1921 Franklin Runabout

1921 franklin runabout lloyd davis
Longtime VAEer, Lloyd Davis (pictured here), and club member Carl Thompson now own this Franklin.

“Do you want to buy that Franklin Runabout?” 

“I don’t need it.” 

“Yes, you don’t need it, but do you want to buy it?” 

That is how the ‘partnership’ started for the owners of this 1921 Franklin Runabout. Lloyd Davis and Carl Thompson first met while working at the Quebec Cigar Company in Rutland in 1973, and have been friends since.

1921 franklin runabout carl thompson
Carl Thompson in the Franklin Runabout the day they took possession.. November 3rd, 2014

Carl tells Wheel Tracks this little story from 1975……… I had to shop for a new “used” car and Lloyd helped me find a 1973 Plymouth 4-door sedan, with air condition-ing. Lloyd pointed out AC was not necessary, and a waste of money, in Vermont. That summer, working in the old brick building with one small window, and 104 degrees inside the warehouse, it got hot. At the end of the day Lloyd asked if I could give him a ride to Rupert, Vt. He said he had forgotten to leave the order slip on a delivery that had been made earlier in the day. He commanded that the AC be turned on!

I told him the AC was not needed and was a wasteful expense, we could just as well put the windows down. He looked at me with a stern face and said “put the air condition on NOW!”

The conversation quoted on this issue’s front page happened in 2014 and Kate West sold the new partnership, the 1921 Franklin, soon after. Kate and Adrian West lived in Morrisville, Vermont and after Adrian passed, she had the job of finding new homes for most of the collection, that included the Runabout.

Another VAE member remembers a story about the Franklin from the mid 1950s when VAEer Rod Rice owned the car. Rod had owned it from the mid 1940s and as his family was getting larger he had decided to look for a larger car. He must have liked air-cool Franklins because he had his eye on a 5-passenger Franklin that the Fuller family owned in St. Albans Bay. Another piece of 1950s information is that Gael Boardman of St. Albans at the time, had eyes for the Franklin Runabout. So, a deal was struck where ,if, Gael could buy the Fuller car then he and Rod would make a trade and everyone would be happy. The deal never happened but the story places the Runabout in Rod Rices possession at that time and stored in a garage in Starksboro.

1921 franklin runaboutThe next turn for the Runabout was when Rod Rice needed work done on his Bentley and Adrian West happened to own a body shop in Morrisville. The Franklin ownership then changed to Adrian in exchange for the Bentley work. This date is fuzzy, possibly in the 1960’s. The Franklin then began a complete restoration in Adrian West’s shop and is basically what you see today. Adrian died in January 2008.

If you check the VAE Roster, you will find that Lloyd Davis has owned another Franklin for many years. Along with being a charter member of the VAE, Lloyd has also been an important member of the Franklin Car Club where he was the long-time club librarian until just a few years ago. Lloyd is an authority on Franklin history, and the many mechanical nuances of these wonderful air-cooled cars, that were manufactured in Syracuse, New York. New Franklin owners over the years, throughout the country, have been able to more fully enjoy these cars with Lloyd’s detailed guidance and good humor.

1921 franklin runabout interiorYou might notice a slight difference with two photos on this page. It took Lloyd a while, but using his many Franklin connections, he was able to find and have restored the wire wheels you see. Lets hope we will see this “Lloyd/Carl partnership” Franklin at a show this coming summer.

Editor’s notes…. A total of 8961 Franklins were built in 1921 and 214 were Runabouts. 300 Roadsters were also built. Other models such as Coupes, Demi-coupes, Victoria coupes, Touring limousines, Touring car, Sedans, Broughams, Cabriolets and Town cars were also part of the line-up. There were even 99 chassis built….

Franklin make the 9B series from 1916 through 1922, of which this Runabout is one…a 9B. It has a 6 cylinder engine that produces 25 HP and gets about 20 MPG. It has a 3-speed transmission and full-elliptical leaf spring suspension.

Franklins were known as great desert cars because they could handle the high temps without overheating the engine.

1957 Pontiac Clipper

Lee and Geri Carpenter’s 1957 Packard Clipper Has VAE club history at its best.

This 1957 Packard Clipper was originally owned by the parents of one of the VAE’s founding members. Peveril Peake. We are the second family owner having bought it from Pev in 2004.

The 1957 Packard Clipper Town Sedan was the next to last year of Packard; 3,940 cars built in South Bend, Indiana. It has a Studebaker 289-cu.in. supercharged V-8; 275 bhp; 333-lb.ft. torque; Borg-Warner three speed automatic; twin traction differential; 0-60- mph: 11.0 seconds ( 1957 Road & Track )

1957 packard clipper dashboard

This was Pev’s mother’s car, purchased new from Archie Myer’s Studebaker in Winooski, Vt. on January 2, 1957 ( from the original bill of sale ). The fly swatter hanging on the heater dash knob was the dealership’s free gift with purchase! This car was rarely out in the rain, never in the winter and never slept under the stars. 1957 packard clipper princessPeveril began calling it ” Princess”. When we acquired it in August of 2004, our daughter was then 9 years old and she donated her “purple ” Princess” pillow, to the car. And it has lived in the back window since!

