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

Wow! How often do we get to see one of these with the hood up? What a mill! Pic posted by HAMBer T-Head over on the great thread started a week or so ago by Twin6 : Photos taken before WW2 - history in black and white.

 

Rider-Lewis was a short-lived car company making cars from 1908 to 1911 in Muncie and Anderson, IN. They made a four and they called a "Popular Six." Apparently under-capitalized from the beginning, the company was sold in 1911 to Henry Nyberg who, quite apparently, used the R-L facilities and, probably, certain R-L platforms for making cars in his own name.

 

THE REAL REASON I am mentioning Rider-Lewis and Nyberg is that they represent a classic case (IMHO) of how things could move fast-and-furious in the pre-WWI years! Swedish-born Nyberg had engineering talent, business acumen and had built his own one- and two cylinder cars as early as 1903. (Nyberg was president of a professional engineering society, as well.) Nybergs sold fairly well, and Henry even opened a second plant in Tennessee.



Henry N himself in one of his earlier
creations, a 1903 Nyberg runabout.
This photo is THANKS to American-
Automobiles.com !!!

In 1913 alone, Nyberg offered several engine choices, ranging from 232-CID all the way to 447. Among Nyberg power plants were the well-regarded Rutenbers, used in many U.S. assembled cars. Optimistic Nyberg even had an entry in the 1913 Indy 500!

I think Henry took the slogan cake with his wordy promotional endorsement: “A Master Mechanic’s Masterpiece. There no better construction - there is no better car. The reason why you do not have one, is because you do not know it". He beat Packard's "Ask the man Who Owns One" by 22 words! LOL


1913 Nyberg tourabout, THANKS yet again to American-Automobiles.com !!!

 

Next chapter, folks: Underscoring the aforementioned point ("fast and furious"), Henry Nyberg seemingly took 1914 as an opportunity to reap the profits of his talent and industry, selling his company to A.C. Barley, maker of the luxurient Roamer (and eventually the Barley and the Premier). Nyberg pursued a Canadian auto-making venture for a time, eventually retiring in comfort back in his native Sweden.


1907 "Nyberg" 8-passenger limo in Denver's
Forney Museum was shot in 2007 by Jim
Steinhart to whom gratitude is expressed.

And, SO, a MYSTERY!!! For a time this (above) was thought to be the ONLY remaining Nyberg vehicle. Compounding the problem, HOW could a 1907 be a Nyberg when those weren't being made in 1907? (And it couldn't be a Rider-Lewis, as those weren't made 'til 1908, either!).

Corky Coker (of Coker tires fame) has happily publicized that his dad has a Nyberg, and Corky himself has a 1910 SPEEDSTER. But if the first Nyberg was officially made in 1911, do we have yet another mystery???

 

The following two Nybergs were bought as fire-chief and district fire chief cars, Engine Co. #1, Cincinnati, OH (www.cfdhistory.com/htmls/company.php?name=67).


<CENTER> </CENTER>

This is one of a pair of 1913 Nyberg automobiles purchased by the department. The C.F.D. lettering on the hood is certainly different. The autos were assigned to the Assistant Chiefs of the Northern and Southern Divisions. Written on the photo is the following: "Fire Chief Alford & Assistant Fire Chief Hollingsworth of the Fire Department of Anderson, Indiana, in one of the fire chiefs roadsters constructed for the Cincinnati Fire Department by the Nyberg Automobile Works." Nyberg autos were constructed in Anderson from 1912 to 1914. Photo Steve Hagy Collection

​

<CENTER> </CENTER>

The second of the 1913 Nyberg's is shown here. Not much in the way of options on this vehicle, however a canvas top and windshield have been included along with a trunk. Notation on the photo reads "One of the three roadsters for the use of the Assistant Fire Chiefs of the Cincinnati Fire Department". The third car was assigned to the Fire Alarm Telegraph Dept. The A.C. cars were assigned shop numbers C-02 & C-03 as these were the second and third automobiles purchased. (Photo Steve Hagy Collection)

​

 

Haven't seen it in the flesh but I'm sure it exists if it's listed in the HCCA directory.

