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

I'll take the pictures of the 3 window coupe . Nash called the blind rear quarter sedan a Brougham I believe. I think this was the car. I really liked it but a lot of money for a 4 door closed car. A wise man (that would be my dad) once said it costs as much to restore the open car as the closed and when you are done it's worth twice as much.

EDIT: There are 3 or 4 of these known to exist. Pretty rare!

 

Here's the 3 Window Coupe. Not a very good picture. Look what's sitting to the left. I think these were taken in 2005.

 

Looks like a 30 or 31? The key styling transition happened mid way through 32 when Nash rounded all the edges and cut the windshield down. I see the reo (which would be fantastic in different colors) but what is that on the right?

 

1931 Studebaker President Roadster. He had 4 of them at the time. He's really big into early Studebakers.

 

sunroofcord has probably seen this but maybe not many of the rest of you. Here is a thread on the restoration of practically the same car - a 1063 victoria - over on the AACA board. Very impressive work.

http://forums.aaca.org/f190/32-nash-1063-convertible-sedan-257950.html

 

<table border="3" cols="2" width="90%"><tbody><tr><td><center></center> </td> <td> <center></center> </td> </tr> <tr> <td> <center>1931 Studebaker President Roadster & Giant Replica</center> </td> <td> <center>1932 Studebaker President State Sedan</center></td></tr></tbody></table>

 

I've never seen a President with rear mounted spares, was that an option? Also, note the chromed artillery wheels - never seen those on anything but Studebaker.

 

I had not seen this before. Thanks for posting it.

 

This picture was taken in 1950 in California. Very rare and probably a one-off. Jim, do you know anything about this Cord with a non-Rollston sun roof treatment?

 

That is a great thread. The dude is doing 10 years worth of work in about 6 months. The amount of work he got done was really impressive.

 

Not sure if the rear mounted spare was an option but it would seem highly likely as a friend is just finishing up this '34 President Coupe and the rear spare is supposed to be much rarer then sidemounts. A very rare car either way.

 

Yes. It was owned by a famous actress whose name escapes me at the moment and was featured in the early '50s Custom Car Books. I don't know who put the glass top in. I don't believe it was factory authorized.

 

You probably would be too if you were his age. LOL

 

This goes RIGHT back to what SunRoof said before. DESPITE the rapidly deepening Great Depression, a BUNCH of companies seemed to be doing their part to combat negative public opinion about the industry as a whole BY bringing out some of the MOST beautiful cars the industry had seen OR would ever see again! Those '30-'33 (and a bit beyond) cars were just astonishing! Several full CLASSICS, too. AND, one cannot see one at a car show without stopping in their tracks!!! It WAS a positivley unique little era.

We ALL have to RESPECT these struggling companies for producing such cars under those conditions. Gosh, what else can I say? Thanks, guys, for these wonderful pix AND great commentary. I am SO impressed, and it's good to see these revisited by such enthusiastic fanciers of the cream of the crop!

Sorry I've been out of ocmmision today, but our ocmputer has been a bear.

 

Going way back to when we were discussing the scrap drives and various reasons why certain cars are almost non-exisistent today, I thought you guys might get a kick out of this from the January 1959 issue of "Excuse My Dust", a publication of the Minneapolis Region Horseless Carriage Club Of America;

LOCATED!!! A great collection of Antique Cars in North Minneapolis. All makes and models, in original unrestored condition. Names such as American Underslung Speedster, 1910 L Head Mercer, 1912 Model 48 Locomobile Touring, 30 H.P. Stanley Steamer Mountain Wagon. Those of you who might be interested, load up yourselves and gear, and don't forget a sturdy shovel, as above mentioned cars and others are under 50 tons of earth, gravel, rock, mud, and water on River Parkway and Marshall N.E. By the way, these cars were put there 30 years ago and would be considered in rough to poor condition. Might even add non-existent. We're not kidding, they're really there but so far we have not found anyone with enough ambition to dig down to them.

Note; If these cars were put there in 1939, they were all ready old and collectible. The Antique Auto Club Of America was formed in 1935 and The Horseless Carriage Club was formed in 1937.