Lee grew up in the same town as the Peakes in Bristol, Vermont. He and Pev were friends and had many adventures together. When Packard and Studebaker announced there were to be no further productions of this car Peveril purchased a used one exactly like this one, for a parts car. In 1968, Lee, at 16 , bought that parts car as his first car under the condition that it be returned to Pev when Lee was finished with it, in whatever shape it was in. Lee drove it until the transmission and super charger died. We now have, from that car, a spare dash, trunk lid, four doors, and all the glass from it stored in the garage attic !

Peveril saved many things including the original bill of sale and registration. At every registration renewal he would document the mileage of the car. He also saved the owner’s manual ,shop manuals and accessories booklet.

In 1969 Peveril and Lee, along with two others, drove this car out to South Bend, Indiana to the home of Studebaker for the Second International Meet. The judges were about to deduct points for the windshield wipers and spare tire, until Pev pointed out they were the originals! There it was awarded second place. That same spare is in our trunk today.

It remains in all original, unrestored condition. The engine has 121,000 miles on it, not rebuilt. The paint, trim, carpets, headliner and upholstery are also original . It has been in the VAE’s Stowe Car show every year since 2004, and in the Senior Class since 2013. It has chauffeured a number of brides and grooms, including the Carpenter family and Gale and Judy Boardman and their daughter, then our son’s first prom. It was invited to be a part of the Hemmings Motor News’ Concours D’Elegance, twice. ( 2010 and 2015 ) As well as being a feature in their Classic Car ( Feb 2010 ) magazine. It has been awarded first place in the Studebaker International meets of 2007, 2008, 2014, 2016 as well as first place in other Studebaker zone meets.

57 packard clipper

 

 

Our trip to South Bend May 2017

From Geri Carpenter

To quote Peveril Peak , the original owner of our Packard ( and one of the founding members of the VAE) this was a trip that was “fraught with danger and emotion” We didn’t get started on time as planned. Leaving a day late due to rain, we couldn’t even make it out of the garage! The Packard’s battery was dead, so we made a quick trip to Interstate Battery, for a new one. Lee opted to not take the bright lime green one they brought out to the counter, and asked for one in black.

Twelve miles from home the left front hub cap popped off while going around the clover leaf highway! I quickly watched where it rolled along the edge of the road. It was on an overpass and could have gone through the guard rails down onto Interstate 89 but didn’t. This was a blessing in disguise as I picked up an 18″ bungee cord along with the hub cap ( which was undamaged). This bungee cord came in handy later in the trip.

About ten miles down the road we got stuck in Route 7 construction. In the rain and mud the car got plastered and appeared like a two toned painted car. Black on top, brown on the lower half. Covered with mud.

Our trip went uneventful thereafter except for the geese around Syracuse, NY. While passing a Wildlife Preserve, two Canada geese, decided a good place to land was in the middle of our lane on the highway! With only a couple of car lengths of road ahead of us Lee honked the horn, which they ignored. He then had to swerve quickly to avoid hitting them! We could imagine the dented grill if we were not able to swerve around them. They stood a good 2 1/2 feet tall! When we were 20 miles from South Bend we hit stop and go construction traffic which took us an hour to get through. Then, 890 miles from home we arrived at our hotel.

The next day, in the rain, we headed for the host hotel. We gassed up about one block from our hotel and at the very next stop light the car started spewing steam !!! It was raining and about 45 degrees. We pulled under the next hotel’s canopy and to our good fortune, it was the host hotel of the Avanti Club! Almost immediately people came out to help! Lee opened the hood and found anti-freeze spitting all over the engine compartment. Once the steam cleared Lee found the radiator cap had loosened. We added about a gallon of water and we were on our way……. ooops but the hood wouldn’t latch ! Here’s where that bungee cord came in to good use.

We registered at the event hotel and made our way, in the rain, to the fairgrounds where the judging was taking place in the swine barn. The wait was quite long even though three judging lines had been set up. The delay was because the ‘trailered’ car owners were unloading in the judging barn instead of outside, and taking up a lot of time and space.

Once inside the long barn we did have time to wipe the car down and replace the hub cap. They said they would not deduct points for the rain. Our poor engine compartment had antifreeze splattered all over it. They took quite a while looking over the car, we were there for an hour and a half.