 

When Chrysler Corporation purchased Dodge Brothers, they also gained Graham Brothers trucks. At that point, any truck with a Dodge Brothers nameplate was rated at 1/2 ton; all larger trucks were sold under the Graham Brothers name. On January 1, 1929, all Graham Brothers trucks became Dodge trucks, and a new legacy began. [Note: Bill Watson wrote, “1930: Graham Brothers Truck and Dodge Brothers Truck become Dodge Truck and the Dodge Brothers car becomes Dodge. Both, however, continue to use the Dodge Brothers Star of David emblem to the end of the 1938 model year.”]

http://www.allpar.com/trucks/graham-brothers.html

Here is a Graham Panel Truck seen at "Back To The Fifties" weekend in Minnesota, June 18-20, 2010

 

Thanks, Jim-Bo for the valuable INFO RE how the TRANSITION
from Graham and Dodge trucks to the classes they became worked out! I just couldn't remember the DETAILS, buddy!





These are actual original grille emblems from Dodge cars and trucks, done by emblemagic.com. Of course, they restore and market these to collectors and restorers. It's a to of fun to see how they should look, as opposed to the broken ones guys have tried to pry off with a screwdriver in the boneyards. Go have a look at their current selection!

I have a FUN story from my grand-dad about "Dodge Brothers," but I'm too tired to go into it at this time.

 

What a monster in its time:

Minimum 375 horses (390-fp of torque),
87-mph quarter,
over 134-mph flying mile
1957 Motor Trend "Car of the Year."

Production (Note: Total '57 Chrysler 300 survival 481, or about 25 %) 2DH -- 1767 (362 estimated survivors);
Convertible -- 484 (121 est. surv.)


Coupes today bring over $30 G, 'verts up to twice that.


The first three pix here show a care, ground-up resto of the 300. See ALL details at chrysler300c.com!







<TABLE cellSpacing=0 align=center border=0><TBODY><TR><TD><TABLE cellSpacing=0 cellPadding=0 border=0><TBODY><TR><TD class=vs_w-a><CENTER></CENTER>




These last two are of a very nicely resto'd New Mexico 300. I
don't know if it's the same car, but it's been offered on eBay
and may still be on there now, if you have an inheritance you
want to spend, all in one place! LOL

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

 

Jimi; There are 4 Pans in Minnesota. They're always on display at the St. Cloud Auto Show, third Sunday in August.

http://www.pantowners.org/panreg.html

http://www.pantowners.org/

 

Okey-dokey, SunRoof, and THANKS, too! So, if there are four in MN, do we come up with about 7 or 8 known nationally?

And this book doesn't look like a tome that denigrates ol' Sam. If I am not mistaken, Pan even designed, patterned, made the molds and cast their own engines. That doesn't seem to me like typical behavior for a company out to hoard money and run away with it (any more than building employees housing in what's now still called "Pan Town."

 

The registry shows 5 in existence, the one you mention in N.Y. would make six. That's the one I can't place.

 

Factory photo of a Pan. Minn. Hist. Soc. photo.

 

A friend of mine is the current President of the Pantowners Car club. He told me that they just recently found out about the one in NY.

 

JoeG, given your connection, can you say what the modern general consensus on Sam Pandolfo is? Hero or villain? Wellintentioned good guy or conniving crook? I know what I think; I would love to hear, after all the years gone by, how Sam is perceived historically there. Thanks!

(Oh, and sounds like all signs point to SIX surviving Pan autos. So, they are pretty darn rare but, thank goodness, NOT extinct!)

