Wheel Tracks Articles Archives

How do I know I am getting a good upholstery job?

From CostHelper.com….. 

How much does it cost to reupholster a car interior? 

For car owners interested in a complete makeover, car owners can buy vehicle reupholstering kits for about $800, plus an additional $750 for a professional to install, Zalewski says. A custom upholstery for an entire car can cost about $2,500. There are also options for carpet repair. 

How much does it cost to reupholster seats? 

car seat frame

Having the car seats professionally reupholstered (not just adding slip covers, but completely replacing the old material with a chosen fabric, adding foam or batting where needed, and repairing springs if needed) typically costs $200-$750 per seat, or about $500-$2,000 for two bucket seats and a back bench seat. 

From Paulina at Rayco Upholstery… 

Plan ahead. Finding an upholstery shop early on, in the process, will ensure you get a better cost estimation, along with an experienced interior craftsman, who can provide pointers on making sure body fabrication or paint work will match up with the interior work. 

Use Quality Materials. Our #1 advice – DO NOT think you can save money on the materials that you bring to the shop on your own. More often than not, it will end up costing you more than you thought. Nobody will know better, on what kind of covering materials your car will need to make it look and work best, than the upholstery experts at the shop. If you decide to go with your own materials and something goes wrong, you’re on your own. 

From Ron at Goodguys Upholstery.. 

SHOPPING FOR A SHOP… Finding the right shop to do your interior work is important. “Experience is king,” Ron told us. “Look at the shop. Is it clean and organized with well-kept machinery? Also check out some of their previous work but pay close attention to the details and the final pieces that really stand out and make a difference. Get your agreement in writing. A firm price might not be possible but a “firm range” is always possible. 

If you belong to a car club and know some members who have had their cars worked on, they can be your best bet to get the initial information that you need. If there is someone in the club familiar with the process, and you are a beginner, then ask if he would go along with you. 

Choosing the material can be fun and a bit overwhelming. After looking through the 10th sample book your eyes might glaze over. You might get as much information as you can from the shop, then go home and study a bit. If you are reupholstering in leather, many times, there are sales where you can buy the three or four hides that you need for your project. Ask the shop for the hide dealer if you want to ask more questions. 

If it is cloth you are using, and you want to use the same as what came original to your car, then find the very best sample from your vehicle. 

Remember to ask for the left-overs. You have already paid for them. They can be valuable years later in making small repairs. 

What to watch for while your car is being worked on….Look for straight seams, and smooth lines on cushions, not puffy/uneven work. Don’t utilize an upholsterer who smokes unless you like the smell of smoke in your car….forever. 

Take photos of the pre-upholstery. It can help the upholsterer immensely while sending the message that you are a ‘detail person’. If you plan to do some of the dismantling, it is important the upholsterer sees your car beforehand, even if that means an extra trailer trip to his shop. Save all material that you take from your car so the shop has examples of stitch types and stich designs. 

And lastly……The shop has your car as collateral and will also most likely ask for an advance. All OK. But, be sure you have a fairly good sized “hold back”. It is surprising the misunderstandings that can happen during a project like this. 

I do what they call a rolling stop…

vt dirt road

It must have something to do with the fact that I’m getting old, or am already old, but I find more and more things really irritate me. The first thing that comes to mind is road rage. I think I’d go mad if I had to drive in a metropolitan area on a regular basis. I find it difficult enough to drive in Burlington. All the lights, whether they are on cars or streets, are bad enough, but then you have people walking everywhere and bicycles everywhere, and cars darting in and out of strange places. Add darkness and rain to the mix and it’s not very good. 

I don’t know about you, but I find more and more cars blatantly going through red lights and ignoring stop signs. I’ve even seen school busses doing this. It’s not just young people either! It seems like it is parents of these young folks. Not using directional signals is another problem. I’ve gotten to the point that I don’t even trust cars that have their directional signals on. 

I won’t even mention driving on the Interstate, where everyone is going about 80 mph. It’s almost unsafe to be going the speed limit. I guess I’ve been driving on dirt roads long enough where you can drive down the middle of the road, or even on the wrong side of the road, depending on the road conditions, without worrying about other cars. One needs to concentrate because of pot holes, ruts in mud season, or slippery conditions. After dark, you have very few headlights to contend with. Just an occasional deer or two. More often than not, there is more than one deer so you just have to look carefully. I’ve never hit a deer, but it seems like everyone else I know has, with minor or major damage to the vehicle. (I did hit a bear once, or I should say the bear hit me). It wasn’t hurt and I was driving the VW Thing which sustained just minor damage. 