Thursday evening was the member’s meeting/buffet. It was down-right awful! 500 people were seated with three food stations. Nachos, a potato bar (yes, a potato bar where they put a scoop of mashed potatoes in a martini glass and you added your toppings) and lastly the slowest pasta serving bar in the country. They individually heated up our chosen sauce in an omelet pan, then added the pasta. A very slow process. And NO desserts! The Studebaker band played loudly throughout the whole dinner. We could hardly speak with others at the table. We did not stay for the evening auction.

Friday we woke to a beautiful day. Sunny and dry, but cold and windy. We headed for the museum. The parade was at 3 pm and it was poorly organized, not marked and there was no one directing traffic. Once finally downtown, it was a very nice event. There was a great turnout of cars and people. All of downtown had been cleared out and it was curb to curb Studebakers for about 4 blocks! The Studebaker band played again over a PA system.

Saturday was another bright sunny cold windy day. We arrived on time at the Proving Grounds and sat around the tarmac waiting an hour and a half. We were grouped with 14 cars in each pack. We had 2 laps around the 3 mile banked cornered track. We made it up to 70 MPH. This was fun, and I dare say, it made Lee’s day. Then on to the fairgrounds where they had reserved the front three rows of the field for those of us who were at the Proving Grounds. This was a nice gesture and well appreciated as we arrived later in the morning. Throughout the show there was the huge projector showing old Studebaker TV ads from the 1950s. This was cool and entertaining. (I believe they are available for purchase at the Studebaker Museum.) During the awards presentation the winner’s pic-tures were up on the screen with their name and points. We were award-ed a second place plaque. Perhaps the splattered antifreeze deducted points from our score! We checked off a list of state license plates and counted 29 different states with a Studebaker plate!!! As well as 2 Canadian Provinces.

Our traveling adventures were not over, as we had not yet parked in our own driveway. Coming home, as we were getting on I87 North we rounded a cloverleaf entrance ramp and TWANG!!! That same left front hub cap went flying across the 3 lane highway, across the median, into the next three lanes. A car had to brake, but got around it, then the car in the next lane…. Ka-thunk.

Damn. Good thing our spare tire has a matching hub cap!

So, if anyone doesn’t believe their car has a personality, think again. We think that Princess (the Packard came pre-named) did not want to go on this trip and showed us!!!

Happy motoring everyone,
Geri and Lee Carpenter

1992 Jaguar XJS Elegante

A beautiful 1992 Jaguar XJS Elegante owned by Serge Benoit

serge benoit 1992 jaguar xjsWe have all heard about Serge Benoit… or should we say, we have all “heard” Serge Benoit. Serge has been our “French Voice” at our August Antique & Classic Car Meet for many years. He and Gael Boardman keep the show rolling on the public address system at the 60 year old car event.
Serge lives along the Richelieu River in Sabrevois, Quebec surrounded by, what appears to be, over 1700 square miles of farm land, extending from our border to the St Lawrence River. The vision we Vermonters have is that just a few miles north is Montreal, when all the time there is this beautiful farm land laid out like you would see in our Midwest.

Serge spent over 30 years working for Canadair and Bombardier, both companies very familiar to all of us. He presently works part time for a bus company called “Trans Dev” who operates busses throughout Serge’s area including Montreal, both school busses and transit busses. Serge drives them all. The balance of the time Serge operates the company, he started seventeen years ago called “Eval SB”. If you have your eye on an old car, or even a not-so-old vehicle, you can hire Serge’s company to find if the purchase would be a good idea…or a bad one. His company evaluates 100 to 150 vehicles each year.

Now to the XJS Jaguar that Serge owns. Serge found the car at an estate sale last November and is the third owner. Other than some brake work, the car was ready to head down the highway….or autoroute, so they say up his way. Jaguar made about 115,000 XJS models between 1975 and 1996 with V12 engines in most of them. The “purists”, so Serge calls them, were protesting the car should also have the 3.6-litre Jaguar AJ6 straight-six engine under the hood. The protest worked and 500 XJSs were built with the six cylinder engine.

Serge’s Jag is called the Jaguar XJS Classic and between 1992 and 1996 they made about 8800 2-door coupes and 19,000 2-door convertibles. Transmission choices were the 5-speed automatics (Serge’s car) or the 4-speed manuals.

Jaguar was founded in 1922 and was transformed a number of times with different companies in England, until 1990, when the Ford Motor Company bought Jaguar. Eighteen years later, in 2008, an Indian company by the name of Tata purchased Jaguar and retains ownership today. All Jaguar cars are, however, still built in England.