 

Just a cool picture of a not too common 1942 Lincoln Zephyr 3 Window Coupe

 

<small>Marx Brothers' 1927 Mercedes-Benz S Boattail Speedster </small>

It may look glamorous to outsiders, but life as a Hollywood mogul can get a little monotonous. Hence, it comes as little surprise when we hear of celebrities making all manner of crazy wagers. The most memorable is arguably the one that took place in 1932 between Zeppo Marx and agent Phil Berg. Marx bet that his 1927 Mercedes-Benz S Boattail Speedster could leave Berg's Duesenberg in the dust, and the two put $10,000 on the table - a dizzying amount of cash at the time. Off they went to the dry lakes outside north Hollywood, along with more than a thousand spectators, to settle the bet. Berg's Duesey took the honors and the cash, but 78 years later, the Marx Mercedes is making headlines again.

Never having left California and still bearing its original yellow license plates, the very same Boattail Speedster is now heading to the auction block courtesy of Gooding & Company at the upcoming Pebble Beach Concours.

 

SunRoof, I was just thinking about Groucho's car, and YOU bring it up! Wow.

Someone ELSE who liked to run at the dry lakes was GARY COOPER. But I don't remember what his fave car was. Any idea?

 

Here's a look at the V-12 mill of the circa 1915-1918 Liberty-LaFrance
owned by Bud & Marilyn Melby, member of the Golden Era Automobile
Association.



This is a real beast! Anybody know some background on it? Is this a derivative of the WWI Liberty aircraft engine that Charles Brady King helped develop? A fascinating item, for sure!

On the other hand, someone -- maybe I am -- off base. A 'net source told me this period Liberty auto would have used a 224-CID Continental six. So, is that a V-12 or a six-cylinder?

Another source ditto'd the six and said Liberty, Detroit, was bought out by Columbia in late '23. Neither source mentioned "LaFrance." So what's that about? A connection to American LaFrance the fire equipment maker? (The firetrucks were originally built by the LIBERTY Fire Company, Reading, PA.)

I'm confused on this one.

And it gets more complicated, at least for me. The American LaFrance site said that A-L built 22 automobiles, only -- apparently all in 1911, with only two being roadsters.

 

<TABLE border=0 cellSpacing=4 cellPadding=4 width="100%"><TBODY><TR><TD vAlign=top width=511>Canadian Two-in-One Auto Co.
Amherstburg, 1912 -1914
</TD><TD vAlign=top width=170>

​

</TD></TR></TBODY></TABLE>
<HR align=right SIZE=1>

<CENTER><TABLE border=0 cellSpacing=4 cellPadding=4 width="100%"><TBODY><TR><TD vAlign=top width=220> Above: The Amherst 40, as a fully convertible touring car.
Below: The Amherst 40 as a truck.

</TD><TD vAlign=top>
Late in 1911 the Two-in-One Auto Company was formed by a group of Detroit promoters and a few local Canadians. The concept of a vehicle that could easily be converted from a passenger car to a light truck appealed to the people of Amherstburg, enough so that the town took a major financial role in the Canadian Two-in-One Auto Company.
The Amherst 40, their only automobile, was promoted as the first conventional looking touring car that could easily be converted into a truck. By August of that year one prototype, built from imported parts, was near enough completion to pull a broken-down vehicle almost 20 miles over rough roads back into town.
By August 24, the completed 40 h.p. vehicle was displayed to the town and a few days later it was shipped off to the CNE for exhibition.
In September the Detroit promoters were dropped for refusing to pay their share of the stock. Two more cars were completed before the company was forced into bankruptcy. Dr. Frederick Park drove one of them for several years (He also drove the only Brock Six ever made.)

</TD></TR></TBODY></TABLE></CENTER>​

 

