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

VintageRide, if experts like Hemmings and ACCA say only about 70 Coles have survived, after decent production from 1911 through 1925, THAT surely makes a statement right there about how people used to regard motor cars, doesn't it?

It surely says there were very few COLLECTORS around in the early years, eh?

 

Certainly does. In many cases the cars just were not appreciated or discarded when they were broken. Heck, early on folks just did not know how to deal with them if they stopped working. A few lucky folks were trained to work on them.

The Cole was one of the cars that Mr. Saunders owned (early east coast customizer). There is a ratty picture of his car on my profile.

The Cole was ahead of the technology game but folded the same year of Mr. Cole's death. Yet another example of a great marque from Indiana.

Vintageride

 

VintageRide, your profile is really interesting reading! Can surely see where passions are!

Someone recently asked about any surviving Aerocars. Though I found some great photos, they were strictly copyrighted, so I didn't repost them. DO YOU HAVE ANY EXTERIOR SHOTS of your dad's???

 

Not Extinct but with the recent conversation on Oakland Pontiac, I thought it was too cool not to share. I had the pleasure of seeing this vehicle in the flesh at a National Pontiac Oakland meet held here several years ago

1926 Pontiac Boat Tail Race Car

This hill climb is the oldest documented Pontiac race car in existence. It was manufactured very early in 1926, Pontiac's first year of production. It began life as a standard two-door sedan sold to McRorie-Sautter Motor Company, an Oakland dealership and distributor located in Utica, New York. General Motors introduced the Pontiac as part of its Oakland line - a quality six-cylinder car, designed to sell at the price of a four. The car was a runaway success; Pontiac bears the unique distinction of being the only GM offspring to kill its parent company as Oakland became Pontiac in 1932.

Shortly after the car's sale, the owner suffered a fire, which destroyed the passenger compartment. The car returned to the dealership where the chassis was taken across town to the Willoughby Company, a local coachbuilder with a national reputation for building custom, quality vehicle bodies on high-end automobile chassis. The rough finish of the boat-tail body and the lack of a Willoughby number plate seem to indicate that the conversion was a quick and dirty job, certainly not in keeping with their usual high-end coachwork.

The car first raced at the Sherrill Hill Climb on August 14, 1926 where it won first in class and in unlimited displacement, taking home two trophies and $20 in prize money. The car was named 'Hill Climber' and went on to compete as a dealer-sponsored racer until its retirement in 1932. The car stayed in the McRorie family through three generations. It left the Utica area in 1983 after the dealership closed. By that point it had fallen into disrepair.

In May of 1997, current owner, Arnold Landvoigt responded to a computer bulletin board ad for a 'one of a kind 1926 Pontiac Boat Tail Racer.' He and his wife, Lois, fell in love with the car and purchased it on the spot. They have since restored the car and researched its history along with that of racing in upstate NY in the 1920s. Hill Climber is now a certified AACA Competition vehicle that has toured the country. Source - AACA Museum

You can find more pictures here

http://www.conceptcarz.com/vehicle/z9545/Pontiac-Boat-Tail-Racer.aspx

 

HJ, where IS George McCamey's car museum (Post #692)? And, does this mean that TWO Geronimo owners may be unaware of each others' existence (and ocnflicting claims)?

 

SDHotRod & HJManiac, I've been stumped on the air-cooled FOX. Must be rare as hen's teeth (OR even EXTINCT), since it only hung around from 1921-1923.

Am I to understand that this was a subsidiary venture of the FOX gun company? That is STILL regarded as one of the finest gun brands. As a shotgunner myself, you don't see them available often for sale, and they are COSTLY when they do appear. Rarer than Crescents, even.

(Not to jump AHEAD, but if it's the FOX gun maker, then Stevens wouldn't have been the only gun maker to get into the car business, eh?)

 

Tincher

From Wikipedia, the free encyclopedia

The Tincher was a brand of automobile produced between 1903 and 1906 in Chicago, Illinois, and between 1907 and 1909 in South Bend, Indiana. The car was named after its developer, Thomas L. Tincher, but built by the Chicago Coach and Carriage Company.