I do admit to not coming, to a complete stop, when there is a stop sign on some dirt roads. I do what they call a rolling stop, which seems good enough to me. Why there are even stop signs in some places is beyond me. Speed limit signs, too. The speed limit might be 35 MPH when you drive through a town, but then on a dirt road, some where there is a 25 MPH sign for no apparent reason. How about following a car down a road that is going ten miles below the speed limit? It usually is some older person that can barely see over the steering wheel. This might be all right on a back road but can be dangerous on a paved road with a fair amount of traffic. It seems like everyone is impatient and needs to pass these slow moving cars, usually on dangerous stretches of road. 

Then there are the people who still use their phones and swerve all over the place and sometimes pull to the side of the road in weird places. 

I think I’d best stop before I move on to another pet peeve. There seems to be no shortage of them these days. 

1968 Ford Mustang Coupe

The Mustang was the right car at the right time

Hello fellow enthusiasts, 

I know what you’re thinking, oh great another story about a Mustang. A dime a dozen at the car show, just like a Model A or Camaro. We’ve seen them before and there’s nothing more to see and I suppose for some people that’s true, but we all have our preferences and interests. Which is why attending shows is so important, every car has a story behind it and every owner likes to share it. 

1968 ford mustang

Most of you grew up during the muscle car era of Detroit, so you recall seeing a Mustang on every street corner and parking lot, which is true. Over 1.9 million units were built between 1964 and 1968. With over 10 million built to date, you can’t deny the appeal of this American icon. The Mustang was the right car at the right time. Styling and performance that the baby boomers wanted. Gone are the huge land yachts, no more fins and massive chrome bumpers, the American car culture was changing. Everybody has a story about a Mustang whether they bought one new or had a family member that owned one. The automotive icon has touched the hearts and imagination of car enthusiasts nationwide since it’s inception. 

In March of 1985 I purchased this 1968 Mustang with 62,711 miles from the original owner in Essex. I was a senior in high school at the time and my friends were all driving VW Rabbits, Volare’s, and Delta 88’s. I remember looking at a 1959 Oldsmobile Super 88, baby blue, with a missing head, quite the car, but my dad talked me out of it in favor of the Mustang. I think it was largely because he owned a Mustang while in the service back in ‘67. Little did I know that this decision would lead to a lifetime hobby. I have the original build sheet from the car which was taped to the wiring harness under the dash. This is the birth certificate and lists all of the options that the assembly line workers would add to the vehicle as it rolled down the line. My Mustang was born with a black vinyl top, white wall tires, hub caps, am radio, 3 speed transmission, and a 200 cubic inch six cylinder engine. The color was Sunlite Gold. Pretty sparse on the option list, especially since Ford offered over 40 options for the consumer. 

dave stone

For the next year and a half, I used the Mustang back and forth to work and cruising around town, plus a few trips down to Saratoga for summer concert events with friends. Every Thursday night you could find me at Thunder Road watching the Lamells’ race their two Mustangs, they were one of the few who carried the blue oval. Like any teenage car guy you need to modify and make the car your own. One of the first things I did was purchase a set of gold nugget rims. I didn’t want to keep chasing down the hub caps, every time I spun the tires, managing only wheel hop. The fat tires put an end to this antic, the increased traction was dominate over the 110 horsepower. So it was off to the salvage yard with a friend and his station wagon to locate a 302 V8. We found one out of a van and loaded it in the back of his Volare and off we went. The engine needed a rebuild so I spent the next few years putting the engine together. I ported and polished the heads, installed a performance camshaft, plasma rings, high volume oil pump, Offenhauser intake with Edelbrock 4 barrel carb. I didn’t want to deal with headers so I located a set of 289 hipo exhaust manifolds. These manifolds bolt right up and provide unrestricted flow. I soon set off for college leaving the 302 in my bedroom, serving as my bedside stand for the next few years. 

