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

HJ, good to see the Doble reprised! Though I've READ a ton about them, I never saw one. So I kind of imagined that they were very utilitarian in appearance. Here, these lines actually look a bit cleaner than most U.S. cars of the time!

 

The Ohio Automobile & The Ohio Motor Car Co.

Jewel Carriage Co.
Cincinnati, Ohio
1908-1911

Ohio Motor Car Co.
Cincinnati, Ohio
1912

Crescent Motor Co.
Cincinnati, Ohio
1913

The Ohio was an American Automobile built in Carthage, Ohio by The Ohio Motor Car Co. from 1909 to 1912 and by The Crescent Motor Co. in 1913.

Headquarters for the Jewel Carriage Co., Ohio Motor Car Co. and the Crescent Motor Co. was in Cincinnati, Ohio with the factory in Carthage, Ohio C. F. Pratt was president of The Jewel Carriage Company and of The Ohio Motor Car Co. C. F. Pratt joined The Jewel Carriage Company in 1899 which had moved to Cincinnati from Hamilton Ohio two year previously. The company manufactured carriages, buggies, phaetons and light wagons up to 1912.

In 1909 C. F. Pratt organized The Ohio Motor Car Co., the officials were the same as The Jewel Carriage Company. Both the Carriages and The Ohio automobile were manufactured at Carthage, Ohio. The Jewel Carriage Company sold both the Ohio automobiles and the Jewel Carriages out of Cincinnati, Ohio.



1908 Ohio - The Jewel Carriage Co. Cincinnati, Ohio

Seven body styles were offered on a wheelbase of 110 inches. The engine used was a four cylinder four cycle that developed 35-40 horsepower. Transmission was a selective type with three speeds forward and reverse using shaft drive. Wheels were artillery type sized at 34 inches X 4 inches.

<center>
The Ohio Motor Car Co. Cincinnati, Ohio

In August of 1912 Jewel Carriage Co. merged with The Ohio Motor Car Co. Two months earlier the carriage end of The Jewel Carriage Co. was sold to American Carriage Company. The Ohio Motor Car Co. based in Cincinnati, Ohio continued to produce The Ohio automobile in Carthage, Ohio. Four different body styles were produced in 1912.

<center>
1912 Ohio - The Ohio Motor Car Co. Cincinnati, Ohio

A three passenger roadster shown above and two Touring Cars were priced at $2150. The Ohio model 40-L Torpedo fully equipped was priced at $2450.00. The 1912 models were equipped with the same 35-40 horsepower engine.


1914 Ohio - The Crescent Motor Co. Cincinnati, Ohio

In 1913 The Ohio Motor Car Co. was purchased by The Crescent Motor Co. This new company was headed by Ralph Northway of Wyoming, Ohio who also owned the Northway Motor Company and was formerly associated with with a large automobile firm in Detroit, MI. Production of the Ohio automobile continued along with motor production.

 

No.

1913 Baker WB Roadster ​

From the Crawford Auto-Aviation Collection

 

The Crescent Automobile & The Crescent Motor Co.

Crescent Motor Co. Carthage, Ohio
1913-1914

In 1913 The Ohio Motor Car Co. was purchased by The Crescent Motor Co. This new company was headed by Ralph Northway and produced two different models under the Crescent name, the Ohio and the Royal automobiles. Both were American Automobiles produced in Carthage, Ohio. The Ohio automobile was the smaller of the two with a 116 inch wheelbase. The Royal automobile was a larger car with a 132 inch wheelbase.

The Crescent - Ohio automobiles were equipped with 30 and 50 horsepower four cylinder engines and 60 and 80 horsepower six cylinders. The Royal model was equipped with 454 cubic inch six cylinder Northway engines.

In this Crescent magazine ad five passenger automobiles were priced at $1275.00 or $1750.00 depending on which four cylinder engine was used. A five passenger equipped with a six cylinder sold for nearly $2,000.00. A seven passenger Touring Car which may have been the large Royal automobile equipped with a 80 horsepower engine was priced at $2485.00.


<center>
The Crescent - Ohio Line for 1914

</center> 1914 Crescent Ohio features include electric self cranking and lighting, full floating rear axle for a better ride, left hand drive with center controls, Warner Speedometer, top, vision windshield and full equipment of tools. In 1914 The Crescent Motor Co. relocated to St. Louis, MO and produced the Superior.