The Tincher debuted at the 1903 Chicago Automobile Show, where its air-braking system was the technical wonder of the event. Not only could the air-system stop the car, but it could be used to inflate flat tires and power the car's horn.

The Tincher was also one of the costliest cars in production at the time, with a race version beginning at $12,000. Custom coach work on the touring cars and coach models could raise the price even higher. Small Tinchers, riding on a 90 in (2,286 mm) wheelbase, were priced in the $5,000 - $10,000 range.

In 1907, Tincher moved himself and the newly incorporated Tincher Motor Car Company to South Bend, Indiana, where Studebaker Brothers Manufacturing Company maintained its production facilities. Tincher had hoped that being near the Studebaker brothers (who were majority stock holders in the venture) would help not only development of cars and custom bodies, but sales as well.

However well built the cars were, the Tincher was discontinued in 1909 when it, and Thomas Tincher, both declared bankruptcy.

 

Jimi Shemi, I just posted the exterior shot of the Travel Trailer on my profile. This one was stored in a garage. It took decades to buy it. The tires still have the nubs on them. A July 1930 newspaper was inside.

As for surviving Aerocar Travel Trailers. There are a few. My unofficial count places about 3 in Museums (one aluminum skinned one out west, one in the Curtiss museum in NY, and one in Europe) and 2 in private hands (NY and ON) including Dad's. They cannot really tolerate any water since they were covered with treated fabric. So, very few have survived.

http://www.glennhcurtissmuseum.org/

We digress. I am sure folks understand.

Vintageride

 

Danville's Tincher Automobile
by John L. Tincher III

​

Thomas Luther Tincher, youngest of the eight children of Danville’s pioneering banker and merchant John L. Tincher I, formed a company to manufacture automobiles.

The Tincher Motor Car Company was located in <st1:city><st1> Chicago</st1></st1:city> before moving to<st1> <st1:city> South Bend</st1:city> , <st1:state> Indiana</st1:state> </st1> in 1908. The Tincher, a quality car, never competed in price with low price models manufactured by Henry Ford. While Mr. Ford’s cars were selling for $300 to $500 to fit most budgets, the Tincher was priced at $6500 for a select few. The <st1:city> Chicago</st1:city> plant produced six cars a year, and after moving to <st1:city><st1> South Bend</st1> </st1:city> , production was increased to eighteen autos per season.
The Tincher was manufactured in several different body styles. The Krupp Company in <st1:country-region><st1> Germany</st1> </st1:country-region> , (a world leader in new processes and quality production of steel), supplied much of the material for this auto and gave class to the Tincher with its parts of chrome nickel steel. Many servicemen will recall Krupp’s contribution to German armament with the Krupp guns armor planting. The Tincher was powered with a 50-60 horsepower engine, had a wheel base of 127 inches, and weighed three thousand pounds. It came in seven passenger models and carried a three year guarantee on all materials and workmanship.<o></o>

A silver cup owned by John L. Tincher III bears the following inscription:<o></o>

<st1:city> <st1>Wheaton</st1> </st1:city> County Fair
Sept. 13, 1907
First Prize
Three Mile Automobile Race
Won By
Allan Pirie
Driving Tincher Racer, Time 3 min. 20 sec.

​

This was a speed of nearly sixty miles per hour, quite an accomplishment seventy years ago. There is speculation that Allan Pirie was of the Pirie family of Pirie, Scott & Co.

The Tincher was not to have a future however as it was to join the long list of auto manufacturers that went out of business in the twentieth century. When the company failed Thomas Luther’s mother, Caroline, paid off his debts and the Tincher Motor Car Company was no more.

Following the failure of the company, Thomas Tincher moved to<st1:city><st1>laceLos Angeles</st1> </st1:city> where he became West Coast Distributor of the Haynes automobile. And the Tincher car? The Antique Auto Society in <st1> <st1:city> Hershey</st1:city> , <st1:state> Pennsylvania</st1:state> </st1> reported that it was thought that Mary Pickford owned a Tincher, maybe it is still preserved somewhere. If it is, it would be worth far more than the $6500 which seemed so exorbitant at the beginning of the century.