Sir William Lyons (1901 – 1985), known as “Mr. Jaguar”, was with fellow motorcycle enthusiast William Walmsley, the co-founder in 1922 of the Swallow Sidecar Company, which became Jaguar Cars Limited after the Second World War. Serge said the XJS Jaguar was Mr. Lion’s last “build approval”

1992 jaguar xjs enginePerformance wise, the XJS top speed is 150 MPH with a 0 to 60 of 6 seconds. The six cylinder, 24 valve engine produces 240 HP and the V12 engine puts out close to 300 HP. A little, like what Shelby did to Fords, a performance company by the name of “Lister” was asked to make the XJS perform, straight-up, with a Ferrari…..and they did it. They transformed 90 XJSs into 200mph-plus supercars. At over 600 horse power….we all should have one!
In the meantime, Serge’s car is a Grand Touring Jaguar that replaced the beautiful, legionary XKE……and does a great job carrying on the tradition.

 

1972 Steyr-Puch Pinzgauer

Hank Baer’s 1972 Pinzgauer Swiss Army Radio Communication Truck.

Hank is a VAE Member and also a member of the Green Mountain Military Vehicle Club.

steyr puch haflingerIn the beginning… it was an Austrian Haflinger. The Haflinger was a series of 4×4 light utility vehicles, produced by Steyr-Puch. It was designed to replace the WWII era American jeeps. The Haflinger vehicle is named after a breed of Austrian horses, that are small, but well-muscled and energetic. The vehicle was produced at Graz in Austria. Production commenced in 1959 and ceased in 1975. Over 16,000 of these light utility vehicles were made. It was widely used by the Austrian Army.

steyr puch pinzgauer badgeThe Pinzgauer was developed by Steyr-Daimler-Puch of Austria as the successor to the Haflinger of 4×4 vehicles. The first 4×4 Pinzgauer’s prototype, powered by a 2.5-liter gas engine, was produced in 1965. Series production commenced in 1971 and ever since then, the Pinzgauer series has been a major Steyr-Daimler-Puch product. The baseline Pinzgauer 710 had 4×4 configuration. It was soon joined by a Pinzgauer 712 with 6×6 configuration. The 6×6 model was first revealed in 1968 and entered production in 1971-1972. The Pinzgauers first entered military service with Austria in 1973. Another major operator was Switzerland. By 1985 over 20,000 had been produced, nearly for all military users.

1972- steyr puch pinzgauer interiorFrom 1983 onwards the gas-engined Pinzgauers 710 series and 712 series were joined by turbocharged diesel-engined versions, the so called Turbo D range, which in most respects were overall improvements on the earlier models. They are known as 716 series (4×4) and 718 series (6×6) and have longer wheelbases, disc brakes and increased fuel capacities. Other features such as automatic level control systems, that enable the superstructure to rise or fall, to suit the load involved also became available. Since 1986 the original Pinzgauers were replaced in production by the improved 716 and 718 series vehicles.

Wheel Tracks first spotted the truck during our Appreciation Picnic on Farr Field in the Spring. Before the camera and note-book was readied, the truck and it’s mysterious owner was gone…… All inquiries came up negative, mainly because the right people were not asked. Then the odd looking truck turned up at the train station at our Shelburne Show. The GMMVC new all the time!

72 steyr puch pinzgauerHank Baer is the owner and Pinzgauer is his ride. Hank purchased the truck just a few years ago and the vehicle has become his main “go to the show vehicle” since then. It is set up as a communications vehicle and even short-legged folks, like the editor, can have a ride….note the hike-ups sticking out the front axel. The gas engine has four cylinders, is air-cooled and produces 90 HP. It weighs just over 2 ton and can carry an additional ton with a highway speed of around 70 MPH.

All Pinzgauers are four-wheel-drive or six-wheel-drive with on-the-fly hydraulic differential locks, fully independent suspension backboned chassis tube. They have integrated differentials, 24 volt electrical system, vacuum assisted drum brakes and portal axles to give extra clearance.


A Salute to Our Fellow Vermont Club….GMMVC

Membership in the GMMVC plugs you into Vermont’s statewide military vehicle restoration community. You don’t need to go at it alone! The annual dues of $20 gets you on the meeting minutes mailing list, discounts on club activities, and a fancy membership card autographed by Bob Chase! GMMVC welcomes new members from all walks of life, without regard to age, sex, religion, ethnicity or taste in paint color. The only prerequisite is an interest in historic military vehicles. It is not a requirement to own a vehicle (although we bet you will sooner or later!) Over 10,000 Military vehicle enthusiasts are involved in this same hobby nation wide. This group of people has informally developed an international camaraderie. GMMVC is a registered non-profit corporation and does all its work and events with volunteers.

1908 Model 10 Buick

A beauty of a 1908 Model 10 Buick Owned by Sandy & Tom Pierce

buick by whitingFor six months I kept noticing an ad for a 1908 Buick in Old Cars Weekly. The ad was only a phone number with no photo, so I looked up the Buick and thought it might be a great project, for someone who did not know much about Brass era cars. The car was still available when I called, so Sandy and I went to see it. It was located in Brockport, New York at the original dealership, that had sold it in 1908 (in those days, the dealer’s name is written in brass and attached to the car, as shown in the photo above… by Whiting). It was red and cute and shoved into a back corner of their garage. We wanted to see if it would start but water went right through the radiator and there was only an old rusty can for the gas tank.