Four more years would pass before the 302 found its new home. In 2000 the 302 was finally mated, to a toploader, 4 speed transmission. I removed the little engine that could, detailed the engine compartment and installed the V8. I had driven close to 50,000 miles with the six cylinder and three speed and now had mixed emotions about the swap. No longer a teenager, the rational side of me was coming out. Should I keep the car original? Well, the first turn of the key with the 302 quickly erased any of that nonsense. Just the sound of the dual exhaust made it all worth while. I enjoyed the new power and 4 speed, it was a new car for me. The feeling of wide open throttle in second gear is awesome, the little Mustang moves! The only down fall was the lack of overdrive, which many cars from the sixties needed. In 2006, I installed a Borg-Warner T-5 transmission out of a late model Mustang. The fifth gear was basically an overdrive and made driving the interstate comfortable. 

1968 ford mustang

Summer of 1986 I decided to replace the battery apron because of rust. I pulled off the fenders and front end sheet metal and soon realized that I was in over my head. I didn’t have a welder or the knowledge to tackle it. One of the good things about our hobby is the resources and experiences of fellow enthusiasts. A knowledgeable Mustanger provided me with the guidance and welding help that I needed. I made cardboard templates of the patch panels and had a local metal shop cut and bend them up for me. Back in 1986 there was a lack of reproduction sheet metal, not like today where everything is available. I ended up replacing the front frame rail, torque box and battery apron, this helped to restore the unibody strength. With the welding done and body panels back on, it was time for a new coat of enamel Sunlite Gold paint. The paint job came out ok for a teenager’ ability with no experience, plus it was painted in my parents garage. Enamel paint over spray everywhere! 

thunder road pit pass

Now fast forward to 1996, I had been driving the Mustang for another 20,000 miles, still with the 200 cubic inch. I had made many trips back and forth to college in southern New Hampshire plus Connecticut for work. The 302 still sat in the corner of my bedroom, but not for long. I located a V8 rear axle and front spindles to make a drivetrain upgrade. Ford had two different suspension set-ups for the Mustang, six cylinder cars had a four lug pattern with 9 inch drum brakes, whereas V8 setups had the traditional 5 lug pattern and 10 inch drum brakes. I was use to brake fade on hot summer days with the 9 inch brakes, an unsettling feeling in traffic and I don’t miss that at all. Another benefit to the V8 set up is the number of after market upgrades available. 

By now it’s been 25 years since the garage enamel paint job. It was dull, tired and worn out. I was in a parking lot one day just getting out of the car when I heard a couple talking about my Mustang. “Yeah, nice car but it needs a shine” I stepped back and looked at the old girl and concluded the same. Now 2011, I stripped off the Sunlite Gold enamel and started an exterior restoration replacing a door and rear quarter. It was repainted with a modern urethane metallic gold, from the 2009 Ford lineup. The color is a little more brighter than the original but it still pays homage to its roots. Hopefully this paint will be as durable as the enamel. 

1968 ford mustang coupe interior

My future plans for the Mustang include power disc brakes, I think it is a wise upgrade from the 10 inch drums. The Mustang will continue to be my daily summer driver in a world of throw away cars. I hope to accumulate many more miles and memories through out my travels. Just another Mustang, too many yes, but now you know how this little Stang is a part of my life. It’s not how much they are worth or how well they shine but the story behind the steering wheel. When you ask a long time owner about their vehicle it will always include memories. 

Drive on…..David Stone 

1955 17 foot Shepard Runabout

Selby & Maureen Turners’ 17 foot Shepard Runabout. 

1955 shephard runabout

It’s winter, the snow swirls around my storage barn, just feet away from the Lake and safely tucked in among the cedars on Isle La Motte. I enter, almost tentatively because I’ve not been in for several weeks. I flick on the lights and suddenly the 35×75′ space is alive with all my summer friends: 3 antique cars ranging in age from 67 to 88 years and two boats ages 96 and 64 as well as two 61 and 67 year old tractors, several newer boats, carriages and assorted lawn machines etc. The 1955 Shepard mahogany runabout sits in the middle and I’m drawn to it because I’ve promised it a spring coat of varnish. I’m already imagining the task with a pad of 220 grit paper in one hand and a soft brush in the other. I try to remember to varnish before summer humidity so the drying won’t blush and think about maybe adding some japan dryer to hasten the process. 