The June 6, 1907 issue of the “The Motor Age” magazine shows a detailed catalogue and article regarding the Tincher automobile.

It seems like history often repeats itself. When Tincher was building his auto, much of the body work was completed by a company in Germany, The Krupp Company. Today, this same company has factories in Danville. ThyssenKrupp began its Danville existence with the purchase of the Wyman Gordon plant on Lynch Road in 1991. Though the Tincher auto no longer exists today, ThyssenKrupp is alive and running.
<o></o>
`

 

The following includes mention of the Tincher Automobile

Automobile Accessories History

Lemuel Bosco of Akron, Ohio, spent $5 for an antitheft device that was supposed to lock the Splitdorf ignition switch of his car, but it did not stop a thief. He broke it off and took Bosco's Mercer for a joyride. The cops found the car undamaged, but Bosco was mad and vowed it would not happen again. Thus was born the Bosco Collapsible Driver. When inflated and propped behind a steering wheel, it looked like Charlie Chaplin, right down to moustache and derby. When the mannequin was not needed, it was deflated and stored under the seat. Standing a foot away from a car, no thief could tell that the rubber dummy was not a real man -- or so the ads in auto accessory manuals of 1910 would have you believe.

The Bosco Collapsible Driver Co. collapsed in two years, because it did not take even the dumbest thief long to realize that the guy who was sitting behind the wheel never even twitched, which meant he was either dead, in a coma, or not for real.

The Bosco dummy was one of countless inventions that never made it as auto accessories. It was not as practical as others that became popular and offered motorists additional comfort, convenience, or safety.

Many automotive components we now regard as necessities started life as accessories. They include headlamps, headlamp dimmers, turn signals, backup lights, windshield wipers, horns, jacks, speedometers, temperature gauges, rear-view mirrors, even bumpers and trunks. In most cases, an item's transition from accessory to necessity was interrupted by a period in which it was offered as an option by the carmaker.

Today, it's hard to believe that even the headlamp took these three steps, but it did. Some owners of the earliest cars took the candle lamps off their horse buggies and put them on their horseless carriages. they served as beacons to warn other drivers of an approaching vehicle, but they were not bright enough to light the road.

It is alleged that the first true headlamp was a kerosene lantern in the hands of a farmer. In 1887, a driver who had failed to make his destination before nightfall found an accommodating farmer who guided him by lantern light to his house. That farmer became the first "headlight."

Soon after, someone got the bright idea of offering motorists detachable oil lamps. Placed in silvered reflectors and outfitted with stands and handles, they could also serve as sources of light to repair flat tires at night. It was only a year or so afterward that carmakers started offering oil lamps as options.

As roads improved and night driving became commonplace, cars were fitted with acetylene tanks to feed gas to headlamps. The acetylene flame was not as easy to blow out as candle flames or oil lamp wicks.

Then came electric head and tail lamps, introduced on the 1898 Columbia Electric Car. The main reason makers of gasoline buggies started putting batteries into their vehicles was to power electric headlamps.

Early electric headlamps were blinding because they could not be "dipped" when cars approached one another. This drawback gave rise to the accessory dimmer. The forerunner was the so-called depressible headlight, which was introduced by the Guide Lamp Co. in 1915. It allowed a motorist to swivel headlamps vertically by loosening and tightening clamps, but he had to get out of the car to do this.

Depressible headlamps became practical in 1917 when Cadillac "automated" them. The lamps were placed on a trunnion. A bar extending to a lever on the steering column let the driver raise or lower reflectors.

In 1925 the depressible headlight became obsolete when the Guide Lamp Co. introduced the 2-filament headlight bulb. Switching between low and high beam was accomplished through a switch on the steering column. In 1927 the dimmer switch was moved to the floor, where it stayed for about 50 years until it was moved again -- to the steering column!

Another safety-oriented lighting system involved keeping the headlights or other front lights constantly on even during the day in order to help to prevent possible accidents because oncoming traffic can be seen. On December 1, 1989, Canada became the second country after Norway to require daytime running lights on all new passenger vehicles. In other countries the implementation of <acronym title="Daytime running light">DRLs</acronym> has had mixed response.