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</center>

 

The American was a wheel-steered gas buggy manufactured in Cleveland from 1902 to 1903. It was the second of three American automobile marques to bear this name.

1902 American Gas Model A Runabout

From the Crawford Auto-Aviation Museum​

 

The Superior Automobile & The Crescent Motor Co

St. Louis, MO
1914

The Superior was an American Automobile produced in very small numbers. The Crescent Motor Co. produced a few of these automobiles only in 1914. The factory was at St. Louis, Missouri. It was a five passenger car with a four cylinder engine. In 1913 and 1914 The Crescent Motor Co. was producing The Crescent automobile in Carthage, Ohio.

We are looking for Superior automobile photographs or vintage Superior advertising for this web page. In the mean time enjoy this Ohio automobile magazine ad from The Crescent Motor Co. of Carthage, Ohio.

<center>
The Crescent - Ohio Line for 1914

</center> In this magazine ad five passenger and seven passenger automobile were produced by The Crescent Motor Co. of Carthage, Ohio. These American Automobiles were equipped with Northway engines designed by Ralph Northway. These powerful engines were four cylinders of 30 and 50 horepower and six cylinders of 60 and 80 horsepower. These automobiles had modern (1915) electric start and lighting. Prices range from $1275.00 to $2485.00 for the big Northway six cylinder.

 

Here's another extinct Ohio make.

 

Ohio Electric

The Ohio Electric was a typically staid boxy enclosure intended primarily for ladies.

A range of 150-200 miles was claimed over smooth city streets with a single battery change. Produced in Toledo, Ohio by the Ohio Electric Car Company. It rode on pneumatic tires rather then cushion tires usually employed on electric vehicles.

Quite small, it's wheelbase was only 80" with 3.2" tires under leather fenders. A seven speed controller with 24 battery cells provided motive power, and a tiller controlled the machines direction.

Speeds of 20 to 25 MPH were achievable, but greater efficiency could be attained at a slower pace, perhaps 15 and 18 mph. Even slower speeds were of course recommended.

The popularity of electric-powered machines had diminished, and war time scarcities impacted acquisition of material. Consequently, the Ohio Electric ceased production in 1912.

 

Here is another truck company located Lockport NY that was even closer to me.
Very little info on them.

Atterbury was organized in 1911, and produced trucks through the 30's

George Atterbury, a Westinghouse electrical engineer who had previously worked for the American Vehicle Company of Chicago visited the shop in 1902 to inquire if Brunn was interested in building an electric-powered mobile carriage for the Buffalo Railway Company who needed one in order to inspect and repair the overhead wire used by their newly electrified trolleys.
Buffalo’s Lenox Hotel commissioned Brunn to build an electric omnibus to transport guests from the train to their uptown location later that same year. Atterbury moved to Buffalo to design the bus’s electrical system and proposed that they think about manufacturing electric automobiles as well. Funds for the hotel’s bus were slow in coming so Atterbury found a job at Buffalo’s Conrad Motor Carriage Company, a small manufacturer of gasoline and steam-powered motor buggies. With his carriage business expanding, Brunn hired an Andrew Johnston trained body draftsman, A. Gravel, in 1902 who had previously worked for Brewster, Henry I. Hooker & Co, and the New Haven Carriage Co.
Unable to convince neither Conrad nor Brunn to manufacture electric vehicles, Atterbury opened up his own firm called the Auto Car Equipment Company. He soon had an order (and a deposit) for 50 electric buses that were needed for the upcoming 1904 &shy;Louisiana Purchase Exposition, and gave the manufacturing duties to Brunn. To complete all fifty bodies in the time required, Brunn erected a large four-story building dedicated to motor vehicle manufacture.
The contract was complete just in time, even though early units were shipped to St. Louis sans battery. The Exposition buses performed admirably and Brunn began to think about the manufacture of an electric vehicle of his own.

 

James McNaughton Co, of Buffalo, NY, made a Hercules car in 1907. It was electric-powered and a 2-seat landaulette was offered as well as a four-passenger model.

no picture found...............yet

 

SWI, so it sounds as though Atterbury WAS a pretty long-lived company -- buy, maybe lower-volume and/or regional in distribution? What do you speculate?

