with an easy-to-care-for steel body&#8212;in 1946. For the new postwar baby boom families, the modern station wagon couldn&#8217;t have come along at a better moment.

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Written by: John Biel on May 7, 2013.

 

Bring a Trailer: 1950 Dodge Power Wagon Campbell woody

You might want to bring a few gallons of varnish, too


Read more: http://www.autoweek.com/article/20130513/carnews01/130519938#ixzz2TeG9PAKl

dodgepowerwagon.com
For $150,000, stop traffic -- or drive over it -- on your way to the beach.

By: Graham Kozak on 5/13/2013

We've featured Dodge Power Wagons before, but we've never seen one quite like this 1950 Power Wagon Campbell woody conversion. That's probably because it's the only one known to exist.
Combining the go-anywhere ruggedness of the Power Wagon with the beachside cool of an old woody, the bus-like conversion should be able to carry you and your dozen closest friends, plus gear, anywhere and back. Forget about tossing a surfboard or two on top of this thing -- we bet it could shrug off a sailboat on the roof.
Even better, its history and restoration have been well-documented by the current owner/seller. And its origin is remarkable: Its first owner, Charles Ward, was a rough-riding entrepreneur-turned-prisoner-turned-greeting card company president so loved by his employees that they bought the wagon for him for Christmas 1949.
So what's not to love?
Well, you're going to have to stop to answer questions from excited onlookers wherever you go should you ever try to take it on the road. Even worse, Filson, Orvis and L.L. Bean will pester you endlessly in hopes of securing your truck for ad campaigns.
And then there's the small matter of the price: The owner is asking $150,000. Given the price of varnish these days, though, you shouldn't even consider taking ownership of this beast unless you've got deep, deep pockets in the first place.

 

1950 Dodge Power Wagon Woody - Tree Hugger Special

A 1950 Dodge Power Wagon Woody

By Jim Allen, Photography by Jim Allen



Read more: http://www.fourwheeler.com/featuredvehicles/129_0801_1950_dodge_power_wagon_woody/#ixzz2TeJwLSUQ


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Now here is some class. One of the last of the "Splinter Fleet" of 4x4 woodys, Wellman's '50 is the only Campbell Power Wagon known to have survived out of a small (but unknown) number built. Campbell, a Division of the Mid-State Body Company, was based in Waterloo, New York, and was in business from 1932 to 1957. This truck has an optional 8,000-pound Braden MU-2 PTO winch.




The eras of the woody and the 4x4 almost passed in the night without meeting. Prior to World War II, four-wheel-drive light-duty trucks were practically nonexistent. After the war, four-wheel drive was a growing phenomenon in the 1-ton-and-lighter truck categories, but by then the woody was singing its swan song. Only a very few 4x4 types were made into woodies from the late '30s to the early '50s.
The woody evolved from the "depot hack," a special wooden body designed to carry passengers and luggage from the train station to a hotel. The market for these practical people movers was handled by coachbuilders who converted privately owned vehicles or commercial fleets, or worked under contract for various car or truck manufacturers. Though not necessarily in the same category as a depot hack, car-based woody station wagons are better known. If you say that any vehicle with a wooden body is a "woody, " then you can say that most woodies were built on truck chassis.
The four-wheel-drive Power Wagon pickup debuted in 1946 and filled an almost empty spot in the market. Stout construction and capable performance made it a top choice in a variety of roles, including the conversion into woody station wagons. Even in light of the all-metal four-wheel Jeep Wagons that debuted in 1949, a small number of other 4x4 trucks were being converted by the handful of coachbuilders still producing woodies. The evidence comes from period photos and a handful of survivors like George Wellman's 1950 Power Wagon with a Campbell "Surrey" body.
This truck has an interesting past. It was given as a 1949 Christmas present to Charles A. Ward (1886-1959). At that time, Ward was the president of Brown & Bigelow, the famous calendar publisher that is now well past a century in business. The Power Wagon was given in honor of his then 25 years of service. Ward was an avid outdoorsman, and the burly 4x4 suited his recreational pursuits. The Wagon ended up at his place in Arizona, and was traded in by Ward's wife on a Cadillac a few years after his death.
Wellman acquired the woody in 1995 from its third owner. Fortunately, the Arizona climate had been relatively good to it. After a 3-year cosmetic restoration, the body was put back into the same yachtlike condition as Campbell's craftsmen built it almost 60 years ago. The front clip was repainted in its original blue, but Wellman carefully avoided a full restoration to retain the originality of the truck. It's showing only about 30,000 miles.


Time and termites take their toll, and a woody of any type is a rare and expensive collectible. In the world of four-wheel drive, the survivors are even scarcer. We're talking a handful of Marmon-Herrington Ford woody wagons, a couple of Campbells on various chassis, and a couple of Cantrells to remind us of the days of wooden trucks and iron men.

