[Author nameAuthor names are only available to PAS members.]

Ed is an institution. When he croaks, they are going to stuff him and put him

in a corner of the P. A. Museum. They may have trouble controlling the crowds he

will attract.

[Author nameAuthor names are only available to PAS members.]

Speaking as a purist (reluctantly, as a path for these beloved cars having a

chance at a long future),I believe that P. A. factory policy was similar to

successful hamburger joints…you could have them built your way!

[Author nameAuthor names are only available to PAS members.]

Check out Springs custom made (in small numbers) under chassis in the

parts & services section.

[Author nameAuthor names are only available to PAS members.]

Thanks, rare and fit for a king.

[Author nameAuthor names are only available to PAS members.]

Impressive win! Could we see a picture of your car?

[Author nameAuthor names are only available to PAS members.]

Kevin, there’s a 1934 P.A. 840A for sale today in St. Louis (Hyman) for

only $219,500. It’s a Silver Arrow production model. Ed Minnie has been

advising us for a long time to get expert advice before we buy a P.A.

It would also be helpful if we want to sell. I get my advice by attending

meets and getting to know the magnificent members who are hooked on Buffalo

cars. Maybe Ed could chime in to be more specific where to seek this help?

[Author nameAuthor names are only available to PAS members.]

Try Springs small coil in parts & services section of Member pages, here.

[Author nameAuthor names are only available to PAS members.]

I’ll put a down payment on one if you add a fashionable hood ornament. Maybe

a naked lady with a sword in her hand (as opposed to a naked man with a bow

and arrow- naked men, please don’t take offense).

[Author nameAuthor names are only available to PAS members.]

Speaking of Hupps, a 1935 Hupmobile Aerodynamic 527T owns me. Designed by

Raymond Loewy and Amos Northup of Murray. It came with a 127 inch wheelbase,

power brakes, a 120 Hp eight, and many do-dads that Chrysler had on it’s

Airflow (both were introduced Jan. 1, 1934). Any P.-A. upgrading would have

to be sure not to down grade its wind tunnel tested wind cheating design.

[Author nameAuthor names are only available to PAS members.]

Early motorists bought their gasoline in 5 gallon tins from drug stores or

fuel distributers that the city fathers made sure was far enough from town

to avoid a conflagration. Fuel quality changed from location to location.

Motorists carried a chamois to strain out impurities. The early gas was about

50 octane. It would compare with white gas used in Coleman camp stoves. It

burned very rapidly and suited the need for the flame to travel a long

distance in a T head engine. In the twenties, compression went up and the

fuel caused pre-ignition. Lead was added and octanes (slower burning fuel)

went higher. With hundreds of thousands of cars on the road, Service stations

were introduced in 1914.

[Author nameAuthor names are only available to PAS members.]

Early cars were built with loose tolerances. Upper cylinder lubrication

happened by oil that got by the rings. To go really fast you built an engine

loose as a goose (witness the starting line at early races and the volumes

of exhaust fumes).Scraping carbon build-up was common maintenance. About 1920

Marvel Mystery Oil made it’s appearance. Today we build engines with lighter

pistons with modern rings at tighter tolerances that rev higher and prevent

oil from passing through to the top end of the engine. I don’t leave the gas

station without adding Marvel Mystery Oil and 100 years later it’s readily

available even if you want it by the gallon.

[Author nameAuthor names are only available to PAS members.]

I am in the process of switching my brake drums from steel to cast iron. Prior

foot brake use would reduce speed by 3 MPH. With keeping the old lining, I can

now lock up the brakes. The only damage so far, is to my wallet.

[Author nameAuthor names are only available to PAS members.]

Somewhere I have a 1912 Seattle newspaper with an article about a prominent

doctor who had a party at his mansion. He had a large 7 passenger that he decided

to fill with party goers. The headlamps blew out and the car crashed, killing

a number of his guests.

[Author nameAuthor names are only available to PAS members.]

My 1912 Pierce has a system where you can turn on the gas and ignite the lamp

from the drivers compartment. Since the thick glass reflectors behind the

flame crack from too much heat, I don’t use any of my brass headlights.

Lancaster Glass used to make new ones but they are out of business. A friend

told me that $2,000 a piece would be a fair price for the parabolic

reflectors. Today there are outfits that make replacements out of spun metal

that are silver plated. They are not equals to the originals, but they work.

[Author nameAuthor names are only available to PAS members.]

Paul, I like your front-end styling on the black car. After viewing all the

botched customizer’s attempts during days past, with heaps of scorn, I think

you’re on to something.

[Author nameAuthor names are only available to PAS members.]

Rick,

Congratulations on your long journey. Your contributions to saving a bit of

America’s history must be noted. If I ever get into a situation where my

painter thinks that he is more worthy of my car than I am, again, can I

borrow your biker gang, please?

[Author nameAuthor names are only available to PAS members.]

I like your willingness to challenge history and your abilities to illustrate

the changes you would like to see are fascinating. The Cord design is a

masterpiece that suffers from the tiniest deviation. I’m not repulsed by the

side view you show (though fender skirts are a hard sell with me which is part

of my California upbringing).I bet the front end would be a deal-breaker. The

Cord couldn’t sell worth a hoot, though everybody wanted one. I have a 1937

812 Cord Arm chair Westchester (yes the ACD Club knows of 3 survivors). It

was built in 1936 and they couldn’t sell it. They retitled it to be a 1937

model. Cord had a choice to sell a car for its customers to address its

engineering issues, or to not sell a car at all. A Cord could cruise at 80 MPH

all day with minimal noise. Ab Jenkins set a world record at 101.72 for 24

hours in a supercharged stock model. Even the tires had to be factory ones.

His best speed was 108.34 for ten miles. I doubt that a Cord type body with

the weight of a P.A. engine and rear-wheel drive would handle like a Cord.

I’ve been in the A.C.D. Club forever and at one Meet in the ’70’s, got to talk

to Gordon Buehrig. I’d like to see the P.A. styling cues on the PACord. For

all the Cord’s shortcomings, a half of them made still exist. Not too many

American cars can equal that performance.

[Author nameAuthor names are only available to PAS members.]

In 1910 there was a race that took place between Sacramento and Los Angeles.

Night time driving with gas headlamps happened on part of the course and all

of it took place on public roads. The winner averaged over 50 MPH. I wonder

how they did without P. A patented headlamps in the fenders, with optional

mechanic riding saddle?

[Author nameAuthor names are only available to PAS members.]

That Pierce is in for a Modoc make-over. Rider is optional. Now let’s rope us

a Ford!

[Author nameAuthor names are only available to PAS members.]

The rim splitter usually is adjustable to several sizes, but one size

doesn’t fit all sizes. Make sure you get one that will handle your needs.

[Author]

Posts