 

1907 Studebaker-Garford Model H Landaulet​

Studebaker-Garford 1908


Studebaker-Garford
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1908 Studebaker-Garford touring carStudebaker-Garford was an automobile produced jointly by the Garford Company of Elyria, Ohio and the Studebaker Corporation of South Bend, Indiana from 1904 through 1911. During its production the car was sold as a Studebaker, per the marketing agreement between the two firms, however Studebaker collectors break the vehicles out under the Studebaker-Garford name because of the extent of Garford components

Garford was a manufacturer of automobile components and chassis for a number of early automotive works. Studebaker, which had been in the wagon-making business since the 1850s, produced their first automobile in 1897, but did not go into full production until 1902 with the introduction of the Studebaker Electric.

Under the agreement, Garford would assemble each chassis and then ship it to South Bend for completion. Studebaker-Garfords were powered by gasoline-powered engines which initially had a displacement of 8bhp.

The first Studebaker-Garfords were designated Models “A” and “B”, and were listed as five-passenger touring cars with a detachable tonneau, which, once removed, converted the car into a two-person runabout. The Model “C” was also introduced in 1904 and is considered the first formal touring car, but did not come with a collapsible (convertible) top. Headlights for the cars were available at extra cost.

Until its final year, the car received a number of mechanical upgrades as technology advanced:

1905, Series 15HP was powered by a two-cylinder horizontal engine producing 15bhp. Series 020HP introduced a four-cylinder engine, however the engine delivered 15bhp, not the promised 20bhp.
1906 Series E, F and G were all four-cylinder cars with increased wheelbase, up two inches to 98” from the previous year. The Studebaker-Garford also introduced a town car body. Options for the open cars included a folding top and windshield.
Note: Model G 30 was also built and sold as the Garford, beginning in 1908, after Studebaker took control of the E-M-F Company, with which it had also entered into a body-building, marketing and distribution deal to sell E-M-F cars through Studebaker wagon dealerships. With the company no longer exclusively relying on Garford, Studebaker unofficially modified the agreement and allowed Garford to enter the automobile business on a limited basis.
1907 – 1911 Studebaker-Garfords from this period emerged with more refinements, and more body styles with each model year. The last Studebaker exclusive model was the G-10.
By 1910, however, chassis production was increasingly favouring Garford's own vehicle brand, and Studebaker was forced to take steps to reassert its contractual rights. Grudgingly, Garford accommodated Studebaker, but the relationship between the two companies became tense. However, by 1911, E-M-F's engine and chassis plant was bought out by Studebaker president Fred Fish and the two firms ended their tenuous relationship.

Garford would continue producing its own cars but, without a distribution network firm, failed to produce a volume sufficient to make the organization profitable. In 1913 Garford was purchased by John North Willys and merged into Willys-Overland.

 

Studebaker Motor Company Out To Build The Best Vehicle On The Road
Studebaker Motor Company



http://www.studebakermotorcompany.com/

This sounds like Tucker reincarnated. The only items for sale are shirts and caps!

Since Studebaker is a start-up company, which requires a lot of time and money, and we have yet to receive funding, I have not given up my day job as a commercial real estate broker in metro Denver. Mostly I sell business opportunities like motels, restaurants, truck stops, gas stations, convenience stores and liquor stores, see www.ricreedrealty.com.

My intentions are to continue visiting and learning first-hand from experienced car people who are in the industry now, or recently retired from the Detroit auto industry. This past year I attended the SEMA convention held in Las Vegas, Nevada (October 30-November 2) and was amazed at the number of display booths, attendees, and manufacturers from all over the globe, mostly US and China, but still, impressive representation from other countries.

Nearly everyone likes the idea that Studebaker is attempting a comeback. You&#8217;d think that only the older folks remember Studebaker, not so. I discovered members of younger generations know the Studebaker brand name. It&#8217;s really amazing! I met hundreds of grown men and women who shed tears when they saw my name badge &#8216;Studebaker Motor Company.&#8217; These wonderful emotions mirror the emotions I witnessed from people in Detroit and all over southwest United States this last year (I took several road trips) (wearing my Studebaker shirt and spreading the word of Studebaker&#8217;s plan to come back). I wanted to see what people want. I found out&#8230;

My former partner (Tom Raines) has the gift of gabbiness (so to speak) and arranged for me to meet with some very important people in the auto industry while I was at the SEMA show. I met with car designers, engineers, aluminum panel makers, parts manufacturers and distributors, an American race winner, vehicle manufacturers, acoustic specialists, engine manufacturers, carpet manufactures, and more. For sure, my Rolodex has definitely increased!