The 1955 Shepard is a 17′ (all original) Canadian made mahogany boat built to compete with US made Chris Craft. It is a “runabout” as opposed to a “utility” because the engine is covered by a hatch and not a box which you need walk around. Runabouts are considered more of a “sporting” boat while the utilities would more likely be used for maybe fishing. Shepard built their products first class. The 17′ runabout has a double planked bottom and is designed to accommodate 5 passengers in the same cockpit. To achieve this, Shepard installed the engine with the flywheel facing the stern (back) of the boat and powered the prop with a V drive transmission. Thus the engine is in the back of the boat covered with a hatch. Most boats are the reverse and their engines are of necessity in the middle of the boat forcing a split cockpit arrangement and, in the Runabouts, a very wet ride for half of the passengers! The engine, original to the boat, is a Chrysler “Ace” which develops 95 hp. These very popular marine engines were available as well in 125 hp as the Chrysler “Crown”. The engine is a 6 cylinder, in line flat head. The exhaust is a straight pipe which develops a most seductive and powerful rumble that reverberates across our bay, bringing people to their doors in awe! Shepard had an arrangement as well with Chrysler to provide accessories such as the steering wheel (also used in the 1955 Chrysler cars) and knobs, etc. The dashboard gauge cluster is one used in both US and Canadian boats for several years. 

I purchased the Shepard, we named the M&M after my wife and daughter and alternately the candy (our candy ride), about 27 years ago. I found her in a field of vines and tall grass and covered with old carpeting and torn tarps sitting on an old hay wagon. The owner refused to uncover her until I paid for it. He claimed he didn’t want to sell…I bit. The fates must have been with me because when I uncovered my now purchased boat, the topsides, cockpit and engine were in fabulous condition. In fact, that year I didn’t even varnish! 

1955 shepard runabout stern

There are many stories to follow thru the years including a tornado that flipped the boat upside down and sunk her under her boat lift. We were able to restart the engine before any further damage and I spent the balance of that summer with goggles and mask retrieving fittings at the bottom of the Lake. 

I have another 1955 Canadian custom made, 36′ sedan cruiser that I rescued from the wrecking ball at a boat yard in Colchester. To my wife’s dismay, it resides in our driveway and necessitates some creative turning to negotiate around. 

v drive transmission
Upper left: Engine power into Transmission — Lower left: Power to propellor

V-drive is a propulsion system for boats that consists of two drive shafts, a gearbox, and a propeller. In a “V-drive” boat, the engine is mounted in the rear of the boat and the front of the engine faces aft. Connected to the rear of the engine is the transmission. The first drive shaft connects the rear of the transmission to a gearbox mounted in the center of the boat. The second drive shaft extends from the gearbox to the rear and out the bottom of the boat to where a propeller is mounted 

One Thing Leads to…

With no questions to answer this month, I thought I would share an interesting story. 

Have you ever been putting off a big job, expecting it to be difficult, only to be pleasantly surprised at how simple it is? I have had this happen to me. I have also had what should be very simple job turn out to be a nightmare. I recently had what should have been a simple job turn out to be a much bigger job. 

In August I lost the clutch in one of my Saab 900s. This car was from Southern California. It has never seen salt, and rarely saw rain. It is a fun car to work on. Nothing is rusted or frozen. 

saab 900s clutch

Now, on a Saab 900 the engine is bolted on top of the transmission, and the whole assembly is mounted backwards in the car. The clutch is on the back of the engine, which is up front by the radiator. I have done a complete clutch job in about an hour. It is a relatively quick and simple job. 

I realized the problem with the Saab clutch was the master cylinder. I ordered a new one and attempted to install it. It is a traditional master cylinder attached to the firewall with two studs. I was just finishing the installation when one of the studs broke off. I was just tightening the nuts on the studs when the wrench came loose. I had just begun to snug the nut, I hadn’t even begun to apply much tightening force. I removed the part to find that the ear, the stud was threaded into, actually broke off. It was a defective casting. Ok. No big deal. I obtained a replacement and installed it. 