1908 buick model 10We bought it and they transported it to our garage. I figured I could get the parts I needed from JC Whitney or NAPA. Boy was I in for a surprise! Over the next few years I took the car apart, glass blasted and numbered parts and primed them. John Layport built the radiator to exact Buick specs. The engine was rebuilt in Glens Falls. I took out the seats and found pieces of the original red leather upholstery and had the seats recovered in Water-bury by Patti and Phil Tomeny in the correct color. I had it painted the original Buick white by a friend and pinstriped by another. Sandy and I found running board covers and other parts at Chickasha and tires in Tennessee.

tom sandy pierce 1908 buick
Tom & Sandy Pierce

After about five years the car was back together and running. I was so proud of it and still am. Its fun to show because its so cute and stands out among all the big cars and the black cars and the newer cars. People love to talk about it and the Buicks in their family, and are always interested to know more about its history and car history in general. My jaws are happily tired from talking about my horseless carriage after a show.

Editor’s notes… A few days before the car show in Stowe a few of us heard how the Buick had not run for a while and that Tom wanted to take the Model 10 to the show. So, five of us piled into a pickup and headed south to Rochester to give Tom a hand… four enthusiastic theoretical mechanics and one real 100% mechanic (he is sitting on the running board in the picture to the left).

vae 1908 buick model 10
From the left… Gary Fiske, back…Gael Boardman, running board…Dennis Dodd, Tom Pierce, Gary Olney , Wendell Noble

While “theories” were flying through Tom’s garage the real mechanic cleaned the buzz coil connections and made sure the plugs had a healthy spark. The carburetor was found to be loaded with a quarter inch of gunk, so that got cleaned out. Next, some gas was poured into the empty gas tank under the driver’s seat and a fresh battery was hooked up to make the buzz coils do their “buzz” sound.

All that was left was to turn the crank while the “theorists” advised the “cranker” where to place his thumb….. and the little Buick came to life. We did find the cone clutch was stuck but with some jockeying, we were able to get it loose.

We hope you saw the Model 10 Buick at the show in Stowe, it is a beauty!

The Buick Model 10 Specs…
Valve-in-head 4 cylinder engine, cast iron block, 165 cu. in., brake HP=22.5, S.A.E. HP= 34.2. Mechanical valve lifters, Schebler carbu-retor, W.B. 88 inches, tires are 30X3 inches. It has a planetary transmission, 2 for-ward, 1 reverse, cone clutch & shaft drive. The top was an option that cost $10.00. The new price was $900.00 and Buick produced 4002 Model 10s. The Model 10 was the most popular Buick in 1908. Information from “Standard Catalog of American Cars 1805-1942”

1955 Buick Special

“Cadet” is its name and Buick is its brand!

Brian Warren loves Buicks…

Brian Warren Buick CadetCadet, our 1955 Buick Special.
The name comes from the cadet blue metallic paint applied, by GM 60+ years ago
and the fact that the Special was the entry level Buick, at that time. Not sure why I settled on Buicks other than the fact the old advertising campaigns indicated they were “Just Better”. I think I had my sights on a 30’s or 40’s Buick, but found most needed much more work than I was willing to do or closer to the truth, capable of doing. I’m happy I decided on the 55’ because I think the styling is very iconic of a relatively happy time in America history and although lacking power steering, power brakes, and seat belts, I consider the car a reliable modern car.

 

Cadet joined our family in April of 2012 after surfing a copy of the publication “Uncle Hennery’s” out of Maine. The on-line pictures of the car looked great and deserved a closer look. After seeing the car and a short test drive, I was hooked and made a deal on the spot. I returned 2 weeks later with Vermont plates in hand, checked the fluids, kicked the tires, and began the 200 mile drive home. For the first 10 miles, I was all smiles. But after stopping for gas and a snack, the car would not restart. It was ready to start and wanted to, but the new operator (me) didn’t know how to engage the starter switch. Turns out those clever engineers at Buick had incorporated the starter switch into the accelerator pedal. It’s been fun watching others fall into the same trap since.

1955 Buick Special interiorCadet originally came from Glenn Buick in New Kensington, Pennsylvania. After going through paperwork that came with the car, I estimate I’m the 5th owner. The first owner was a banker from Sharon, Pennsylvania and the car still hasa draw string bank deposit bag from Sharon Savings and Loan in the trunk that contains assorted old wrenches. I think the 2nd owner had kept the car the longest (29 years) and put very few miles on it. The 3rd owner was an auto broker and took no interest in the car other than it being inventory. The 4th owner is an over the road truck driver and after purchase, brought the car to Maine. After owning it for 5 years, he could never find time to drive it, so he let me buy it and bring it to Vermont. At this time the odometer reads 29,850 miles. An oil change sticker on the door jamb indicates 21,033 miles had been logged by 1968.

