Duane Leach joined him in 2010 and together, they have exceeded all our expectations. The two live on opposite sides of Mount Mansfield and in the hundreds of phone calls they make to one another, Bob usually starts his conversation with….
From the build sheet I obtained from Historical Services at Fiat Chrysler Automobiles, I have determined:
My 1937 Dodge MC was built on June 23, 1937 at the Chrysler Corporation, Dodge Truck Division, Hamtramck plant in Michigan. When it left the factory it was shipped to Perth Amboy, New Jersey with the following options installed: shock absorbers, front and rear ($9.50), interior sun visor ($2), auxiliary windshield wiper ($4), a tire lock ($2.50) and a rear chrome bumper ($8.50). These accessories are still with the truck except for the tire lock, but the hole where the tire lock shackle would be locate is present in the hub where the spare attaches to the fender assembly.
Curiously, two items on the build sheet remain unresolved at this time. The first is the abbreviation, “sov”, in the list of options contained in the build sheet. Accordingly, the truck was built with three “sov” and I currently have no idea what the “sov” abbreviation identifies. Secondly, I can not determine if the truck left the factory with the utility box. The build sheet indicates the rear body as a “2”, unfortunately I am unable to determine what the “2” refers to, when describing the rear body. And the “rear fender” option is left unchecked on the build sheet. As you might expect, the truck has no rear fenders. If you know of anyone with knowledge of the coding used in Dodge build sheets from that era, I would appreciate their contact information.
I have had several automotive professionals analyze the utility body to determine who manufactured it. In addition to being unable to locate a makers mark, these individuals all concluded that the box was made by a manufacturing concern and not a one-off built by a local craftsman. The gauge of the metal and the accuracy of the stampings indicate to them, that the box was built by, an unnamed industrial manufacturer. The wiring and fittings used to secure the box to the frame rails also indicate the truck probably left the factory, with this box attached. If you know of anyone with knowledge of utility boxes and their manufacturers, I would appreciate their contact information.
The history of the truck from the time it left the factory until somewhere in the 50’s is unknown to me. The individual from whose estate it was purchased, in the 50’s, is identified in the faded black paint on both doors – Hans Kuhn, Builder, Grand Gorge. Grand Gorge is located in rural New York as is the farmer I pur-chased it from in 1977, who worked a dairy farm in Franklin, New York. During my college years I had seen the truck occasionally moved around the farm and noticed it did not have license plates on it. The story goes that the farmer bought the truck to use on the farm and for his boys to learn how to drive. The boys had no interest, so the farmer did not register it for the road. He used the Dodge to drive around the farm for approximately 20 years. So a few years out of college I got enough courage to ask him if it was for sale, we struck a deal and I towed it home a week or two later.
When I purchased the truck it was not drivable, the engine was seized, the interior was unusable, the windshield was delaminated, the rear window was broken and it had 107,960 miles on the odometer. I intend-ed to restore the truck and have fun with it. Over the years I never had the time or resources to devote to the truck. Fast forward from 1977 to 2015, the spring of ‘15, my son motivated me to get the truck running and usable again. Each of the trucks systems were evaluated and all parts that needed to be replaced were, so it would become a reliable driver. The Dodge passed Vermont state inspection in October of 2015 and I have been using it since. It does not have special antique plates, but regular truck plates, so I can enjoy it whenever possible and not have to worry about the restrictions imposed on vehicles with antique plates.
The truck is as original as I could keep it and still be a reliable driver. The inner surfaces of the utility box has its original paint as does the fenders and firewall. Some-where in the 50’s a previous owner hand brushed the light green paint over the stock dark green paint. Inside one of the utility box compartments are the two remaining original sliding wood trays used to hold tools.
The Dodge is used for weekend chores and has successfully taken me on one 320 mile round trip excursion in under 24 hours. What fun it is to experience the response of people as I pull into a shopping area. Most rave about the originality and patina of the truck, the uniqueness of the utility box and implore me not to change it. Double clutching to and from my weekend destinations has become something I very much look forward to and hope to continue enjoying for years to come.
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.
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.
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.
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!
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.
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.