Because of relationships formed at SEMA, a few weeks after the show I traveled to Detroit and met with SuperForm USA, Tesla Motors, Mayflower/CVT, GVS Corp. I&#8217;m also developing a working relationship with Panoz Auto, whom I respect as a niche automaker. Many discussions of vehicle platforming, and other discussions pertaining to advantages and disadvantages of SMC&#8217;s versus aluminum skins for prospective gas-electric and diesel-electric hybrid concept-to-production cars. I've met, and continue to meet with engineering firms to discuss the relative feasibility and costs of concept design, engineering, prototyping, safety and crash testing, EPA certifications of the Studebaker Lark within a reasonable time period (plans of limited production in North America the first year or so). This will be a small, yet roomy gas or diesel-electric series hybrid sedan. I don&#8217;t know the base retail price yet, however, I&#8217;m in discussions with a newly formed green platform manufacturing company in Detroit, and should zero in on costs relatively soon.

If you haven&#8217;t read the Overview page yet, please do so, as it briefly explains my plans to make scooters in Step One, then progress to the Studebaker Lark in Steps Two and Three, followed by the Hawk, President and Champ in Steps Four and Five. If you have comments or ideas that Studebaker may benefit from, contact reed@studebakermotorcompany.com.
Cordially,

Ric W. Reed
President, CEO & Chairman
Studebaker Motor Company Inc
7155 Newton Street, suite 4, Westminster, Colorado 80030
STUDEBAKER MOTOR COMPANY, "A Time Honored Name, A New Company for the Future"

 

This must be one rare REO.

 

1928 Reo Racecar - Sold at $829,160

1928 Reo Racing Car

From the Brazilian Collector Mr. Abraham Kogan

Specifications:
190bhp (est.), 7-litre, inline side valve eight-cylinder engine with quadruple Winfield carburettors, three-speed gearbox, front suspension via semi-elliptical leaf springs and beam axle, rear suspension via semi-elliptical leaf springs and live axle, and four-wheel hydraulic drum brakes

Car collectors have known for a long time that some of the greatest barn finds have come out of Argentina. Not so many realize why that is so. To understand, it is necessary to consider Buenos Aires in the inter-war years. Argentina was at that time the world's third largest economy ? and motor racing was virtually the national sport. Some of the greatest drivers came from this vibrant motoring world, including Juan Manuel Fangio, who never left Argentina till the age of 40, but when he retired at 47, he had won an unprecedented five world driving championships.

As great as Fangio was, it was Ernesto Blanco who was the national hero. Unlike Fangio, he never went to Europe to race ? but in Argentina his record was unsurpassed.

Born in 1893, Blanco began his motor racing career with motorcycles in the early 1920s, but by the 1926 he had won the ACA 12 hour race at the Circuito do Morón. His original racing car was also a Reo, purchased from the distributor in Buenos Aires who had changed the name of the car to Rio, as the word reo in Spanish translates as 'criminal'.

Ernesto Blanco's Reo

Ernesto Blanco's second Reo (spelled with an 'e' now) was designed by Macoco de Alzaga and Luis Viglione one afternoon in 1930. In a 1974 interview with Corsa magazine, Macoco de Alzaga claimed: 'Luis Viglione and myself designed the car one afternoon in 1930. We were trying to copy the "Gold Seal Special" Chrysler of Gaudno, which was a gorgeous car.' The body was new, but the car was mechanically very similar to the Chrysler they were copying.

They kept the Reo engine, rated at 125 bhp, although displacement was increased from the stock 358 cu. in. (5,840cc) to around 7 litres. Even though the Reo engine was a fairly conventional design for the period, an examination of the design specifications sheds some light, particularly on its reliability. The basic design was a nine main bearing eight with full pressure lubrication. The crankshaft was chrome hardened, and the pistons were aluminium. They fitted Winfield carburettors and a custom exhaust manifold, but changed little else. According to Alzaga, the result was good for 180?190 bhp ? more than enough to be competitive. The standard Reo 'Silent Second' transmission was retained, as was the spiral bevel rear axle.

The chassis was not so easy. The original Reo frame was very high, and they found it necessary to modify the rear of the chassis frame, increasing the curvature and lowering the frame down over the axle. In addition, the front to rear weight balance was lacking given the huge size and weight of the inline eight-cylinder Reo engine, so they moved the drivetrain back several inches. Volpi brakes were added later to improve stopping power and for better resistance to fading.

