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

Cutting -



http://www.achafr.com/members_cars.htm

 

Cutting -




http://www.consolidatedstripping.com/picturespg1/picturespg3.html

<TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD align=center>1912 CUTTING INDIANAPOLIS FRAME</TD></TR></TBODY></TABLE>

We don't happen to have any before pictures for this one and that's a shame. But we didn't want to pass up the opportunity to show it off anyway. It's the only one we have ever seen in over ten years and it seemed to fit the theme of this page. As shown, it was blasted with a 60/120 Black Magnum abrasive. Total shop hours were 3.25 with no thermal processing being required. project completed Feb. 1st, 2003.​

 

Grahame, YOU have been busy, mate! Great, you turned up, apparently, both of the surviving Cuttings. Moreover, both cars seem to be in caring hands!

And, SO, the stock 1910 Cutting is owned by one Tom Overbaugh, if I follow correctly. He's with the Trumansburg Rotary Club (North American Chapter, Antique, Classic and Historic Automobile Fellowship of Rotarians). And Trumansburg is a picturesque village northwest of Ithaca, NY, between the "Finger Lakes," Cayuga and Seneca.

And are we to understand that the 1912 Cutting #15 racer is the actual one run at the 1912 Indy 500? That one being husbanded by Mr. Eldon Eby of Kalamazoo, Michigan, correct? (Keen to see the centennial photos at Ormand Beach on your link, too!)

Wow, it isn't every day a longtime mystery gets wrapped up on this thread! A huge "THANKS!" MrFire Grahame!

 

1904 Cameron



<TABLE border=0 width=980><TBODY><TR><TD colSpan=3><CENTER>History of the Cameron Automobile 1903 to 1920

</CENTER><CENTER>By Dick Shappy

</CENTER></TD></TR><TR><TD colSpan=3> In 1903, Everet Cameron convinced a wealthy textile machinery manufacturer from Pawtucket, Rhode Island named James Brown to finance the production of a single cylinder gasoline-powered automobile. Cameron produced over five hundred single cylinder air cooled cars in 1903 and 1904. In late 1904, two and three cylinder cars were added to the line.

The Cameron won the distinction of being the first air cooled car to reach the top of Mount Washington without a stop. It also won the dirt track half-mile record that year in Cincinnati, Ohio. The company produced cars until 1920.

Although all the single cylinder cars were manufactured in Pawtucket, Rhode Island, Cameron moved his company to eight other cities. Manufacturing moved to Brocton, Massachusetts, Beverly, Massachusetts, New London, Connecticut, Attica, Ohio, Alma, Michigan, West Haven, Connecticut, Norwalk, Connecticut, and finally to Stamford, Connecticut. No other car company in production had moved to more cities since the first cars were made at the Pawtucket facility.

In 1920, after producing and selling only a handful of cars, the company ceased production forever. Everet Cameron then put his efforts into the design and manufacture of aviation and marine engines.

For the past three years, Dick Shappy and Sean Brayton have been restoring one of the earliest known surviving examples of this rare and beautiful little piece of Americana.
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See this link for full photo album.

http://www.classiccars.ws/projects/1904cameron/index.html

 

Saw this 1929 Marquette Roadster at a show recently. (other pics were blurry, sorry.) I believe it was a GM model similar to the Buick. Almost like a LaSalle was to Cadillac. Gorgeous car.



And here's a 1919 Chandler touring car. A nice inline 6 cylinder provided the motivation. This thing cost $1500 back in the day, and the wire wheels were more expensive than a Model T Ford at $500. What a neat machine. Guy drove it 45 miles to the show under its own power with old leather belts and questionable tires. I gave him props.

 

Mike, great find on the Cameron, man! Though they were around for some two decades (moving ops to fully EIGHT cities in succession!), I'll wager you located one of a mere handful -- at the very best! Just not a name you see often, not at all! And air-cooled early cars are especially interesting.

Wiki quotes David Wise in The New Illustrated Encyclopedia of Automobiles, saying that Cameron used two-, four- and six-cylinder power plants, though I wonder if they remained air-cooled through their entire run (?).