• The interior of the woody Power Wagon is reminiscent of a fine yacht and exudes craftsmanship. There are four bench seats-three seating three and one seating two. The floor is wood, except up front. In most cases, the trucks arrived at Campbell in "flat-faced cowl" configuration. That meant a front wrap, the cowl, dash, windshield, and floorboards, but a bare chassis from there back.
  
  
  
  
• The interior is compete with lots of vintage accessories the first owner installed to civilize the Power Wagon for genteel adventure. These include an oversized Evans heater, a vintage electric clock, and a tube-type AM radio...
  
  
  
  
• ...The plaque at the center reads, "A symbol of friendship to the Charles A. Ward family from their loyal friends at Brown & Bigelow, Christmas 1949, on the eve of Mr. Wards 25th anniversary with the House of Quality." Nice friends!
  
  
  
  

• The Campbell Surrey seats 11 in relative comfort. The body is framed and floored in ash, with 1/2-inch marine-type mahogany veneer plywood panels. The roof is made up of basswood strips, covered on top by insulation, a layer of cheesecloth followed by a rubberized cotton sheet that's tacked to the top with strips. Much of the original wood was intact for the restoration, but the floor and roof both needed extensive repair and replacement, and one mahogany side panel was replaced. This was a testament to Campbell's preparation almost 60 years ago. After being treated with filler, the wood was rubbed down with oil and given two coats of a tough exterior varnish and dried in a booth at 80 degrees. When dry, it was hand-sanded and given another final coat of varnish.
  
  
  
  
• The Wellman Power Wagon's unrestored powerplant is a 230ci version of Dodge's legendary L-head six. In light truck use, versions of this "small-block" flathead engine appeared in 201ci, 217ci, and 230ci displacements. The "big-block" truck version, used in later Power Wagons, displaced 251cubes. In '50, the 230 cranked out 94 hp. With all that power, you can get up to about 65 mph if you have a mile to accelerate. This engine puts out a lot of torque down low, but is done making power by 3,600 rpm.
  
  
  
  

Vehicle: 1950 Dodge B2PW Power Wagon with Campbell Body
Estimated Value: $100,000+
Engine: 230ci L-head Six
Max horsepower @ rpm: 94 @ 3,200
Max torque @ rpm: 186 lb-ft @ 1,200
Transmission: NP420 four-speed
Transfer case: NP200 two-speed
Axles, f/r: 9.63-inch Dodge Corporate/9.63-inch Dodge Corporate
Ring & pinion: 5.83:1 (4.89:1 standard)
Tires: 9.00-16 nondirectionals (7.50-16 standard)
GVWR (lb): 8,700 (7,600 standard)
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I just stumbled across this photo of the Lexington racecar mentioned above while researching my Diamond T and Bonneville racing history. This photo was in Utah archives. I don't know if that means the photo was taken in Salt Lake City? It could just as easily be Denver or Connersville?

 

Kerry Klotzman, 1935 Pontiac Deluxe Eight Opera Coupe prototype. Kerry says:
"La Bamba" is one of 50 built, only one of three known to exist, but mine is the only ALL original survivor with paint, interior, etc, (everything except tires, belt and battery), just the way it left the factory. It has 53k miles on it and everything works! I bought it from Hilda Miller, widow of Milt Miller (Pontiac dealer in Euclid) in 1988, it had 49K miles at the time. It is a pleasure to drive, the straight eight pulls strongly and eagerly holds 65 MPH. New for 1935: First year for the "Silver Streaks", triple sealed hydraulic brakes, all steel "turret" top, Independent (DuBonnet) "knee-action" front suspension (deluxe models only), full syncromesh transmission, and "suicide" doors.

 

1935 Buick Model 96S Sport Coupe

In 1935, Buick produced forty-two 96S Sport Coupes and this is the only known survivor of this production run.

This Series 90 Coupe sits on a 136-inch wheelbase and weighs 4,516 pounds. The car sold new for $1,875.

The car is powered by a 334.8-cubic-inch, inline 8-cylinder engine, developing 116 horsepower.

The present owner of this car was first seduced by the 96S Sport Coupe, with its long hood and Art Deco lines, when he saw one in a Buick advertisement when he was a young boy. Some fifty years later he found one of the only forty-two 96S coupes Buick ever built. It had been badly neglected and required a painstaking five-year restoration. Finished in 2003, it was shown at Pebble Beach where it won an award. It has just returned from being on exhibit at the Alfred P. Sloan Museum, in Michigan, as part of the centennial celebration of General Motors.

Considered to be the only Buicks that gained recognition by the Classic Car Club of America of Full Classics, the series 90 that were produced during 1931 to 1942 are also the most luxurious cars ever produced by Buick.