Since I’ve owned the car, I’ve rebuilt the carburetor, combination fuel pump / vacuum pump, replaced the water pump, heater hoses (all 23feet), all flexible break lines, both front break cylinders, and front shocks. With the exception of an attempt at restoring the engine bay by one of the previous owners and touch up on the rest of the cars exterior, it’s all original paint. Even though primmer is showing in many places, there is no plan to repaint the car. The cars interior is original as well. The car drives very well and with the 264 cu. in. nail-head V8, Cadet has no problem cruising at interstate speeds (and beyond).

1955 Buick Special grilleLast July (2016), our family took Cadet back to Pennsylvania (Allentown especially), for the Buick Club of America’s nation car meet. The annual week-long event was the BCA’s 50th anniversary and was held at an amazing venue. Italian jewelry and luxury goods designer Nicola Bulgari hosted the event at his complex in Allentown. A converted 21 acre drive-in theater complete with a test track and still functional movie screen. Mr. Bulgari has enjoyed a fascination with American automobiles since he was a small child growing up in Italy. He recognized the design and engineering of American cars to be far superior to anything else on the road at the time. Between his Italian and Allentown addresses, he houses over 210 antique automobiles. Although all beautiful to my eye, he considers them to be daily drives and all are registered and driven often. One hanger sized building on his compound, housed nearly 40 Buicks ranging from the early 1920’s to the 1990’s, but lacked a 1955? Through Mr. Bulgari’s generosity, he has been able to secure funds to help sustain the “America on Wheels” transportation museum in Allentown. While on the PA. trip, the 90° days were challenging for me behind the wheel (Dana and Jason had A/C in the Reatta), but the Cadet took the city traffic in stride.

The car is certainly a keeper and although it won’t chirp the ties and the paint has lost most of its shine, we’ll let the stately Cadet gracefully fade into old age as it puts smiles on the young and brings tears to the old as it passes by.

1955 Buick Special hood vents

1923 Ford Model T Mail Truck

1923 ford model t dan noyesDan Noyes and his dad, Bob,  with their 1923 Model T Mail Truck that has been in the family for five generations.

In 1901 or 1902, Fred Noyes and his horse Ned delivered their “Rural Route 1” mail in South Sudbury, Massachusetts (note picture to the right).

ned the horseIn 1923 the route was 28.6 miles, Wheel Tracks was unable to find if Ned and Fred had that distance on Rural Route #1 to deliver mail. Using information from Vermont area routes, during that time the 28.6 miles was somewhat normal when horses were used. In the winter time the postman would stay over night along the route somewhere …mostly wherever the best meals were served.

1912 harley davidsonIn 1912 Fred traded Ned (the horse) for a 1912 Harley motorcycle (vin #2139B).

The cost of the Harley was $185.00 from New England Motorcycle Company in Boston. Wheel Tracks believes the Harley model was a 30 ci F-head single cylinder engine. It was belt driven with battery ignition and was 4.34 HP. For you who know Harley motorcycles, using the vin number, is this correct and another question….can this Harley be located using it’s vin number if it still exists?

You can see from the picture of Fred on the Harley that he had a basket on the back plus a shoulder bag to carry his load of mail.

1923 ford mail truck fred noyesThen… in 1923, Fred Noyes started using his 1923 Ford Model T mail truck. It is believed Fred bought only the Model T chassis because in May of 1922, he purchased a “Light Runner Rural Mail Wag-on” body from Harrington manu-facturing in Peoria, Illinois, to make his mail truck complete. The body cost him $160 plus he added a new front spring for $1.40 and a set of rear fenders for $6.00.

1923 ford mail truck in shopThe truck also has a Ruckstell rear end added on May 3, 2017…! What would Fred have to say about this? A page was found in Fred’s papers where it appears in 1922, his annual wage was $1950.

Fred Noyes’ last day of delivering mail with the “T” was in 1931, a very long time, thirty years, of knowing his friends along Route 1 in Sudbury, Mass.

1923 ford model t mail truck-unrestoredToday the Mail Truck is owned by our VAE Chairman, Dan Noyes, Fred’s great-great grandson. Dan’s dad, Bob gave the truck to him a number of years ago after having the engine rebuilt and restoring the rest of the truck. The 5th generation, if you are counting, would be Dan’s son Ian Noyes.

The picture here shows the truck as it was sleeping in its barn after many years of being ignored and before Bob Noyes decided to restore it.

A 1949 Indian Roadmaster makes it back on the road.