Another noteworthy lighting feature that started as an accessory and ended up as a necessity was the flashing turn signal, introduced by the Protex Safety Signal Co. in 1920. But the idea was proposed (sort of) in 1916 when C. H. Thomas of Norristown, PA, wrote to Popular Mechanics describing an invention -- a battery and electric bulb attached to a glove so drivers could see hand signals at night.

Flashing turn signals were first offered as an option by Buick in 1938, but only as rear flashing lights. In 1940 the flashing signal was extended to front lights, and the signal switch was given a self-canceling feature.

Austin had a different approach to signal lights. When the signal lever was activated by the steering column, a lighted lever popped out of either side of the B-pillar indicating the direction of turning.

While most automakers installed signal light indicators in the dash, Cadillac put them on the front fenders. More recently, upscale cars and trucks have put a signal light in the edge of the external mirrors.

The bumper is another piece of equipment that was an accessory before motorists considered it a necessity. Two pages were devoted to it in the 1922 automobile supply catalog of The Charles William Stores of New York, which claimed that, "Bumpers are cheap collision insurance." Priced at about $8 each, bumpers were clamped or bolted onto the front and rear of the car. Two or three years later, carmakers made bumpers standard.

Mail-order windshield wipers in the same catalog consisted of a rubber squeegee that was clamped to the top of the windshield frame. The driver moved this squeegee back and forth by hand, using a crank inside the car. At 89¢, this was the cheap model. If a guy was in the bucks, he could buy an automatic windshield wiper for $4.75 that "will work of its own accord so you can keep both hands on the wheel to control your skidding, sliding car."

The vacuum-powered unit, connected to the intake manifold by a rubber tube, had a major drawback. When the throttle was wide open, such as going up a hill, engine vacuum dropped and the wipers either slowed to a crawl or stopped altogether. Electric wipers did not do this, but when carmakers finally made windshield wipers standard, they fitted cars with vacuum models because they were cheaper.

The first law requiring motor cars to have an audible warning signal was passed in France in 1899. In the U.S., the factory-installed electric horn or Klaxon did not become popular until about 1915. Before then the horn was an accessory a motorist bought from an auto supply dealer. He could get any sound that pleased him -- squawk, toot, whistle, chime, or siren.

The era of the electric horn started in 1908 when the Lowell-McConnell Manufacturing Co. of Newark, New Jersey, purchased the rights to an electrically operated signalling device. F. W. Lowell, founder of the firm, called it a Klaxon, from the Greek word klaxo, which means to shriek. Soon, road signs warning you to "Sound Your Klaxon" were erected at sharp curves so that oncoming vehicles will be aware of your presence.

As recently as 1932, trunks were literally that -- separate cargo chests that motorists bought and strapped to the rear of their cars. Later in the 1930s, cars were designed with a hump in the rear, allowing carmakers to build in luggage compartments.

The first recorded use of the rear-view mirror was the one Ray Harroun had on his Marmon Wasp when he won the first Indianapolis 500 in 1911. The adaptation allowed Harroun to ride alone in his car, while other drivers needed riding mechanics to tell them when cars were on their tails or coming up alongside. By eliminating the observer, Harroun made his car slimmer, more aerodynamic and lighter.

Capitalizing on Harroun's success, the Marmon Auto Co. started to put rear-view mirrors on all its 1912 models. Other manufacturers followed suit. In 1940 the Guide Lamp Co. offered an accessory rear-view mirror that could be adjusted for day or night driving.
Here are some other accessories that made it to the big time:

• The 1903 Tincher introduced the motoring public to air-boost (power) brakes. It was not an option either, but standard equipment. But then, the Tincher sold for $5000-- about ten times the price of the average car of the day.
• The first adjustable driver's seat was offered in the 1914 Maxwell. The 1921 Hudson had sliding bench seats as standard equipment. Buick, in 1946, gave motorists the first optional 2-way power seat, and the 1953 Lincoln had the first optional 4-way power seat.
• In 1921, an innovator by the name of Wills Sainte Claire mounted a bulb on the rear of his car and wired it to a switch on the car's transmission, so it glowed when the car was shifted into reverse. Thus, the backup light was invented and sold as an accessory until federal law made it mandatory in the 1960s.
• The 1923 Springfield sedan is credited with being the first car to offer a radio as an option. Radios did not become popular until the early '30s, when they finally lost their reputation as a driver distraction.
• The 1928 Studebaker gave us the first windshield defroster; the 1937 Studebaker, the windshield washer.
• The 1939 Packard ushered in air conditioning.