When I drove the car to work the next day I noticed the cruise control no longer worked. Somehow while working under the dash I broke the cruise control. On the way hone, I lost the clutch again. A quick inspection revealed the hydraulic hose between the master and the slave burst. Ok, not a big deal. I replaced the hose. As I was bleeding the clutch, the slave cylinder blew. To replace the slave cylinder the entire clutch assembly needs to be removed. When I removed the clutch assembly, I noticed the rear main seal on the engine, and the pilot shaft seal on the transmission were leaking, the clutch had oil on it, and the pilot bearing was seized. I ordered a complete clutch kit, and new seals. I resurfaced the flywheel while it was apart, and installed the new seals and the new pilot bushing. 

I had a bear of a time installing the new clutch, it just did not fit. I couldn’t align the pressure plate quite right to install the bolts, and the pilot shaft just would not fit in the clutch disk. After wrestling with it for over two hours, and cutting my hands several times, I realized I had the wrong parts. They were boxed wrong. I had ordered the right parts, but the parts supplier gave me the wrong parts. After a conversation with the parts supplier I received the correct parts, and again attempted to install the clutch. I had it almost installed, when I realized one of the dowel pins fell out of the flywheel. I had to take the assembly apart to get the pin out of the bell housing. After reassembly I was installing the slave cylinder bolts when one of them stripped. I could not understand how it stripped, as I never snugged the bolt. Again, the whole assembly had to come apart to fix the stripped threads. I realized someone had installed the wrong bolts at some point, these bolts were too short, and one was cross threaded. 

The project is almost done. Hopefully I just have to bleed the clutch and finish putting it back together. Should be done this weekend, almost four months later… 

Because Nice Matters

Welcome 2019! As we head down this new year’s road, I’d like to tell you a little bit about a very special per-son. She has shared duties of contributing articles for “The Softer Side” for a number of years but has decided to officially retire, and Wheel Tracks Editor Gary Fiske asked me if I would take over from her, and I’ve accepted. I knew immediately what my first article was going to be about or, more specifically, who it was going to be about. 

mary noble

Mary Noble was brought up as a true farm girl in Plymouth, New Hampshire, and eventually made her way off the farm to the University of New Hampshire where she graduated with an English Literature degree. And you might say, now what? What does one do with an English Literature degree? Well, she got married to one, Wendell Noble whom she met while at UNH, but during their engagement, she just didn’t sit still waiting for the big day. Talk about stepping outside the box in the day: In true Mary style, she went on to the prestigious Katharine Gibbs School. 

After Mary and Wendell married in 1963, they moved to State College, Pennsylvania. Mary found employment at the HRV Singer Sewing Company as secretary to, in her words, a “big honcho.” This was during the time of the Vietnam War, and Singer was a defense contractor to the U.S. government where they were making the Norden bombsight, which was a tool that bomber plane crews used, to accurately set their sights on targets. And you probably thought Mary was dealing with sewing machines, didn’t you? 

NH map

In 1966 Mary and Wendell found their way north to Vermont by way of Bennington, Jericho and, finally, Milton in 1971, settling into a beautiful old farmhouse where they raised their three children and are now proud grandparents to three grandchildren. Wendell tells me that the farm-girl upbringing paid off when they got to Milton. Over the years they’ve raised beef cattle and pigs, along with maintaining flower and vegetable gardens where, I understand, Wendell “does what he is told to do!” You go, Mary! 

Mary and Wendell joined the VAE in 1997. I first met Mary at an annual car show a couple of years ago and was drawn immediately to her quiet, welcoming demeanor and, of course, that ever-engaging smile of hers. Asking if there was anything I could do to help, she immediately put me to work! 

So how does she like the car club? She says that the very best part of the VAE are the people, all the people she meets along the way. She also loves craft fairs and flea markets, so she made a deal with Wendell many years ago that he could go to car club functions with or without her and she was going to the craft fairs and flea markets with or without him! Isn’t it lucky that the yearly car show has an expanded flea market AND NOW a craft fair? And you know what she brings home from the flea markets? Matchbox cars. I didn’t get a chance to ask her how many she’s purchased over the years, but you can ask her yourself the next time you see her. 

And speaking of cars, her favorite vehicle is the 1928 Dodge Coupe in their garage which was given to her (and Wendell, I presume) by her father. I’m going to ask her for a ride in it this coming spring. We’ll be “Thelma and Louise” tooling down the highway! 