Hey, you guys, maybe you noticed my bright mood today. It's my birthday -- actually my HAMB birthday. Jan. 21, 2009, I floated my first question on the HAMB and was SUPER-impressed by how constructively helpful and knowledgeable HAMBers are! I CONTINUE to be impressed, every day. Thanks for a GRRRREAT first year!!!

 

Hey there, SunRoofJim. Wow, good info on the Ohio, Crescent andSuperior, but this triggers a thought I had last night. SEEMS to me that the very fact that SO many early makes were "related" somewhat explains at least PART of WHY the list of U.S. makes/companies is so large. Lest a lay person out there think that every name on the Wiki list or the MOAAL represents a startup, original company, well, it sure isn't always the case, right?

There are probably better examples, but one that springs to mind is the Lafayette, which became the Ajax for a number of years, reverted to Lafayette and, finally, was just renamed a Willys model. Another one would be the Star, which had to be sold (same car) in England and Canada as the Rugby.

There's a point in there somewhere, guys. Maybe it's just that the REAL number of U.S. makes/companies isn't truly as huge as it might be, given a stricter accounting or interpretation???

 

MOAOAL- MOA OHIO AL

http://en.wikipedia.org/wiki/Category:Motor_vehicle_manufacturers_based_in_Ohio

Pages in category "Motor vehicle manufacturers based in Ohio"

The following 45 pages are in this category, out of 45 total. This list may not reflect recent changes (learn more).


<TABLE width="100%" sizset="1" sizcache="0"><TBODY sizset="1" sizcache="0"><TR vAlign=top sizset="1" sizcache="0"><TD sizset="1" sizcache="0">A

• Allen (1913 Ohio automobile)
• Altman (automobile)
• Aluminum (automobile)
• American (1902 automobile)
• Anchor Buggy
• Apple (automobile)
• ArBenz (automobile)
• Arrow (automobile)
• Aultman

B

• Baker Motor Vehicle
• Brew-Hatcher

C

• Chandler Motor Car
• Coats Steam Car
• Courier (automobile)
• Courier Car Co

</TD><TD sizset="4" sizcache="0">C cont.

• Crane & Breed

F

• Fredonia (automobile)

G

• Gerstenslager
• Grant (automobile)

H

• HAL (automobile)
• Hatfield Motor Vehicle Company
• Hoffman (Cleveland automobile)

J

• Jordan Motor Car Company

K

• Kauffman Motor Vehicle Company
• Kirk Manufacturing Company (automobile company)

M

• Marion (automobile)
• Maxwell automobile
• Elmore (automobile)

O

• Owen Magnetic

P

• Packard

</TD><TD sizset="13" sizcache="0">P cont.

• Peerless
• Pope-Toledo

R

• Royal Motor Company

S

• Stearns (automobile)
• Stearns-Knight
• Stoddard-Dayton
• Studebaker-Garford
• Sun (automobile)

T

• Templar automobile

W

• Westcott automobile
• White Motor Company
• Willys
• Willys-Knight
• Winton Motor Carriage Company

Y

• Yale (automobile)

</TD></TR></TBODY></TABLE>

 

Thanks for posting on the Frazen, Gary! Sheesh, do they get more obscure than this make? And I though King Midgets were a tad scarce. And LOOK at the price tag of a new assembled version! No wonder they didn't sell in the '50s! The article is right: They were not very attractive, were they?

 

LaFayette Motors

From Wikipedia, the free encyclopedia

The LaFayette Motors Corporation was a United States based automobile manufacturer.

Founded in 1919, LaFayette Motors was named in honor of the Marquis de la Fayette, and LaFayette autos had a cameo of the Marquis as their logo.
History

LaFayette was originally headquartered in Mars Hill, Indianapolis, Indiana and made luxury motor cars, beginning with 1920 models. LaFayette innovations include the first electric clock in an auto. In 1921 Charles W. Nash became president of LaFayette. Nash was already president of Nash Motors, but for a time the two brands remained separate companies, although Nash Motors was the principal LaFayette Motors stock holder. In the 20's rumors circulated about Pierce-Arrow merging with LaFayette, Rolls-Royce or General Motors)

In 1922 LaFayette's facilities were moved to Milwaukee, Wisconsin.