 

Yes!

 

Hmmmm. Sure would like to know more about the '39 Packard air conditioning. I was under the impression Nash worked hard on flow-through ventilation (even before joining with Kelvinator), because they made passenger comfort a HIGH priority. After the Nash-K union, work began on a true auto air conditioner.

 

Packard was the first. West Peterson, a Mn. Native who is the editor of the national AACA magazine has one I believe. He resides in or near Dayton and has his office in the Packard Auto Museum there.

There's a story about a fellow with his '40 or '41 Packard driving along with the windows rolled up and the people next to him trying to get his attention because something was dripping from under his car. When they did finally get his attention, he responded "Oh, that's just the Air Conditioning"

 

Automobile air conditioners

Air conditioner systems are designed to allow the driver and or passengers to feel more comfortable during uncomfortably warm humid or hot trips in a vehicle. Cars in hot climates often are fitted with air conditioning. There has been much debate and discussion on what the usage of an air conditioner does to the fuel efficiency of a vehicle. Factors such as wind resistance aerodynamics and engine power and weight have to be factored into finding the true variance between using the air conditioning system and not using it when figuring out difference in actual gas mileage. Other factors on the impact on the engine and an overall engine heat increase can have an impact on the cooling system of the vehicle.

1953 Chrysler Imperial with factory trunk mounted "Airtemp".


The Packard Motor Car Company was the first automobile manufacturer to build air conditioners into its cars, beginning in 1939. These air conditioners were originally optional, and could be installed for an extra $274 (about $4,050 in 2007 dollars<sup class="plainlinks noprint asof-tag update" style="display: none;">[update]</sup>). The system took up the entire trunk space, was not very efficient, and had no thermostat or independent shut-off mechanism. The option was discontinued after 1941.

In 1954 the Nash Ambassador was the first American automobile to boast front-end, fully-integrated heating, ventilating, and air-conditioning system. The Nash-Kelvinator corporation used its experience in refrigeration to introduce the automobile industry's first compact and affordable, single-unit heating and air conditioning system optional for its 1954 Nash models.<sup id="cite_ref-21" class="reference"></sup>This was the first system for the mass market with controls on the dash and an electric clutch. Marketed under the name of "All-Weather Eye", the Nash system was "a good and remarkably inexpensive" system. Entirely incorporated within the engine bay, the combined heating and cooling system had cold air for passengers enter through dash-mounted vents Nash's exclusive "remarkable advance" was not only the "sophisticated" unified system, but also its $345 price that beat all other systems.

Most competing systems used a separate heating system and an engine-mounted compressor with an evaporator in the car's trunk to deliver cold air through the rear parcel shelf and overhead vents. General Motors made a front mounted air conditioning system optional in 1954 on Chevrolets and Pontiacs with a V8 engine that added separate controls and air distribution. The alternative layout pioneered by Nash "became established practice and continues to form the basis of the modern and more sophisticated automatic climate control systems." The innovation was adopted quickly, and by 1960 about 20% of all cars in the United States had air-conditioning with the percentage increasing to 80% in the desert areas of the Southwest. American Motors made air conditioning standard equipment on all AMC Ambassadors starting with the 1968 model year, a first<sup id="cite_ref-28" class="reference">]</sup> in the mass market with a base price starting at $2,671. By 1969, over half (54%) of the domestic automobiles were equipped with air conditioning; with the system needed not only for passenger comfort, but also to increase the car's resale value.

 

Well done, SunRoofCord!

I remember the monster units in the '55 and '56 DeSotos. The chiller took up a ton of space in the trunk! Sounds as though they were rpetty similar to the '39 - '41 Packard units, concept-wise.