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!
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 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
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!
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).
When 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”
*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
*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
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.
David 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.
The 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.
Wheel 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.
About a year ago during a visit with our daughter, Martha in Colorado, she guided us on a trip to the Grand Canyon. On the way back she commented, “Mom we should go on another trip”. Where would you like to go? I suspect that she was thinking along the lines of a bucket list. I rather reluctantly responded the first place that came to mind “Uh, Alaska”, maybe because it starts with an A. I think I also suggested Hawaii.
Being of the digital social media generation, she immediately was on her smart phone and started the arrangements. Therefore, for a couple of weeks in June this year, we were in Alaska, landing in Fairbanks where we were met by our tour guide and bus driver, who were awesome with information about flora, fauna and wild life.
In Fairbanks we had an up close view of the oil pipeline, that runs from Prudhoe Bay to Valdez. We also had a paddle boat cruise on the Chena river where we were able to visit an authentic Athabaskan village and see a lady working her sled dogs. We took a tour bus to Denali National Park, a beautiful ride. While touring through the park, we were privileged to see plenty of moose, Dahl sheep, fox, hares and a mother grizzly bear with her two cubs.
We then took a train (first class with vista cruise type car and great dining car service) to Anchorage and then on to Seward by bus. In Seward we cruised the fjord to see sea otters, orca whales, humpback whales and a close up of a calving glacier (not an animal but a hunk of ice). The weather was beautiful and the only wildlife we didn’t see were mosquitos.
I would strongly encourage a trip to Alaska. I do think you would want to have a good guide, and would recommend Trafalgar. With twenty-two hours of daylight, seeing the sights is a given.
Our daughter is now suggesting that our next tour be Africa. That starts with A also, but I’m not so keen on that. Maybe too much wildlife.
This is Len & Jeanne Pallotta’s 1966 Stingray Corvette.
This is part of the Corvette story written by Len Pallotto in 2005 for Wheel Tracks….
My interest in Corvettes probably started back in 1954 when some friends and I attended the General Motors Motorama Show in Boston where the highlight of the show, for me, was the fairly new Chevrolet Corvette display. However, it would be 21 years later that I would become the owner, of one of these cars.
One day a family friend, told us that a relative of his, was going to sell his 1966 Corvette convertible and asked if we might be interested. The next thing I know, the car is in our drive, with instructions to drive it a few days. This we did and after looking the car over and considering the condition of the paint and body and how badly it seemed to handle, we sent the car back and with a definite no answer.
During the time I had the car, I had rolled the driver door window down several times, the last time, the thing failed, I ended up replacing the entire assembly inside the door. (I guess you could say this was the start of the restoration of this car, though I didn’t even own it yet.) About a week later, we were on our way to the airport in Burlington, to catch a plane to Disney World with the kids. As we turned off Williston Road, parked in the lot of the gas station on the corner, was this same Corvette with a For Sale sign on it. I don’t know what sort of chemistry took place, (I think I actually felt sorry for the car, it looked like it never had any TLC) but when we arrived at the airport, I found myself in the phone booth calling the owner and telling him we would take the Corvette.
When we returned, the long road to this year started. My first project was to get the handling, to a point, where I could at the very least, keep the car in my lane of the road. Someone had put wide Craggar alloy wheels and tires on the car, which was a misfit. I replaced them with OEM wheels and tires with original wheel covers and spinners. Wow, what a difference! Little did I know this was to be the beginning of my continuing Corvette education.
I very soon learned that mid-year Corvettes have a parking brake system that was unique to them at the time. Although this design is used on many GM models currently, back then they were not compatible with Vermont weather and when they fail, the procedure in the service manual didn’t really help. When I finally was to the inside where the working parts resided, I couldn’t believe what I found; it was one solid mass of corrosion. Thankfully, I learned of a supplier who produced these parts in stainless steel. Great, the parking brake now works but the jubilation was short lived, as I found more problems, and all went down hill from there. As I drove the car, it seemed that every couple of weeks I would have to bleed the brakes. This led to research and learning, because of the design, using solid mounted calipers with constant contact pads to rotor, plus corrosion caused by moisture absorbed alcohol based brake fluid, pumps air into the system. This required a complete disassembly of all four calipers and master cylinder, which I did, and sent them to a vender to be sleeved with stainless steel. One more problem solved, but the list continued. Over the next few years I replaced ball joints, springs, shocks, stabilizer links, all front and rear rubber bushings, rotor and pads.