I was speaking with Marion Thompson recently, who has known Mary for a number of years now, and I asked her, How would you describe Mary? Her response: “Mary untiringly and quietly goes about the business of the VAE always with a smile on her face. Whatever needs to be done, she just does it.” She can be found at the registration table or the souvenir booth going about her tasks always with that smile. Who better to have on the front line helping all our VAE show guests? 

Mary’s first love, of course, is Wendell and her family, but cooking/baking runs a very close second! If you haven’t been on the receiving end of her cooking, I can tell you for a fact you’re missing out. Wendell tells me that one of his favorite dinners is something called a hamburg/cottage cheese pie. Well, okay. So I challenged Wendell to get me that recipe, and he somehow managed to invade Mary’s kitchen domain without her knowing, and we are now the lucky ones! 

cheeseburger pie

Mary’s Cheeseburger Pie Recipe

1 cup + 2 TBS Bisquick® baking mix 
1/4 cup water 
1 pound ground beef 
1/2 cup chopped onion 
1/2 tsp salt 
1/4 tsp pepper 
1 TBS Worcestershire sauce 
2 eggs 
1 cup small curd cottage cheese 
2 medium tomatoes, sliced 
1 cup shredded Cheddar cheese (about 
4 ounces) 


Heat oven to 375°. Stir 1 cup baking mix and the water until soft dough forms. Gently smooth dough into ball on floured cloth-covered board. Knead 5 times. Roll dough 2 inches larger than inverted 9-inch pie plate. Ease into plate; flute edge if desired. 


Cook and stir ground beef and onion until beef is brown; drain. Stir in salt, pepper, the 2 tablespoons baking mix and the Worcestershire sauce. Spoon into pie crust. Mix eggs and cottage cheese; pour over beef mix-ture. Arrange tomato slices in circle on top; sprinkle with Cheddar cheese. Bake until set, about 30 minutes. 

1935 Packard  Limousine

Tom Noble’s 1935 Packard  Limousine

I think the best way to tell the story of the car is in two parts – first the part I know is actually true, and secondly the part that might be complete bunk…

The car is a 1935 Packard V-12 limousine that my grandfather, Bert Pulsifer, acquired sometime during the 1960s from a man named Charles Barnes. Charles was renting a house from my grandfather at the time and, having run out of money to cover rent, offered the car in lieu of of rent. My grandfather was a collector of cars and took him up on the offer. He kept the car and entered it in local parades from time to time and my Uncle Scott drove it occasionally- although I’m guessing a V-12 limousine wasn’t something anyone could afford to drive regularly even then! I do remember it sitting in the garage at Grandpa’s farm and pretending to drive it when I was little – as a kid that was the most impressive car in the world!

1935 packard limousine
Charlie Noble, Tom and Michelle Noble’s son will be driving this beast of an automobile some day.
Perhaps to his senior prom dance!
Charlie is in junior-high today and Wheel Tracks has learned he has some dance moves to die for….

I also remember the whole family washing and waxing it in preparation for a parade. This must have been done many times because even then the paint was worn through in places. The parade I remember best – and I think it was the last time it was driven, was in 1982. The Packard had a tendency to vapor lock and I recall it did it at least twice that day. The first time was at a gas station on the way to the parade. We had stopped to fill up, but couldn’t get it to start after. Fortunately, one of Grandpa’s friends was also on his way to the parade, with his similar vintage Jaguar, and offered to push start the Packard with it. This worked and we made it to the parade.

Unfortunately, we didn’t make it THROUGH the parade. About halfway through, she vapor locked again and had to be pushed aside to let the rest of the parade go by. I’ll have to dig out the picture of me, with my Grandpa’s Mason’s ballcap on, leaning against the fender, waiting for it to cool down. My grandmother wrote on the back “Thomas guarding the Packard”. (This picture never made it to Wheel Tracks).

1935 packard limoWhen Grandpa passed away, he left the Packard to my Uncle Scott. Uncle Scott didn’t really have a good place to keep it, and knew that I had always admired the car, so he gave it to me. I’ve had to move it a few times since then and it has remained my “someday” project that I plan to get going as time permits. The first project will be to get the gas tank cleaned/rebuilt – 30 year old gas does some bad things to the inside of a gas tank!