SO, THAT's the EXTINCT type of AC ! Now, back to extinct & near-extinct cars!

 

Back in mid-September, HAMB Alliance Member Alchemy posted pix of some PIECES of the Spaulding, built in Grinnell, Iowa, from 1910 to 1916. This was, likely, a "regionally" marketed car make, BUT, anybody out there know if a REAL specimen still exists, somewhere? Here are Alchemy's notes:

"This is about all that is left of a Spaulding, made in Grinnell, Iowa in the teens. The Iowa Transportation Museum searched extensively for any examples of a Spaulding car, and all they could find was an unrestored partial chassis. It's currently undergoing restoration for display in the museum."







So, here's a real Spaulding, back in the day!

From the Stewart collection of the Drake Community Library, Grinnell,
Iowa, here's a promotional shot of a 1913 Spaulding climbing the Iowa
Capitol steps.

And here's a shot of the Spaulding "boys" hard at work in the factory. Obviously, this "production line" was no Ford-type mass-production
method! COOL SHOT!

 

Spaulding of New York


1903 Spaulding Touring


The Spaulding Automobile and Motor Company of Buffalo, New York produced an automobile named Spaulding from 1902-1903.

Evidently, there were two different Spaulding cars made, the one in Iowa and this one in New York

 

Here is some original artwork for a Graham Spirit of Motion (aka Shark Nose) 3 window coupe. This poster was drawn up for an auto show in 1938. I'm assuming they had something from the factory to draw from.

I don't believe that Graham actually ever built one of these cars so they are more non-existent then extinct.

 

Here's a picture of a 1906 Tincher with limousine body by Studebaker built for VP First National Bank Chicago, Mr Hitchcock.

 

Right, SunRoof, the EARLIER Spaulding was a separate company, and the cars were built in Buffalo. I think Swi may be interested in checking more on THAT Spaulding! Thanks!

 

AlsAncle, thanks for bringing that point up! During the Depression years, the two surviving Graham brothers had come forth with their OWN money, twice, to keep their company going. As the '30s woulnd down (especially after the recession of '38), they cut BODY STYLES a bunch to control prod. costs. I wish they could have built the 3W, but, hey, they had to survive!

The Spirit of Motion was a pretty darn BOLD gamble to try & capture public attention for Grahams, which were known for quality. But, only the FRENCH fell in love with it!

And so, the Hollywood became the "last-ditch" effort at survival.

 

There seem to be 2 surviving Geronimo cars, made in Oklahoma. But there seem to be NO examples of the Spaulding (Grinnell, Iowa) still around. Here is another photo of a Spaulding. This 1912 Spaulding "100 Fore-Door" is pretty interesting. SNAPPY lines. And the front-most doors opened. So, apparently, the spares swung AWAY to allow entry to and exit from the front seat! This PHOTO is also part of the collection in the Grinnell library, noted previously.



The Spaulding was made from 1910 through 1916 when the company could no longer price their cars as low as Ford's hot-sell Model Ts. But, Spaulding kept men employed by building TRUCK bodies instead of passenger cars.

 

VitageRide, ENJOYED checking out the WELL-done main page for the Glenn Curtis Museum. THERE was an intense man!

 

No personal knowledge, just a WAG (wild -ss guess)

 

Don't forget the scrap drives in WWII. That's where alot of the early cars ended up. Just like the Chinese where buying all our scrap a couple of years ago. Try finding a steel wheel from the 60's that you used to get for $10 at a scrapyard today. They all went to China.