With a little help from Wendell Noble and an assist from Fred Gonet

For as long as I have known him, my friend and neighbor, Dallan Baker, has owned an all original 1948 Indian Roadmaster motorcycle. That’s at least 30 years and I only recall seeing him ride it once. When he recently mentioned that he wanted to sell, I found it merely interesting. I’m not a motorcycle guy so the thought of buying it didn’t immediately spring to mind. I did ride a little motorcycle briefly in the ‘70s but I gave it up. Unfortunately, I was going around a corner at the time. However, the idea of owning this wonderful piece of motoring history did gnaw at me. I finally made him an offer which I thought was reasonable and better than any offer he had had at the time. We are both very happy with the results.

1949 indian roadmaster motorcycleIt’s great to acquire something like that which comes with plenty of provenience information. The first owner, who bought it new in the Springfield, Vermont area, put 194 miles on it before he took a spill and then put it in his bedroom for the next 10 years. Dallan, who was 18 at the time, bought it from the deceased owner’s estate in 1958. He rode it regularly until he went into the service a couple of years later. We don’t know the actual amount of mileage on it now because the speedometer drive gear has been broken for a while. The odometer now reads 5,413 miles. Owning it is one thing, learning to ride it is another. Wendell Noble

Editor’s notes…… A nice phone conversation with Dallan Baker uncovered a few other details in the life of this Indian. Asked if he had ever taken a spill on the bike, Dallan recalled a day when he was a passenger while his cousin was slowing down on wet pavement to enter his driveway. A little too much rear brake was applied and they went down. He recalled how his cousin jumped up, pulled the bike back on its tires and quickly pushed the Indian into the garage. All the time leaving Dallan lying, unhurt, in the middle of the road. He guessed he might have put 15,000 miles on the bike, with his longest ride being the 300 miles from Arlington to Essex and back one day many years ago. He had done very little to the bike during the time he owned it. The seat was changed to allow room for a passenger. Before that, the passenger sat on a blanket on the fender rack with one foot resting on the kick starter and the other on a part of the frame….that was where he was when his cousin hit the rear brake too heavy. He also said because the bike had sat for 10 years when he bought it, the engine compression was very low. He had the engine overhauled with new rings and etc.

Dallan Baker's 1949 indian roadmasterAnd where does VAE’er Fred Gonet of Proctorsville fit into all this? Soon after Wen-dell purchased the Indian, Fred got word and was anxious to make his way North to see it…..he has this huge “thing” for Indian motorcycles. In the mean time Wendell and Dal-lan had spent some time unsuccessfully getting the bike to run. Fred did come North and found the main culprit was a bum condenser and the bike was soon making it’s beautiful sound.

The bike controls are…. Left hand throttle, right hand spark, left foot clutch and right foot brake. When asked, Fred explained how to stop at an intersection with your left foot occupied and not tip over. It goes like this….You hold the brake with your right foot, the clutch with you left foot and keep the bike from tipping over with your

1948 indian roadmasterThe Indian Chief, built in Springfield, Massachusetts by the Hendee Manufacturing Co. and the subsequent Indian Motocycle Co. from 1922 to the end of the company’s production in 1953.

The Chief was Indian’s “big twin”, a larger, more powerful motorcycle than the more agile Scout used in competition and sport riding.

Engine is a four-stroke 42 degree V-twin, 1210 cc, 40HP. Top speed 85MPH.

Transmission, 3-speed hand shift, chain final drive.

Suspension, girder fork, weight 550 lbs., fuel capacity 3.7 gal., new price, $800 without sidecar.

John Johnson’s Pro Street 1967 Camaro SS

john johnson 67 camaro ssA few in the VAE have heard about John Johnson and his Mountain View Auto Body & Sign company in Sheldon, Vermont.

If you see the logos on our show trailers, they were made in John’s shop. There are also some beautiful member vehicles that have departed John’s shop ready for the show field.

67 camaro ss pro street supercharged engineThis ’67 Camaro had been a “full dragster” in its earlier life. A quarter mile in the 9 seconds comes out about 150 MPH, and this Camaro had a reputation of beating most anything that wanted to go up against it. John says the car was showing its bumps and bruises when it came to him in 2005. A worn out paint job, a weird painted figure on its side and fist-bumps on its roof where maybe the former owner was teaching the SS to behave…. It also had no engine or firewall and the inside was gutted. You can see in these pictures what John has accomplished. His attention to detail is abundantly clear, all the way to the 100 hours that was spent to redo the hood into exactly what he wanted.