The Reo in Competition

Blanco began racing this car in September 1931, and, in what is believed to be its first outing, finished second in the 500 kilometre Delegación del Automóvil Club Argentino en Arrecifes. Over the next ten years, Blanco would earn an astonishing twelve first place finishes ? along with five seconds and a half dozen third and fourth place finishes.

During the 1930s, Blanco would race ? and win ? against most of the greats, including Fangio and legendary SSK driver Carlos Zatuszek. In fact, the rivalry between the latter and Blanco was intense, and was followed closely in the newspapers of the day. One report describes the battle for the Gran Premio Nacional (Great National Prize):

'The German driver, Carlos Zatuszek could have won in 14 hrs 51 minutes and 7 seconds, but on arriving at the San Vicente part of the race, Zatuszek's car, which was going at a tremendous speed crashed into the barrier. He suffered minor cuts and bruises, but he also suffered with an ear injury from hitting the steering wheel, which then had to be operated on. His co-driver was uninjured. Fortunately for Ernesto Blanco, Zatuszek was eliminated and Blanco won.

Ernesto Blanco finished in 14 hrs 59 minutes and 52 seconds.'

In 1936, Blanco entered the 500 mile race at Rafaela. In spite of his popularity, he
wasn't expected to win as the competition was fierce. As it happened, he spent much of the race wheel to wheel, swapping the lead with Carlos Arzani in his Alfa 8C 2900, which had been converted to single-seater configuration. After keeping the crowd on the edges of their seats for hours, Blanco finally took the chequered flag, to the astonishment and delight of his very vocal Argentinean fans.

Although Blanco retired the Reo in 1955, he continued racing until just before his death in 1961.

The Blanco Reo Today

After Blanco's death, the Reo was found in a farmer's field in rural Argentina by Roberto Vigneau who, along with his father-in-law Busquet Serra, restored the car ? not as a concours car, but to the way it was when Blanco raced it. It no longer retains the original steering wheel, although an accurate replica has been fitted. The dash and instruments have been conserved, and are original to the car. The balance of the car was found to be equally solid and complete, and was restored as needed to make it as safe to drive as it ever was, and to respect its heritage as something of an Argentinean national treasure.

It is in decidedly healthy condition today, and has done many demonstration laps on modern tracks ? never failing to both impress and amaze the driver. According to Richard Heseltine, writing for the May 2005 issue of Motorsport, 'Once primed, the Reo erupts into life with a whirlwind of uncoordinated din, finally, reluctantly, settling down to a lumpy idle. This ungodly bellow has to be heard to be believed.' The driving experience was no less visceral. On the subject of braking, Heseltine says, 'seemingly abyss?bound with every pump of the middle pedal you simply rely on the Reo's admittedly very impressive ability to traverse corners broadside to scrub off excess speed'.

An extensive (1?2 inches thick) clipping file documents both Blanco's career and the Reo in Argentina. Dozens of newspaper accounts of his exploits ? often front page news ? make the importance of motor racing in Argentina very clear. In more modern times, the car was featured in a retrospective article in Argentina's Corsa magazine, published in August 1974, with Don Manuel Busquet de Serra reliving old memories of the car. More recently, in May 2005, Motorsport published the article about Blanco and the car mentioned above.

 

1932 Studebaker Indianapolis Michael Cleary

Virgil Exner, Jr.
We were loafing along at about 80 mph, no speedo, just the big 4 1/2" tach showing 2400 RPM. Our black lacquered beauty was purring on all 8 through the chromed 3" straight pipe, on an even straighter stretch of smooth concrete. There was hardly any traffic. We were eastbound for the SCCA&#8217;s (Sports Car Club of America's) summer event of the year at Thompson, Conn. A fuel stop was due at Somerset and we were nursing it a bit, as there was no gauge to go by. No fenders, either, just pure automobile!

I noticed that Dad started to pay more attention to his cowl-side rear view mirror a ways after Laurel Hill. I &#8216;scootched&#8217; up in my seat and took a quick look back over the tail. One had to be careful or the wind could blow your goggles off. &#8220;It&#8217;s a &#8216;41 Packard, Dad,&#8221; I said. He nodded. I looked again. It was gaining. Dad applied a little more throttle. There was no speed limit in 1948 on the Pennsylvania Turnpike.
I looked again. The big black 180 four door was moving into the passing lane, and I noticed that the two gents appeared to be sitting bolt upright and were wearing black Homburg hats. We were now doing close to 90. The straining Packard inched on by, the gents&#8217; heads unturned with their noses lifted higher. They stretched the distance until returning to our lane. Dad lifted a little, fell back to 2300 RPM, then, bang!, bang! he double de-clutched, shifting down into second, and put his foot in it! The 7.00 by 18" rears cheeped, then bit, and the revs soared rapidly as engine and gears screamed. He switched to the passing lane, and we pulled quickly alongside the brute. Cockpit to front door, at 100, pow!, pow!, dad put her back in high! Again the Firestones burned and we streaked ahead. I looked back. The gents&#8217; mouths were agape! Dad wound it up to 4100, close to 137 mph (the rev limit was 4500) and held her there until we got to the Somerset exit sign.