1911 Cameron, THANKS to WikiMedia Commons project.
Everybody who uses Wikipedia, please consider sending
them even a small donation each year. It's free, but it
still takes some pro & tech staff to operate -- much like
the HAMB (without the brains and sweat, it wouldn't
work!).

 

A 1903 Cameron



See a larger photo: http://www.pbase.com/milholland_l/museums_natlautoreno

http://www.pbase.com/milholland_l/image/102496888

 

A 1905 Cameron



http://www.taringa.net/posts/autos-motos/1468306/1905-Cameron-Runabout.html

 

Interesting coachwork on the Camerons, especially that surrey!

 

Also interesting that the surviving Camerons are early models. The advertisements are from midway through the companys life-cycle. Disappointing that none of the later cars seem to have survived.

 

1904 Cameron

 

MrFire, interesting POINT there in #4459. I have to say I've been a little puzzled by this RE several makes, and I think it's real and not a false impression. Saxon also comes to mind, but there are others.

In some cases, there seems to be a simple answer, e.g., sales dwindled away in the final years, so there weren't as many cars around to have a chance to survive. In some cases, cars continued to be built "to order," basically. (I think that's how Detroit Electric did it, as I recall, continuing to fill orders 'til the late '30s). But, I am sure there are other, more complicated scenarios, too.

 

Hemmings Find of the Day &#8211; 1949 Ford BY Daniel Strohl



I had always assumed that the Fordillacs of hot rodding lore were all built with Cadillac&#8217;s groundbreaking OHV V-8 engine, not the Cadillac flathead V-8 engine, which is what appears in this 1949 Ford. Then again, it&#8217;s not as if Frick and his partners built these as production-line automobiles; they were building custom cars however their customers wanted. Still, this one appears to be much more radical than any typical Fordillac we&#8217;ve come across.

This is a custom-bodied 1949 Ford with flathead Cadillac engine and accessories. The hood, front fenders and cowl have been brought back some 19 inches, there is no back seat, yet the car remains the same length as a standard 49 Ford. Thought to be built by Bill Frick and Alfred Momo, this car was constructed to satisfy the racing specifications of Mr. Thomas Campbell and an Argentine race driver, Ralph Onunyzia. The car is equipped with Stewart Warner gauges, and Edmunds intake. Mr. Campbell bought out his partner around 1952 and moved the car to his estate, &#8220;Louis Mountain,&#8221; in Charlottesville Virginia, where the car was seldom driven. Mr. Campbell&#8217;s widow, Julia, eventually sold the car in 1973 to The Vintage Car Store in Nyack, NY, where it underwent a partial restoration and color change..

The car eventually found its way to Tampa, Florida, by way of a Rolls-Royce dealership in St. Louis, where it has been garaged for the last 35-plus years. In all this time, it has accumulated less than 9,000 original miles.

​

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Find us a Fordillac …Courtesy Of Jim Donnelly Of Hemmings.



… or a Studillac. That’s what we’re looking for. We are specifically referring here to cars that received an engine transplant from a truly fabled shop, Frick-Tappett Motors, which was located along Sunrise Highway on New York’s Long Island. This shop deserves to be as well known as any hot rod shop in post-war Southern California, except that because it wasn’t located in Southern California, it wasn’t. The lead photo here is copied from a 1950 Sunday supplement that shows Bill Frick (left) and Ted Tappett installing a brand-new Cadillac OHV V-8 in a 1950 Ford that was also brand new.



Bill Frick was a gifted early mechanic and fabricator. His partner used the pseudonym Tappett when he raced Midgets and jalopies around Long Island, particularly at the old Freeport Stadium, but reverted to his given name, Phil Walters, when he switched to sports cars with extraordinary success and went all the way to Le Mans. Here’s what we’re looking for: How many Fordillacs and Studedillacs did Frick-Tappett produce, and during what years? Do any survive? How are they documented? Where are they located? And most importantly, do you have photos of the car? Write to me at jdonnelly@hemmings.com if you’ve got solid info. We’ve been trying to research these cars for about a year now, with assistance from Collier museum and the Watkins Glen archives, and have unconfirmed intelligence that at least one Frick-Tappett car exists in Georgia. The photos you see here came from the vast Long Island racing archives of our good friend Marty Himes in Bayshore; check out his Web site by going to

www.thehimesmuseum.vze.com.