In 1924 Nash Motors became full owner of LaFayette Motors, and the name was retired soon after. Its factories were quickly put to a new, more profitable use; the manufacture of Ajax motor cars.

In 1934 Nash re-introduced the LaFayette name, this time for a line of smaller, less expensive autos. In 1935 Nash introduced a series known as the "Nash 400" to fill the perceived price gap between the LaFayette and the Nash. By 1937 it was determined that this perceived gap wasn't so important after all, and that Nash Motors was marketing too many models. The LaFayette and the Nash 400 were combined into a single model called the Nash LaFayette 400 for 1937, and the LaFayette ceased to be regarded as a separate make of car. For 1938 this became simply the Nash LaFayette, and the LaFayette line continued as Nash's lowest-priced offering through 1940. For 1941 the LaFayette was replaced by the all-new unibody Nash 600.

Pictured

1923 LaFayette Touring Car
1920 Lafayette Sedan
1920 Lafayette Coupe

 

Ajax

From Wikipedia, the free encyclopedia

The Ajax was an American automobile manufactured by the Nash Motors Company of Kenosha, Wisconsin between 1925-1926. The Ajax was produced in the newly acquired Mitchell Motors Company plant in Racine, Wisconsin. Mitchell was the manufacture of Mitchell brand automobiles between 1903-1923.

The Ajax was built using machinery from Nash's other acquisition, the LaFayette Motors Company of Milwaukee, Wisconsin, which was moved to and installed in the Racine plant.

Despite receiving good reviews from the automotive press and the general public, the Ajax brand was discontinued in 1926 after over 22,000 models were sold. Charles W. Nash ordered that the production continue instead as the Nash Light Six. Production was stopped for two days while Nash hub caps, emblems and radiator shells were trucked to Racine where all unshipped Ajax brand cars were badge engineered into being Nash automobiles. Likewise, kits were sent to dealers to retrofit all unsold cars. Nash even made the kits available at no charge to consumers who bought Ajax cars, but did not want to own an orphaned make automobile, to protect the investment they had made in a Nash Motors product.

According to Remarkable Cars, there are only 8 Ajax cars that exist today.

Pictured is a 1926 Ajax 4 Door Sedan

 

Ooops, I said Willys when I should have said Nash. Charlie Nash & John North Willys had somewhat similar styles, but they were NOT the same man nor company! What I get for speaking too fast. Sorry!

The Lafayette, for the record, became the bottom-rung Nash vehicle for 1939, much as LaSalle got subsumed into Cadillac a year or so later.

 

<table border="0"><tbody><tr><td colspan="3" align="center"> <table border="1"><tbody><tr><td align="center"> </td> </tr> </tbody></table> </td> </tr> <tr> <td colspan="3" align="center"> 1934 LaFayette 116 </td> </tr> <tr> <td colspan="3" align="center"> Here is the LaFayette five-passenger, two-door sedan. Optional equipment on all Nash cars included cruising gear, or overdrive. This model sold for $645, f.o.b. Kenosha</td></tr></tbody></table>

 

1934 LaFayette

1934 LaFayette 112 Coupe
1934 Nash Car Hauler

 

Possibly low volume for sure, and regional distribution.....well certainly!
There were no thruways and not a lot of good roads in the early years. But when you think about it a truck like this used for large short haul loads like lumber and agriculture make a lot of sense. Back then for long hauls trains ruled. And these trucks were not built for speed either, many of them topped out at under 30 mph, but they could haul more than a team of horses.
But as technology improved they also became obsolete. And once no longer practical, many were used and junked, or were converted to farm use. I'm sure there is an atturbury somewhere, a truck from the lockport company...........I doubt it.
There was also a Buffalo Truck company located on Salt Rd. in Clarence NY from that era. There is a specimen of that vehicle in the Clarence historical society. Their manufacturing building still stands and is the town highway garage. I don't have a picture of that truck, have to get out there again and get a picture. Inside the historical society are several pictures of the Clarence town Park next door filled with early automobiles as that was the local headquarters of the automobile club.