We parked, climbed out, removed our cloth helmets, and were taking off our kidney belts and WWII summer flying suits when the Packard pulled in next to us. As usual, a few onlookers were gathering. We were hot and hungry for lunch. So was she. The men got out, rushed over, and doffed their hats. One asked, "what is it, what&#8217;ll she do?" Dad said "Virgil..?" He always left it to me. I had it down pat.
&#8220;Be careful, the exhaust pipe is awfully hot!" I said. "It&#8217;s a 1932 Studebaker, two man Indianapolis race car. It has a 336 cubic inch straight eight engine with four Stromberg carburetors and 237 horsepower. It was one of Studebaker&#8217;s five-car racing team in the &#8216;30s, was driven to third place in &#8216;32 and 11th in &#8216;33 by Cliff Bergere, then to 10th in &#8216;37 by Louie Tomei. My dad has had her up to 148 mph, and she comes off the quarter mile in 12.97 seconds at just about a hundred!&#8221; The reaction was always the same:
Really? ... Wow!"

That fifth annual trek went on without a hitch. No fouled plugs, no blowouts, no overheating (no fan, for that matter), not even a tail dent. We stomped 'em in the trials on the Thompson half-mile and got the usual, "well, it&#8217;s a race car and not a true sports car" reaction from the foreign sporty ca&#8217; lovers. Heck, we&#8217;d only just driven nearly 900 miles from South Bend through sun and rain to attend their snobby meet. If our mount didn&#8217;t qualify as a true sports car, nothing did! Besides, Dad probably knew more about their own cars than most of them. At least, members like Briggs Cunningham and Russ Sceli really appreciated our endeavor. Father was, after all, almost a founding member (1943) and the club&#8217;s first member west of Pittsburgh.

However, to me, the biggest thrill of the trip was that Dad actually let me drive 'our special' on the track. I was 15 and Mom had taught me to drive in our '41 Stude President when I was 13. It was about time! I already had over 8,000 miles in the 'riding mechanic's seat, but, that loud pedal was more sensitive than I had ever imagined. Dad had to hang on for dear life, for a change!

 

Guess I goofed, If these cars were buried 30 years prior to 1959, they would of been buried in 1929, not 1939. Maybe not as collectible as I thought when tossed into the landfill.

 

Yo, HJ, don't you folks have an early Studebaker electric in Cleveland? Or is that out in the S-P museum in South Bend?

 

HJ, haven't read all thta material yet (lot of it!). Is Ric Reed's group the same that hopes to resurrect the Avanti yet again, or is that a different group?

 

WAAAAY COOL !

 

Preston Tucker did not give up after the SEC and Sen. Ferguson caused his first effort to bog down. Here's the "comeback" Tucker model, the Talisman. Drawings that survived of the unproduced Talisman were reportedly derived from a left-side mockup done by one of two Tucker design teams during the late '40s.
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Here's another Tucker Talisman concept, this one by Tucker staff designer Philip Egan. As mentioned, the Talisman was developed concomitantly with the Tucker 48; HOWEVER, it was NOT intended as a contemporary model for the 48. RATHER, it was to be the NEXT series Tucker, to be sold in the early '50s.

 

Very cool indeed. My one nit would be to put some reproduction racing tires on it.

 

Interestingly, Tremulis and Egan also worked on concepts for a COMPACT, based on an Italian chassis. Apparently no drawings of the compact survived. BUT, it certainly makes the possibility of a Tucker CONVERTIBLE more plausible -- at the very least on the drawing board, possibly as a mockup or factory mule. Who knows???? Anything is/was possible!

 

Yes, those tires look pretty out of place. I know I'm wasting breath, but I see these racers and wlays wish they could re-route the pipes, though! But, obviously, it was about SPEED first, not style!

 

That is a fantastic story!