 

The Bill Frick - Studillac Connection



Here's a little article by Richard Quinn about the infamous Studillacs made by Bill Frick Motors of Long Island, NY. Enjoy!!

Bill Frick was a “gearhead” several decades before the word even existed. He had started engine-swapping career in 1934 at the age of 18 by putting a 1924 Dodge 4 cylinder plant in a Model A Ford. By the late 40’s he was heavily involved in souping up old cars for amateur drivers and had developed a solid reputation in this field. In 1949 he had a go at NASCAR racing. Eventually he set up shop at 1000 Sunrise Hwy in Rockville Centre, New York.In 1949 Cadillac introduced its new V-8 engine. This was the first short-stroke, overhead valve, high compression V8 built. With 331 cubic inches and a 7.5 to 1 compression ratio it churned out 160 horsepower in its original form. Bill Frick was quick in recognizing its potential for creating a real super hot street machine (sans the heavy Cadillac body) and set about to build one for himself using the new 1949 Fords as a base. He intended that this creation would be used for only the purpose of towing his race cars to various racing venues in the eastern U.S. The car, however received such universal praise among speed enthusiasts that soon he and his partner the legendary race driver, and WWII hero, Phil Walters (alias Ted Tappet), went into the building of Fordillacs on a full time basis. The combination of the (relatively) lightweight Ford body and the performance offered by the new Cadillac power plant was irresistible to many young rodders. Over 200 people gladly parted with the $1000 fee ($1375 with the Hydramatic) in order to have the hottest car on the block. One of the first Fordillac buyers was Briggs Cunningham the wealthy Connecticut sportsman. Cunningham would eventually buy out Frick-Tappet Motors and move the business (along with Phil Walters) to Florida where they would spend the next five years, and a small fortune, in a vain attempt to win LeMans with an American-built car. Meanwhile Frick stayed in New York to plan his new project and that project was to be called the Studillac. Of course the new “Loewy” coupes and hardtops set the car world on its ear with their dramatic styling (by Robert Bourke) in 1953. Studebaker had introduced its new V8 in their 1951 cars but the 120 horsepower seemed pretty anemic when compared to the 210 available in the ‘53 Cadillac power plant. Bill did some measuring and found that the engines were almost identical in exterior dimensions and the 50 extra lbs. of the Cadillac V8 would pose no problems with the Studebaker suspension. By repositioning the steering box slightly, moving the floorboard tunnel and replacing the Studebakers transmission cross member with one from a ’37 Chevy the job was almost done. Frick replaced the 11” front and 9” rear brakes with ’53 Mercury 11” Bendix brakes (a $250 option but apparently performed on most all the cars he built). The two-piece drive shaft was replaced with a one-piece job. A six volt electrical system was standard but a 12-volt system (an extra $200) was optional and quite practical. This was accomplished by placing two six-volt batteries in the trunk with all the lights, accessories etc. working off one battery and the starter generator off the other. Bill eschewed major body modifications and outwardly the cars that left his shop looked nearly identical to the way entered. The only exception was the Studillac script that was placed on the front fenders slightly above and forward of the vent opening. It is uncertain how many of the cars carried this script but the late Robert Bee’s car had one. I am sure this identification label may have been omitted at the customer’s request though most customers apparently chose to have it for the prestige it would provide.It should be noted that the cars Bill reworked could be brought in and dropped off by the customer or Bill would secure them form his local dealer at discount and pass the savings along to the customer. Evidence suggests the dealer from whom most of the cars were purchased was Balport Motors located at 425 West Sunrise Highway in Freeport, New York.Of course Frick ended up with lots of perfectly good low mileage Commander V8’s that he sometimes sold back to the dealers or often to private individuals. Some of them were used for transplants into European cars that were adaptable to the conversion (Siatas etc.).The conversions required about three days to complete and the process also included attention to the cars “fit and finish.” In Tom McCahill’s drive report (Mechanix Illustrated Nov. 1953.) he takes Studebaker to task for its poorly hung doors and a variety of other body imperfections saying among things that, “The chrome stripping along the windows and body look like they were put on by reform school delinquents.” When ask how many conversions were made between 1953 and ‘55 Bill claimed he was too busy building them to count them! Bob Bee talked to Bill several times before his death in 2000 at age 84. According to Bob’s estimates 80-100 cars were built in the 1953 model year and approx. 180 of the ‘54’s. Bill recalled doing two ’54 Conestoga wagons and one 1955 Speedster. By 1955 Studebaker had bumped up the displacement to 259 c.i. and the horsepower to 185 and this made the conversion to the 210 h.p. less dramatic and as a result only a few ‘55’s were completed. (Incidentally Bob Bee owner of one of the few known Studillac survivors was a physicist and engineer. He died tragically in an accident on August 6, 2004. He was 67.) The price for the complete conversion was $1500 or $1995 if you wanted the optional Hydramatic transmission used in place of the 3-speed manual column shift. If purchased as a complete unit (meaning you did not already have the car) the cost was $3750. This included a radio, heater, directional signals, and a Cadillac manual transmission. Bill also offered quite a list of special options to go with the conversions. These included the floor shift with manual trans $250, special leather top $450, pleated leather dashboard $135, wire wheels (bolt on) $318, Borrani wire wheels $630, 12 volt electrical system $200, tachometer $70, Special 11” diameter brakes $250, Special 3.31 to 1 rear end ratio $250, Marcal headlamps $21.60. Frick claimed a top speed of 125 M.P.H. and 0 to 60 in 8.5 seconds. Tom McCahill said, “It will even run away from an XK 120 Jaguar as if it were a highway sign.” The fact is during its day it would out run and out accelerate anything sold on this side of the Atlantic.