Since the very beginning the engine ran smoothly, but smoked moderately, however, eventually I detected a slight noise in the lower end. Before things got worse, I pulled the engine and transmission. It took a year to complete engine and transmission overhaul. A new radiator and rebuilding the wiper/washer, the carburetor, the distributor and the fuel pump was also done at this time.
During this one-year period, the inspection sticker had expired, so the day we completed the project, I made an appointment for an inspection. On the way a trooper stopped me for the expired sticker and gave me a ticket. It took a while but an assistant D.A. later dropped the charge.
One thing that always bothered me about this car was that the electric clock never worked. So one day I took it apart and found the manufacturer’s name. To my surprise, I was able to purchase parts (at a car show). I had the face silk-screened and reinstalled it. This was great, but it made the rest of the dash look terrible. You guessed it, out came the main dash, matter of fact, out came the whole interior, seats, carpet, belts… every-thing. This was the point where we decided that we could not reinstall a new interior unless we had the body repaired and painted. Since I didn’t really have a place to do the work or the paint and my own body was now needing some restoration of it’s own, we had no choice but to have this done by an outside source. While this was being done I totally restored the seats and recovered them. In 1966 some of the options available were seat headrests and shoulder belts. These were available through Corvette restoration parts suppliers so I added these two features.
While my car was being worked on, we found the frame was very weak in some key areas, so the decision was made to remove the body and restore the frame. Again, the parts were available through suppliers.
We completed this phase of the restoration in mid May of this year (2004), as you can see, this was an on going project from day one. However, we did ,on occasion, have periods when we could drive and enjoy the car. Even when the car was off the road being worked on, we still attended Corvette shows to search for parts and network with other Corvette people to learn and exchange information. In spite of all the pitfalls, it’s been a great ride. Many thanks to my wonderful wife Jeanne, the kids Wendy and Greg, and a lot of other people, who all have either bought parts or pawed through many boxes of used parts at car shows. Thanks for just being there when I needed you for support on this project. Right now, there are left over parts still in each of our bedrooms.
Ray Tomlinson was president in 2004 and presented the Pallotta’s with the “President’s Restoration Award” that year.
That engine that was rebuilt had the factory engine pressure gauge on the dash that was fed by a tiny plastic tube from the engine. In 1984, when Greg and his date were in high school, in formal dress on their way to an event, that tiny tube burst. The engine ceased after losing its oil. A replacement 350 Chevy engine was found and installed. The car’s proper engine is a 327 and about 12 years ago, Leonard and Greg found the engine that belonged in the Corvette. It will be going into the shop soon to make the swap.
Thank you Leonard for your story. This teaches all of us who have an old car that needs “tweaking”, to have patience….. and fun, for that short time that we are in that old car’s life. Your story is why the Vermont Automobile Enthusiasts have been around sine 1953 with a very bright future. Old vehicles keeps us all young.
The Shelburne Museum/VAE Father’s Day Auto Festival Award….. Most Original (Unrestored ): 1910 Flanders, owned by Vin Cassidy
Vin Cassidy, pictured left, has had the Flanders for a number of years. Wheel Tracks understands that Vin found the chassis and running gear in Massachusetts from Carl Weber. The body was found in Iowa some seven years ago.
Vin and his family own Cassidy Bros. Forge in Rowley, Mass. where they create some of the most amazing work you can fine. Just one example is pictured here. One of the company’s long-time employees is Al Murphy and it is also Wheel Tracks understanding that Al was the main person who put all the Flanders parts and pieces together to make what you see here.