The part of the story that might be bunk, is the detail of Charles Barnes – I was always told that Charles was of the “Barnes and Noble” Barnes from Rhode Island. Apparently he was the black sheep of the family and had a girlfriend that the family did not like or approve of. The family told him he needed to leave the family estate, but that he could take any car he wanted as long as he left and didn’t come back. The car he chose, of course, was the Packard. He headed north and ended up near Plymouth, New Hampshire and began renting the house from Grandpa.

From Lester-Steele Handbook & Standard Catalog of American Cars “Packard Twelfth Series- Twelve”

*Price new….$4485.00
*Bore & stroke…3.44 X4.25
*HP….175 @3200RPM
*Weight…5900lbs
*WB– 144.25 inches
*Carburetor….Stromberg-Duplex
*Gear-ratio options,4.41, 4.06, 4.69, 5.07
*Tires…7.50X17
*3-point engine rubber suspension
*15 12-cylinder body styles offered with the limo being #835.
*Engine, 67 degree V-block, modified L.
*Displacement, 473.3 cu. in.
*Four main bearings
*Trans, selective synchromesh 3F/1R.
*Clutch, single plate, vacuum assist.
*Brakes, mechanical, vacuum assist 4W
*Options…dual sidemounts, bumper guards, radio, heater, spotlight.
*Introduced August 1934.
*V-12 model choices, series 1207wb139” & series 1208wb 144.25(the limo)
* Total factory production for all models including V8 & V12…..788

Rust Repair

Recently I have had two cars in the garage for rust repair, a Saab 900 and an MGB.

The interesting thing is, on each car the rust was caused by poor body work. Each car had plastic body filler repairing a dent. The body filler was applied to bare metal. At some point, the body filler cracked and moisture seeped in. Body filler does not stop water.

Water can creep down through the filler to the bare metal, and cause rust. On each car the metal behind the body filler had rusted away, leaving rust holes.

After I do the hammering and welding, I coat bare metal with epoxy primer BEFORE I apply any body filler. I also start with aluminum body filler first, then transition to traditional polyester body filler. Aluminum body filler does offer some resistance to moisture.

To fix these rust holes, I used a cut off wheel to cut out the rusted metal. Next, I traced the cut out piece on new sheet metal with a sharpie marker. I carefully cut the piece out, subtracting about 1/16” on each side. The new piece was carefully mig welded in, only welding about 1/4” at a time to prevent heat warpage. After the weld-ing is finished, the welds are ground flush and the metal is hammered flat. Next I apply a layer of epoxy primer, followed by a light skim coat of body filler.

 

Ramblings of a ‘Mature Lady’

As I ‘mature’ it seems that I become more aware or should say irritated with things happening around me, i.e. the idea that school should start an hour or more later in the mornings, to allow our children to “get more rest”, and thus they will certainly do much better in school. Poppy cot!! What is keeping these children from going to bed at a reasonable hour? I fear it is TV, iPods, computers, tablets, smart phones and NOT reading, homework, household chores, or even a job. Let me say here that I am sure there are some out there that do work or have household responsibilities that prevent an early or even reasonable bedtime hour, but I believe this is the exception and not the rule.

One of my concerns is that every generation (for the most part) are getting ‘softer’ and it will manifest itself in ways that are not good for us or them. I am part of the problem, as I expected less of my children than was expected of me. I am sure my brothers and sister didn’t think so at the time, but Mother expected less of us than what was expected of her. At age ten she took over as chief housemaker for her Dad, 3 older brothers and 1 younger than her. She cooked, cleaned, did laundry and went to school. Because she was 10 and not very tall yet, her brothers made her a box to stand on, to make rolling pie crust easier! Now wasn’t that a nice gesture? She never talked about it as a burden, in later years, but something she did because it was needed. My 2 brothers were up in the morning at 4 or 4:30 to go to the barn and help feed and milk the cows, home about 6 to bathe (so they wouldn’t smell of the barn) and still had a mile to walk to catch the bus for school, only to reverse the process when school was out. Walk home, change clothes and back to the barn. Did I mention that the bathroom time was scheduled, so 5 of us could get in and out on time with only 1 bathroom, to some, this would be third world conditions! And believe it or not, there were some people at the time, that didn’t have that in Athens, Vermont in the early 50s.