 

Sunroof,

I was just thinking about the Cadillac-powered Studebaker convertible that "Q" had in on of the James bond books... wonder if this is where Ian Fleming got his inspiration?

 

Sure looks that way according to Wikipedia

Studillac is a name that has been given to an unofficially customised aftermarket car assembled between 1953 and 1955, comprising a hard-top Studebaker Starliner coupé fitted with a Cadillac V8 engine. The assemblers charged about $1500 more than the Studebaker standard model. An optional extra was a dual-range Hydra-Matic transmission, at an additional $500. A car of this type was driven by Felix Leiter in Ian Fleming's fourth James Bond novel, Diamonds Are Forever.

And the James Bond Website;

Studillac: a Studebaker powered by a Cadillac engine; article in Bond No. 36. Cadillac aficionado, Erik Calvino who lives in Tokyo, Japan, sent this quote from the James Bond website : The car appears to be a black Studebaker convertible. When Felix talks up the car's performance Bond thinks he's spouting nonsense, until Felix stomps the fuel pedal and reveals to Bond the car's hidden abilities. Leiter's car is under the hood. Cadillacs in the 1950s were real performance cars. When the horsepower of the Caddy engine was put into the aerodynamic, lightweight, Loewy designed Studebaker body it yielded a potent, high velocity, weapon! Special rear axle, brakes and transmission had to be added to handle the extra power. This car is not the product of Fleming's fertile imagination. Such a car was actually produced by a specialty shop in New York. It was dubbed with the singularly un-mellifluous sobriquet, "Studillac".

http://www.studebaker-info.org/text3/studlac1.html

 

Hmmm, you know, I guess I COULD have read that, huh ?

 

Some keen machines there, guys! Hey, do I see a third headlamp
plugged into the mid-grille here, or are my old eyes deceiving me???

 

Yes it is a headlight, it was an aftermarket option that even hooked to the steering and turned with the wheels. Back in the 80s I had one new in the box with all the pivots and how to install it and showed how to hook it up by the tie rod.

 

It always struck me that some of the makes around 1950 definitely decided
to do their own styling take following Tucker's lead, the shoebox being one.
It really appeared to me that the bullet-nosed Studes went through a design
process that kept the option open for a pivoting headlight, right up to the
actual production version when it had become obvious that Tucker's innovation
would not become an industry trend. Just M.O.

<LI itxtvisited="1">

'50 Starlight Coupe, THANKS to ConceptCarz!

​

 

Q: Is the UNION auto of Auburn, Indiana, extinct?