Superchargers were originally built for aircraft during WWII. Essentially, it is a large pump that compresses air and forces it into the engine’s air intake resulting in a horse power I increase of 50 to 100 percent. John has a supercharger that produces 9 pounds of boost on top of his 502 Chevy engine and when he wants to, he can produce HPs in the 700 range. Having a supercharger means it will not affect the engine’s reliability, longevity, or fuel economy under normal driving conditions but when you want to press your right foot down, all hell is let loose! Wheel Tracks has just learned about the term “Pro-street”. John’s Camaro is street legal and at the same time if he wants to do “some screaming”… the car is ready and willing. A “double barrel shot gun” is what they call the supercharger air intake that you see on top of the engine, another one of those terms an old antique Dodge and Franklin guy might never use.

67 camaro ss pro street interiorThe SS was about a two year project from ‘05 to ‘07 and John can still show you items he wants to add or change. To allow the engine to be as low as possible the mounts were special made. A Dano 60 rear-end was installed along with a whole new rear suspension system to accommodate the extra power. The paint job is a work of art, and all one can imagine is all the work unseen, when you walk up to a car like this……and the work continues.

There is a possibility we will see this Camaro at the VAE/Shelburne Car Show on Father’s Day Weekend. Another Camaro that has come out of John’s shop is the one you see on Wheel Tracks (page 16), the McDermott Camaro. Mark “Blue” McDermott will have his beauty at the show along with many others that have been invited. We see these wonderful ‘finished’ automobiles, and Ernie Clerihew & Don Perdue, hopefully, will have a surprise for us at the Shelburne show. The show’s co-chairs have found a true “barn find” ’67 Camaro for the show that will demonstrate the amount of work involved when we use the word “restoration”.

1967 camaro ss tail

1930 Ford Model A “Tudor”

Does anyone know why Henry Ford decided to call this Model A a “Tudor“? Read on for a couple of theories…

Don Pierce's 1930 ford model a tudorDonald and Anne Pierce found this 1930 Ford Model A in the 2015 VAE car show “Car Corral”. The purchase took them back another 25 years, toward the beginning of the auto era for them. Their oldest at that point was their ’55 Dodge panel Truck. Don’s Model A was restored by John and Chris Center of West Rutland in the 1980s. Don purchased the car from Bill Pinkham of Monroe, New Hampshire. He had wanted an older vehicle and is very happy with his Ford choice. It’s a very reliable car, he says.

The Ford Model A was the second huge success for the Ford Motor Company, after its predecessor, the Model T. First produced on October 20, 1927, but not sold until December 2, it replaced the venerable Model T, which had been produced for 18 years. This new Model A (a previous model had used the name in 1903-04) was designated a 1928 model and was available in four standard colors.

1930 ford model a tudorBy February 1929, one million Model As had been sold, and by July 24th, two million. The range of body styles ran from the Tudor at $500 (in grey, green, or black) to the Town Car with a dual cowl at $1200. In March 1930, Model A sales hit three million, and there were nine body styles available.

Model A production ended in March, 1932, after 4,858,644 had been made in all body styles. Its successor was the Model B, which featured an updated 4-cylinder engine, as well as the Model 18, which introduced Ford’s new flathead (sidevalve) V8 engine.

There were 376,271 Tudors built in 1930. They weigh 2348 pounds and the L-head 4-cylinder engine produces 40 brake horsepower at 2200RPM (rated horsepower is 24)… see footnote.

1930 ford model a tudorDon is our VAE treasurer and in his spare time operates three businesses. There is Melody Electric, his residential company and Middlesex Electric, his commercial electric company and finally Kerin’s Sign Service. Don started his electrician career in 1973 as an apprentice and got his journeyman’s license in 1977 and his master electrician’s license in 1979. In 1983 he started his own business. Don’s wife, Anne, is in her 28th year as a court reporter in the federal court house in Burlington. Wheel Tracks was told Anne has not driven the Model A yet, maybe we will see her driving it at one of our events this summer…

Footnote… What is the difference between rated horsepower (HP) and brake horsepower (BHP)?

Horsepower was figured “back in the day” when, mostly, four legged creatures were used.

Invented by James Watt, one horsepower originally was measured by the amount of work, that a horse lifting coal out of a coal mine, could do in a minute. Back then, one HP equated to 33,000 foot-pounds.

So, what is BHP? Well, if you take all the items off the car that the engine needs to power, like the transmission, the water pump, the generator… everything , you have an engine with no work to do and all kinds of extra power. That is brake horsepower.

This Model A Ford needs 16 of its horsepower, out of the 40 HP it produces… just to sit and idle.

You pick… Henry Ford used the Tudor name because…

  1. The House of Tudor, the royal house of Welsh and English origin, descended in the male line from the Tudors of Penmynydd. Tudor monarchs ruled the Kingdom of England and its realms, including their ancestral Wales and the Lordship of Ireland from 1485 until 1603. Henry Ford thought that was cool.
  2. It was a marketing ploy. Manufacturers had pet names for different body styles. The model T touring car became a phaeton on the model A. It sounds better. The tudor (2-door) and fordor (4-door) were marketing terms designed to stick in the minds of the public.