It was barn work that I threatened my boys with, when they were young, if they complained about doing some chores. Also, just an update, my brothers graduated from school, got jobs (now retired) and survived their early years just fine. I don’t know if they regret it, but I feel bad they didn’t have time for the school sports, etc., that most have access to today and wouldn’t want that to change.

Have school start later? Not in my opinion. Make it mandatory that children work 6 months on a farm; definitely! You can’t know what work is until you do some.

Is Grandma’s opinion popular with her grandchildren? NO WAY! They are thankful I am not raising them, and I am not their school teacher, but I do hope that there will come a day when the 4 of them are sitting around camp swapping stories and they decide that Grandma had a lot of things ‘spot on’.

1919 Ford Model T

Tin Lizzie, Leaping Lena, or Flivver is a few of the names for Ford’s Model Ts.  Dave Welch’s 1919 Model T, above, fits these names.

dave welch clock shopDavid Welch has a clock shop in the old Kennedy Brothers building in Vergennes and has been in the repair business for many years. He is also “the cook” according to his 90+ year dad, Steve. Dave and his dad live together. When asked the time that Dave gets home from work at the Clock Shop, Mr. Welch replied that he hoped by five PM, because he is the cook. They live in a wonderful area along lake Champlain, where the extended Welch family have lived for a number of generations.

1919 ford model t flivverThe Model T has spent over 35 years owned by VAE members, starting with Ed Rotex. Wheel Tracks understands Ed “just ran the T around once in a while”.

From Ed the car went to Tim Hunt, then to Ed Welch. The last 30 years the car has been in Carl Tatlock’s garage, who gets credit for many of the upgrades on the vehicle today. The story goes that Carl is a stickler for detail, the proof is this Model T.

The next home for the T is Mr. David Welch and the way he acquired the car can only happen in the VAE. Carl “gave” it to Dave, a gift many of us only dream of… a fantastic gift.

1919 ford model t cockpitWheel Tracks has found some mysteries and solved some mysteries with this old T. It is known that the 20 HP engine is not original to the car, but no one knew the year. Research has revealed the #13669202 engine was built in May of 1926.

*The big surprise was when the car was built, it turns out, it is not a 1919 Model T! Ford numbered the engines when they were built and when the engine was placed in the car during assembly, the frame was stamped with the engine number. The frame on Dave’s T is #8893000 which tells us the car was built in December of 1923. The vehicle number and the factory production number is the same, so this car was number 8 million, eight hundred ninety three thousandth that Ford had made by that date in 1923. The 9,000,000th was completed at 1:05PM on December 26th, 1923.

The Model T Club of America publishes the total number of Ford model Ts built was 14,689,520 when they closed down the T line in 1927 and started building Model A’s. Model T engines continued to be built through 1941, for an additional 169,856.

Wheel Tracks can not find what this car started its life as. Was it a touring car, a runabout, or a coupe? Or maybe a Tudor or a Fordor or even a truck? Are there any T folks out there who can help?

Here is some additional 1923 information from the T club….. The “1923” touring car style was introduced in September 1922, with a one-man top and sloping windshield, but otherwise the body was the same as the 1922. The runabout followed about November, with a new body and turtle deck as well. A new “Fordor” sedan appeared in December 1922, which used aluminum panels throughout the body. The cowl section and lower body section were changed to steel during the year. There was no cowl vent in the early Fordor sedans but the vent was added during early 1923, before the change to the larger hood. The Coupelet and Sedan (Centerdoor) continued into 1923 with minor modifications that were introduced in 1922, but were both replaced with the new Coupe and Tudor Sedan in August 1923. The front section of the car was revised about August 1923, with a new and higher radiator, larger hood, a valence under the radiator, and revised cowl section to match. These cars were generally referred to as “1924” models in Ford literature. The Coupe and Tudor Sedan were all new, with coupe doors opening at the rear. Body construction continued with the metal panel over a wood frame design.

* This paragraph could have problems…..1. If Ford sold just the engine, then there would be no chassis to stamp. 2. Wheel Tracks took the chassis number from the cars registration form, not the chassis, there could be a different number on the chassis.