The Anhut Motor Car Company began with a car, according to an article in the October 27, 1909 publication “The Horseless Age” titled “New Six Cylinder Roadster to Be Made in Detroit,” the car was to be known as the Anhut Light Six-Thirty-Six. The complete article provides the following information: “The latest addition to the numerous types of cars made in the centre of the American automobile industry is to be known as the Anhut Light Six-Thirty-Six, which will be made by the Anhut Motor Car Company, whose incorporation is reported in another part of this issue. The first car of the company made its appearance on the streets of Detroit last week. It is a powerful light roadster with pleasing lines, and is claimed to develop a speed of 60 m.p.h. The company is headed by Congressman John N. Ahnut, who is its president, and the other officers are: Mayor Philip Breitmeyer, vice president; Charles Lansby, treasurer; and H. H. Thorpe, secretary. The company has secured a factory at 206-212 Howard Street, abutting on the Michigan Central Railroad, which covers an area of 70 x 300 feet. The car is to sell at $1,600, and it is planned to turn out 500 to 1,000 for next year.”
The reason few of us will remember the Anhut car is that the Anhut Motor Car Company was short lived. The 1805-1942 edition of the Standard Catalog of American Cars provides information about the demise of the company. “Barnes – Detroit, Michigan – 1910. H. C. Barnes had been the factory superintendent for Anhut Motor Car Company in 1909, and in 1910 took over the firm and reorganized it into the Barnes Motor Car Company. A brass stamping with a “Barnes Six” logo is known to have been made but how may Barnes cars were marketed is problematical. In November, 1910 the Barnes Motor Car Company proceeded into bankruptcy…”
The Anhut car was available in two and four-seater models manufactured with a common chassis. There were also a few prototypes of the Anhut car produced by a Canadian manufacturer in Chatham, Ontario but full production was never reached.




I'm just guesssing, but I bet this one's Extinct!

 

"Woodstock Automobile Manufacturing Company Limited (1911 – 1913). This company built the Every Day car and the Oxford truck. The car cost $650 for a runabout, $750 for a 4 passenger car. The Oxford truck cost $750. The total production of cars is not known, but they produced 33 trucks. . . . The car was a 16 horsepower with a maximum speed of 25 mph. It was a high-wheeled car. The car/truck design was of U.S. origin – the Clark Automobile Co. of Michigan. The factory was located at the corner of Mill and Main streets. . . . the Woodstock Automobile Mfg. Co. Ltd. evolved into the Oxford Garage [starting in 1916 at 333 Dundas Street], a major automobile distributor for many years. "


Woodstock Automobile actually began operations in 1904, ‘in the old tannery building’ on Main (exact address uncertain). Charles Evans was in charge of the works and William Myers was office superintendent. With a staff of 25 me n, in its early days Woodstock Automobile Ltd. made all the parts needed and then assembled them into one and two-seater autos. These it shipped to Hamilton, and presumably also to local dealers. In 1904, its 2-seater, 4-wheeled ‘surrey’ class of automobile retailed for $1400. Another of its products was a truck with chain-driven rear wheels and solid tires. In the Fall of 1911, the Company moved into a vacant portion of a large furniture factory at the south-east corner of Mill and Main (on the site where the Farmers’ Market is now). Claude E. Ferguson was then manager. Both civic and Board Of Trade officials encouraged the company to go ahead with tooling up, promising to do everything possible to ensure that a necessary bylaw would pass without opposition from the local citizens. A few cars were produced at the new site for the 1912 season. However, the bylaw was not presented until after the Civic Election of Jan. 1, 1912. Unfortunately, the bylaw then failed to pass and by mid-1913 the factory was empty, the company defunct.

Anyone have a picture of a car called "Every Day"

 