 

<DL><DT>George's Antique Auto Museum <DT>508 S Grand, Enid OK 73701 </DT></DL>
[FONT=verdana, helvetica, arial, sans serif][SIZE=-2]West Randolph Street, Enid, OK
[/SIZE][/FONT]

 

Hey SUNROOFCORD. I didn't want to hijack this posting. There is a thread started on a Prewar Pontiac Registry. You might want to post this info on this thread as well

http://www.jalopyjournal.com/forum/showthread.php?t=165157&highlight=pontiac

and this too.

http://www.jalopyjournal.com/forum/showthread.php?t=357035&page=21&highlight=that+other

 

The Clydesdale Motor Truck Company began as the Clyde Cars Company on Amanda Street in Clyde, Ohio, the site of the earlier Elmore Manufacturing Company

http://www.sandusky-county-scrapbook.net/ClydesdalePhotoAlbum/index.htm


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[/FONT][FONT=Verdana, Arial, Geneva, Helvetica][FONT=Arial, Helvetica, sans-serif][Photo courtesy of Clyde Public Library, Clyde, Ohio][/FONT][/FONT][FONT=Verdana, Arial, Geneva, Helvetica]
[FONT=Verdana, Arial, Geneva, Helvetica]Clydesdale Motor Truck Company
History[/FONT][FONT=Verdana, Arial, Geneva, Helvetica] [/FONT][/FONT]​

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[FONT=Arial, Helvetica, sans-serif]The Clydesdale Motor Truck Company began as the Clyde Cars Company (a continuation of Krebs Commercial Car Company), on Amanda Street in Clyde, Ohio, the site of the earlier Elmore Manufacturing Company. The Krebs company had taken over the plant in 1912 and built trucks until sometime in 1916. Although sources indicate the Clydesdale company was established in 1917, an advertisement in the Saturday Evening Post for January 5, 1918, says: "Nearly three years ago this truck, which was performing its peaceful duties here, was selected for war service in Europe." The advertisement also describes some of the features available on the Clydesdale, one of them being the the Krebs Patented Automatic controller. "This device is not an ordinary governor, but an exclusive patented attachment that practically acts as a second driver. It maintains any speed-uphill or down-and positively prevents engine racing… Another exclusive feature is the Clydesdale radiator, patterned after the famous London General Omnibus radiator-with a tremendous cooling surface of plain standard copper tubing."[/FONT]
[FONT=Arial, Helvetica, sans-serif]According to Hans Compter, "During most of WWI total production capacity for Clydesdale Trucks was taken up to fill military army orders for the European arena. An enlargement of the plant allowed the Clyde people to begin…selling Clydesdale trucks in their own country again, and by the end of 1917 large ads started appearing in leading US newspapers…" Compter also indicated that in 1936 Clydesdales made a resurgence in the marketplace, powered by Hesselman Diesel engines, and suggests that the Hesselman system, which was difficult to tune and in which the fuel did not burn efficiently, may have been the reason why "these new generation Clydesdales never really made it. The last ads for them appeared around May or June 1939."
(Quoted from "The Clydesdale Truck," in New Zealand Classic Car, January 1995.)[/FONT]

[FONT=Arial, Helvetica, sans-serif]The Clydesdale Motor Truck Company built truck bodies in Clyde, Ohio, between 1917 and 1939. The trucks were marketed in the U.S. and other countries, and many were used in World War I. Two of the special features available on the trucks were a special type of radiator and a patented automatic controller that acted as a governor.[/FONT]


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HJ; I don't feel that any of us would be hijacking any ones post in this thread by adding additional information found on any of the cars we discuss. I believe all of us would appreciate the additional information. Thanks for posting the links.

If your referring to taking the post and posting it somewhere else, I don't have a problem with that. You have my permission to use my posts anywhere you want.

 

This may be a little of topic but I don't believe the Frontenac Automobiles and the Fronty Heads were related in any way. The Fronty Heads were designed by the Chevrolet Brothers for the Model "T"

From a sheer production-number standpoint, in the 1920s, there were three major manufacturers of the Model T special heads that produced not only a varied product line of OHVs but also produced numbers in the thousands for both the U.S. and foreign markets: Robert Roof in Anderson, Indiana (Laurel/Roof heads); Indiana brothers Arthur and Louis Chevrolet, who produced the Frontenac (or Fronty) heads that reached production numbers around 10,000; and then there was the Rajo heads built in Racine, Wisconsin, by Joe Jagersberger, who produced around 2,500 OHV heads. There were many other merchants of speed for local racers; most had low production of 25 heads or less. There were some that only made custom one-off heads.

More info here;

http://www.streetrodderweb.com/tech/0802sr_the_roots_of_rodding/index.html