Try to do internet search for Buffalo Truck, and you end up with hundreds of thousands of hits on trucks for sale in Buffalo, or other items unrelated to what you really want.
I do not have a copy of the Herman Sass book on the Atturbury.

 

1936 Nash Lafayette



<center>
</center> <center>1937 Nash LaFayette 6 cyl., all purpose coupe
</center> <center>Has jump seats in rear.

[FONT=arial,helvetica,sans-serif]
The 1938 Nash LaFayette was a popular car for the company and accounted
for more than 50 percent of the company's production in 1939.


[/FONT]</center>

 

<center></center> <center></center> <center>
</center>
<center>1939 Nash LaFayette 6 cyl., Business Coupe.
</center>
<center></center> <center>
Original Paint, Interior & Brightwork, with only 27,000+ Miles.
</center> <center>

</center>

 

<center>
</center>
<center>1939 Nash LaFayette 6 cyl., Business Coupe.
</center>
<center></center> <center>
Model 3915

</center> <center></center>

 

1935-1936 Stewart Panel and Dump Truck

of Consumer Guide, the Auto Editors. "1935-1936 Stewart Panel and Dump Truck." 17 October 2007. HowStuffWorks.com. <http://auto.howstuffworks.com/1935-1936-stewart-panel-and-dump-truck.htm> 22 January 2010.

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<!-- dtl_id=464284 //-->Though never a major player in the truck business, Stewart offered a wide variety of novel trucks, including the 1935-1936 Stewart panel and dump truck.
Stewart was a small regional maker of "assembled" light- and medium-duty trucks. It had the distinction of building its own high-quality bodies. Stewart never competed with volume makers like Ford or Chevrolet, or even with such medium-size rivals as Reo and International. But did pose some competition to low-production builders such as Federal, Brockway, and Diamond T.

​

<TABLE cellSpacing=0 cellPadding=3 width=400 align=center><TBODY><TR><TD><CENTER>
Stewart was known for building its own quality truck bodies, but this 1936 Stewart one-ton panel truck wears a body built by an outside supplier.
</CENTER></TD></TR></TBODY></TABLE>
By 1935, seeking low-end sales in a depressed market, Stewart brought out a 1/2-ton line called the Buddy, which cost $495 for the bare chassis and $200-$300 more for finished pickups and panels. Hydraulic brakes and all-steel construction were featured, but the Buddy's four-cylinder Waukesha engine was low on performance, if high on fuel economy.

For those who needed more power and speed, Stewart offered a larger line of 1-ton chassis for a wide variety of bodies, including what would become Stewart panels and Stewart dump trucks. The Waukesha L-head six in these trucks had plenty of power to handle normal highway speeds, and the 1-tonners shared clean lines with their handsome Buddy-based little brother.
Stewart built good trucks, but the times were against it. Registrations tapered off to 1,280 in 1936 and to 1,148 in 1937. The company's best year, 1930, had only seen 2,315 Stewarts registered.
Even adding the figures from its Fort Erie, Ontario, assembly plant during part of the 1930s, plus export sales (which virtually dried up), Stewart simply lacked the volume or dealer base to become a major player.


<TABLE cellSpacing=0 cellPadding=3 width=400 align=center><TBODY><TR><TD><CENTER>
Putting quality ahead of quantity, Stewart was never a large-scale producer. The 1936 one-ton panel truck had power enough for highway speeds of the day .
</CENTER></TD></TR></TBODY></TABLE>
Registrations averaged only about 800 units per year in the depths of the Depression, and the sharp business downturn of 1938 saw only 390 registered that year, followed by 70 for 1939.
At that point, Stewart president T.R. Lippard defected to Federal, and new management took over, concentrating on heavy-duty models. Few were sold, and Stewart was history by 1942.