 

Here's a 1934 Wolseley Hornet I painted on the weekend at the '100 Years of Morris' celebrations here.
One of 12 extant in Australia.
The owner said 'If you didn't have a Hornet to race pre- war, you may not have been doing much'.
Very pretty car. 2.2 litre OHC six.

 

Great artwork!!!! Just checked out your albums. Below is my personal favorite. My Dad had a '62 Dodge Dart 440 four door white over red. I loved that car. Hebut he bought it new when I was 8 years old. I dreamed of driving that car when I got my license at 16 but he sold it before I could.

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Adams- Farwell
The Adams Co.
Dubuque, Iowa
1904-1913

The Adams-Farwell Motor Car Company of Dubuque, Iowa placed on the market in 1904 an American Automobile that had many original features. These features included a 20 horsepower revolving cylinder air cooled gasoline motor. The Adams Co. then produced a 45 horsepower five cylinder model in 1906.
It appears from advertising that Adams-Farwell built 3 different models in there short history (1904-1913). The company was owned by Eugene Adams and Fay Oscar Farwell.


Make sure you check out the video!!
http://www.youtube.com/watch?feature=player_detailpage&v=Y0XbqHUAI-0



1906 Adams-Farwell - The Adams Co. Dubuque, Iowa

 

Has anyone got any pics or info on the 1941 Mifflinburg Willys Woody ? Was it located ? Or is it stil MIA ?

 

Maybe? She has the '41 grille.



At least one Mifflinburg-bodied 1941 Model 441 wagon is known to have been produced, but it was a one-off and not part of the official Willys wagon program.

From: www.coachbuilt.com

 

Road to Cleveland: Peerless

Tale of the 1932 Peerless prototype


Fascia of 1932 Peerless prototype touring sedan
Photo by Sarah R. Sphar



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Photo by Sarah R. Sphar​

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Home to more than 80 automobile manufacturers throughout its history, Cleveland was once the epicenter of a four-wheeled revolution. It is a rich history, filled with dashing characters and colorful tales of failure and fortune, and there is no better place to experience it all than the Western Reserve Historical Society's Crawford Auto-Aviation Museum. In this series, Crawford director Allan Unrein shares the cars and stories from Cleveland's automotive past, beginning with the museum's 1932 Peerless prototype touring sedan. This one-of-a-kind car was a technological marvel, and the styling created by a twentysomething designer was riveting. It was to be a new model for the fabled Peerless Motor Company, but the Depression, WWII and beer ultimately got in the way.
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Watch this Video

http://vimeo.com/7711937#

 

Possibly not quite the only survivor because Buick also built 137 of them just the same in 1934 - the 1935 models were a carryover of the 1934s, filling in until the completely new 1936 models were introduced in September 1935. There are pics of a 1934 Model 96 here - http://www.conceptcarz.com/vehicle/z16037/Buick-Model-90.aspx

 

I live in Buffalo,N.Y. we have had quite a few, ER Thomas,playboy,buffalo runabout and and electric car ,automatic electric,Hercules electric,Kensington, pierce-arrow, ,Conrad electric,babcock electric, the eagle auto co.,Genesee Motor Co,king motor car,Spaulding Motor & Auto Co, probably more but that's all I got right now

 

Anybody have any information on 1931 Pierce Arrow limos.?

 

I found this advertisement on 1931 Pierce Arrow Limo's and a fellow I know owns a 1931 Pierce Limo that is said to be the Waldorf Astoria Car.

Here's a couple links with some more info on 1931 Pierce Limo's;

http://www.conceptcarz.com/vehicle/default.aspx?carID=10290&eventID=571

http://www.conceptcarz.com/events/eventVehicle.aspx?carID=10290&eventID=682&catID=2428

 

Limousine
Coachwork: Willoughby

This Pierce-Arrow Model 41 Limousine was custom-built for Fred Beebe of Cape Cod, MA, an eighty-year-old multi-millionaire and life-long bachelor who lived with his brother and sister at their vast family estate, actually ordered two nearly identical vehicle; one in blue and one in red.

Mr. Beebe ordered this car to be just like his 1913 Pierce-Arrow, both in appearance and appointments, and he specified very detailed measurements and requirements. It was ordered without Pierce-Arrow's most recognizable feature - headlights which flare into the fenders - but was given traditional headlights. It was also ordered with brass hardware throughout, carriage lamps, a roof rack, foot warmer, ceiling netting to accommodate top hats, and two passenger-to-chauffeur telephones. Another unique feature was the windshield wipers that run from side-to-side.

The car was purchased directly from Mr. Beebe's family and had always been chauffeur-driven and maintained, and remains in its unrestored, original condition today.

The car carried an original factory price of $9500 and rests on a 147-inch wheelbase. Powering the car is an 8-cylinder engine rated at 132 horsepower.
By Daniel Vaughan | Dec 2011

 

Thanks a bunch! I know a gentlemen that owns 1, just kinda wondered how rare are they.


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