The Flanders Automobile Company was around for only three years, from 1910 to 1913, while 31,514 vehicles were built. The Flanders name comes from Walter E. Flanders (1871–1923) born March 4 in Rutland, Vermont. He was educated in Vermont and left school as a teenager to begin working as a mechanic and machinist. In 1905 he obtained a contract to produce 5,000 crankcases for Henry Ford, which lead him to a production manager job at Ford for two years. Flanders left Ford in 1908 to co-found the E-M-F Company. “E” for Barney Everitt, “M” for William Metzger for “F” for Walter Flanders. EMF autos were built from 1909 to 1912 and during the three years 49,807 vehicles were built.
Flanders died in Newport News, Virginia and is buried at Williamsburg Memorial Park in Williamsburg.
Vin Cassidy’s Flanders has a 4-cylinder L-head engine that produces 20.3 hp and was sold for $750.00 when new. The engine has two main bearings with a splash lubrication system and a 2-speed “progressive “ transmission with cone clutch. The tires are 32X3. It is called a Series 20 Runabout and weighs about 1200 pounds with a wheel base of 100 inches.
The little car was a multi-purpose vehicle, performing duties as a passenger transporter and a delivery vehicle. The body section could be removed and replaced with a slip-on fully enclosed salesman’s body. This made it very practical for all situations.
The picture left is from a 1911 advertisement.
The ad below claims the delivery wagon has a carrying space of 43 by 49 inches and is built by Studebaker. The Studebaker company distributed the Flanders automobile nation wide and eventually purchased the complete Flanders Motorcar Company.
On the left we have a 1913 Board-track racing Indian motorcycle – On the right, a 1910 Harley Davidson motorcycle
This beautiful 1913 Indian board-track racing motorcycle is owned by Skip Weeks of Collinsville, Connecticut. He found a few parts of the engine for sale and decided to pass. Then a call came and he was told 95% of the rest of the engine parts had been found and it was more than Skip could say no too. A friend helped him put most of the engine together and Fred Gonet was given the task of the final tweaking. Fred has a restoration shop in Proctorsville, Vermont. Then, Skip found a business in Canada that built reproduction chassis and asked Fred to put it all together… and this is the results.
The neat thing about the machine’s destination is not a board-track but Skip’s living room where Wheel Tracks understands it will join a few other motored antiques. Track racing served as the principle venues for motorcycle racing in America. By 1910, rival companies had started to overtake Indian on the wooden speedways. Oscar Hedstrom who designed the Indian motorcycle in 1900, returned to his drawing board. His goal was to design a new motor capable of regaining the lead for Indian. The result of the engineer’s effort was an overhead-valve design; however this could not withstand the extreme temperatures of a high-speed race. Hedstrom’s solution was to decrease the size of the valves and add more of them. Instead of the usual two valves in each cylinder, Hedstrom calculated that four smaller valves would be better able to dissipate the heat. His theory turned out to be correct, and the overhead-valve configuration also proved to be more efficient.
The Indian 8-valve debuted in 1911 and was immediately successful on the pine-board tracks. In 1920 an Indian 8-valve set an official world record for the mile, achieving a speed of 114.17 mph, and in 1926 an updated version of Hedstrom’s landmark design was clocked at 132 mph, setting another world record, which would remain for the next 11 years. It is not known how many Indian 8-valves were produced, but approximately six are known to have survived.
Wheel Tracks had the great opportunity of having these two motorcycles in one place, on a sunny afternoon and wanted to pass a little about them, on to our VAE members. On the left is a 1910 Harley Davidson motorcycle. This is not a racer, but a beautiful road bike. It is a perfect replica of the original owned by Fred Gonet.
Harley-Davidson, Inc. is an American motorcycle manufacturer, founded in Milwaukee, Wisconsin in 1903. In 1910 there were 110 motorcycle brands in the United States and 107 years later, Harleys are still alive and well.
This Harley is a 1910 Harley-Davidson 30ci Model F. It has 28 X2.5 tires with an Eclipse Knockout front hub that allows the tire removal by taking only one nut off. You start the 4hp engine by pedaling with your feet until the engine fires then engage the rear wheel by pushing a hand control forward to tighten the leather belt. The brakes are the normal “coaster type” on the rear wheel.
The new price was $210.00 and you could order one with one-quarter down payment and the balance due on delivery.