Collectible Pluses of the 1935-1936 Stewart Panel and Dump Truck

• Exceptionally clean styling
• Brakes that stop
• Novel and different -- not at all like the run-of-the-mill 1930s truck

Collectible Minuses of the 1935-1936 Stewart Panel and Dump Truck

• Parts are virtually non-existent
• Unknown by most pickup enthusiasts
• Expensive

<TABLE cellSpacing=0 cellPadding=3 width=400 align=center><TBODY><TR><TD><CENTER>
Stewarts were fitted with a variety of bodies, most built by Stewart itself. Pictured is a 1935 Stewart dump truck based on Stewart's one-ton chassis.
</CENTER></TD></TR></TBODY></TABLE>

 

$100k at Barrett-Jackson








<TABLE border=0 width="100%"><TBODY><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">

Lot Number: ​

</TD><TD style="VERTICAL-ALIGN: top">

711​

</TD></TR></TBODY></TABLE>
<TABLE border=0 width="100%"><TBODY><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Auction: </TD><TD style="VERTICAL-ALIGN: top">SCOTTSDALE 2010 </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Sale Price: </TD><TD style="VERTICAL-ALIGN: top">*$110,000.00 </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Year: </TD><TD style="VERTICAL-ALIGN: top">1951 </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Make: </TD><TD style="VERTICAL-ALIGN: top">CROSLEY </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Model: </TD><TD style="VERTICAL-ALIGN: top"></TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Style: </TD><TD style="VERTICAL-ALIGN: top">HOOK AND LADDER FIRETRUCK </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Exterior Color: </TD><TD style="VERTICAL-ALIGN: top">RED </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Interior Color: </TD><TD style="VERTICAL-ALIGN: top"></TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Cylinders: </TD><TD style="VERTICAL-ALIGN: top"></TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Engine Size: </TD><TD style="VERTICAL-ALIGN: top"></TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Transmission: </TD><TD style="VERTICAL-ALIGN: top">AUTOMATIC </TD></TR></TBODY></TABLE>
<TABLE border=0 width="100%"><TBODY><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Summary: </TD><TD style="VERTICAL-ALIGN: top" colSpan=2>A very rare Crosley built by Overland Amusements for use at Carnivals and Amusement Parks. Fully restored, the perfect vehicle for Parades, will carry up to 30 kids. Guaranteed to make everyone smile. </TD></TR><TR><TD style="TEXT-ALIGN: right; PADDING-RIGHT: 5px; WHITE-SPACE: nowrap; VERTICAL-ALIGN: top">Details: </TD><TD style="VERTICAL-ALIGN: top" colSpan=2>Built to haul kids in the fifties. Rare and wonderful. Built in the early post-WWII years as an amusement park ride, it combines a Crosley pickup truck with a long custom built fifth wheel "hook and ladder" trailer with benches down both sides and safety restraints shaped like fire fighters' ladders. Built by Overland Amusements in Lexington, Massachusetts, they were marketed to amusement parks, tourist attractions and carnivals. This example was restored by a St. Louis fire equipment dealer and is accordingly lavishly provided with fire equipment details including hoses, axes, bells and hose reels. Equipped with a 4-cylinder Jeep engine with automatic transmission. It will carry up to 30 kids and is perfect for parades, bithday parties or a car museum.</TD></TR></TBODY></TABLE>

 

SWI, the Stewart story is actually pretty sad, isn't it? BUT, we are used to thinking of the CAR markers that flickered out in the '30s. HERE is a grand truck make that deserved better than it got!

 

HJ, that Crosley hook&ladder is hilarious! ONE JUST HAS TO BELIEVE THAT THESE WERE AN ABSOLUTE HIT WITH KIDS!!!

 

SunRoof, this '36 LaFayette is NOT bad looking at all. Briggs body? You wouldn't happen to have a rear-quarter view of it, would you?

One thing that strikes me (other than the classy grille) is that -- from the cowl back -- it looks identical to the '37/'38 Plymouth and Dodge!

 

SunRoof, I love unrestored cars. And that '39 LaFayette in Post #1947 is flat-ass awesome. One thing about it, a NASH harldy every resembled anything else, even in the conformist '30s!



<CENTER></CENTER>

 

You and I are on the same wave length here. I know a fellow with a 30,000 mile original '57 MercuryTurnpike Cruiser he's owned for 30 years.

A couple years ago, there was an RM auction of the Jerry Capizzi collection in Illinois. Mostly Ford products. When Jerrys guys saw Johns Mercury, they said that was the kind of car they like to start with. All I can say in response to that is Huh???? or No, No, No. Why would you destroy a nice original car to make a 100 point trailer queen out of it????

As far as the Nash goes, I love the '39s and '40s and I'm still drooling all over this one even if it is just a picture. LOL