My take: Yes. But I wish anyone with info to the contrary
would step up. Here's a discussion on the HAMB recently
between LGS of New Zealand and me. See what you think!
THANKS!

----------------------------------------------------------------------------


LGS: The Zimmerman [Auburn] company which had built buggies . . . made high
wheeler cars. It was a family concern and from what I can gather the primary
reason for the company going out of business in 1915 was the deaths of two
of the family members. The surviving member, John Zimmerman, established a
relationship with the Auburn Automobile Company and produced
Auburns in his factory under the name Union for one more year - 1916.


JIMI: LGS, the sources I checked seem to show that Auburn needed more
production factilities and bought out Zimmerman in South Bend about 1911.
Apparently, they allowed him to keep building Zimmermans while sharing space.
For 1916, Auburn spun off a "new" Union auto as an INDEPENDENT make, built
by Zimmerman's staff and using a 22-horse Teetor four-banger. It was priced
low (apparently to go "DOWN market) but still higher than Ford T. So the
effort was abandoned after one marketing season.

The sources I looked at seem to indicate this was a low-budget effort --
basically, using Auburn parts but a Teetor engine. I'd love to see a PHOTO
or artist's rendering of a Union, as I imagine it looked just like a re-badged,
short-wheelbase Auburn.

Below, THANKS to American-Automobiles.com, a 1916 Auburn 36-horse
Series 6-38 with Rutenber four, similar to the 6-38 with 38-horse Teetor
four. Might the Auburn give us a HINT, since no Unions seem to have
survived? ANYBODY in HAMBland know of an actual pic or drawing of
a Union automobile?

1916 Auburn

LGS: There is a (small) picture in The Standard Catalog of a Union but it looks just like the Auburn picture you posted, so whether it is correct I have no idea.
The Union was priced at $895 vs about $1300+ for an Auburn.

 

THANKS, chrisp! Since what little I know is about U.S. cars mainly, it surely helps to get an informed opinion about European makes.

[Not to get OT too long, but do I understand that the THIRD, DIRECTIONAL headlight idea has come into fairly common use on today's cars -- with the beam directed electronically, rather than mechanically???]

 

Now, HERE is a real puzzler, at least for ME! The car is ID'd as a Hunt
(not Hunter nor Huntington). From this angle and the disc wheels, it looks
like early '20s to me. Thoughts?

Hunt is not a make we've mentioned much before, but the only two posts
on this thread seem to stress that, probably, just ONE (one-of-a-kind) Hunt
exists -- a 1910 Hunt Special, made in California by two mechanic brothers
named Hunt.

The above car can't be the 1910 Hunt, as it's a coupe, unlike the Hunt
Special. So, I guess the QUESTION is: WHAT IS IT, REALLY?? (BTW,
this pic is for sale by "Forgotten Images," a regular on eBay, specializing
in printing hundreds of different vintage pix for folks to put on their walls.)

 

Lambert Union car 1901 prototype



1902 production model


Buckeye Gasoline Buggy, 1891, by John Lambert who later made the Union, and Lambert automobiles

 

This should clear things up



Another Hayes organization appeared in November 1922, this time in Elizabeth, New Jersey. The Hayes-Hunt Corp. purchased a 500,000 sq. ft. plant to supply the Elizabeth, New Jersey and Long Island City, New York Durant Motor Co. factories with closed bodies. Hayes-Hunt built over 400 bodies per day for the various Durant marques which included the Durant, Star and Flint automobiles. Hayes-Hunt is also listed as production body builders for Marmon, Reo and Graham.
H. Jay Hayes was president of the firm and even established an office in nearby New York City to oversee his small body-building empire. In a surprising move, the faltering Durant Motors purchased the entire Hayes-Hunt operations outright on May 24, 1928.

<TABLE border=0 cellSpacing=0 cellPadding=0><TBODY><TR><TD background=/global/border.gif width=15></TD><TD class=pagebody vAlign=top width=585 align=left><!-- Start of page body --><TABLE border=0 cellSpacing=0 cellPadding=0><TBODY><TR><TD></TD><TD vAlign=center>1925 Flint E-55

</TD></TR></TBODY></TABLE>Special Features

• Continental 70 horsepower, six-cylinder engine

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Coupe


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