The Fleetwood-Knight of Kingston, Ont.
By Lloyd Davis the original designer
From the time I was able to perceive, wheels and motion intrigued me, and as time progressed, so increased my desire to improve what was before me.
In 1906, a ride in a Stevens-Duryea convinced me that nothing to that date had been created to parallel the adventures of this Planet. A tremendous experience, moving along at the stupendous speed of fifteen miles per hour, something to remember forever.
Having been sufficiently fortunate to be born into a family of Boat Builders and Designers which included the manufacture of steam boilers, steam engines, gasoline engines and all types of boats, there isn't any surprise to me that I had the desire to manufacture a masterpiece to run on four wheels.
About the year 1912 my Father introduced a Mclaughlin Roadster and an E.M.F. Touring into the family after having been transported prior to this time by a horse and Mclaughlin rubber tired Buggy which at that time was solid comfort. It was at this time I commenced driving the Cars around the Shipyard and in 1914 commenced driving on the roads, which was an experience.
During the early spring of 1917 an offer to drive a 1915 Cadillac during my summer vacation for a wealthy family was made which I accepted very readily. The odometer registered 3,800 miles in spite of it being two years old, it was a beautiful automobile. It was necessary to pass a test in order to get a license. This was int he form of a lapel button and which I still have in my possession. It was termed a "licensed Operator" and the number 4765. I could write a book on the many experiences during that summer.
From the autumn of 1917 to the spring of 1918 an other project was handed to me, to design a heavy duty truck to carry a load of approximately fifteen tons and with numerous specifications to fit into the shipyard requirements. The truck was completed the following year and met all requirements. Specifications would require a couple pages, there were twenty-one speedsforward and besides a jack shaft with chain drive to rear wheels (which were equipped with twelve inch solid rubber dual tires) the variable speeds were gained by using two four speed transmissions which, as you can readily gather, had a multiplicity of combinations.
In the year 1919 I was approached by Professor Lindsay Malcolm of Queen's University, whom I knew very well. He asked if I would go with him on the construction of Queen's Stadium in Kingston to supervise all mechanical equipment which I did and finished in time to get back to school. It was a most interesting adventure.
It was in 1923 that the design for the Fleetwood Knight was commenced. From here on, the story of this project is explained in the General Specifications with Smith Bros. Motor Body Works in Toronto, commissioned to build the bodies when the running chassis were completed.
The Roadster which was completed after the Sedan was also quite a success and which I used for transportation when I joined General Motors as Assistant Chassis Engineer in 1927 in Oshawa. The Chief Engineer at that time spent a great deal of time going over the job along with many others in the organization. The Engineer in charge of the Cadillac Division christened it "H.M.S. FURIOUS".
Eventually I sold the Roadster to a Garageman Operator in Oshawa who drove it for a considerable time. He then sold it to another chap located in the neighbourhood of North Bay who operated it on a Mail Route for a long period of time covering about one hundred sixty miles per day to the west of North Bay and in the early sixties I understand it had travelled in excess of four hundred thousand miles. I was able to get some information on it and the service required up to that time had been four sets of piston rings, three sets of piston pins and three sets of main and connecting rod bearings, also one timing chain. Of course, there were numerous sets of Tires. The car was lost in quick-sand when it went off the road during the sixties. If it couldbe located now it would, no doubt, be worth a few dollars. The Sedan was badly damaged by fire many years ago.

 

Here's a serious WHAT IS IT???

 

Rare Ranchero

<!--END Page Title --> <!--BEGIN Content Body //--> June 29, 2010

by Ron Kowalke, Old Cars Weekly
.


Crazy ’bout a Mercury, as the song lyric implies, is a natural reaction
to this Ford of Canada 1957 Meteor Custom 300 Ranchero pickup.
It is formerly part of the Jess Ruffalo Collection of Plainfield, Wis.

“The 1957 Fleet of Mighty Mercury Trucks” is the title of Ford of Canada’s brochure that promoted its line of light-duty Mercury models for that year. The brochure’s tagline reads: “With Exclusive Payoff Design.”

Using words such as “mighty” and “payoff” seem appropriate when describing the utilitarian reputation common to trucks. But these work-like terms seem out of place when applied to the ornate, chrome-laden appearance of Mercury’s ’57 Meteor Ranchero pickup. And, yes, you read that correctly.

Mercury — not Ford — Ranchero.

A product of Ford Motor Co. of Canada Ltd., based in Oakville, Ontario, its Mercury division produced both Ranchero Custom and Ranchero Custom 300 trim level pickups in both 1957 and ’58. Production was miniscule in each model year, with 312 of both Custom and Custom 300 pickups built in 1957 and only 90 in ’58. There is no breakout available by trim level.

The text within the 1957 Mercury truck brochure even downplays the utilitarian aspects of the Meteor Ranchero. It’s promoted as being “smartly styled with fine car comfort.” Somewhat more in tune to the fact the vehicle is a truck, the brochure description continues calling the Meteor Ranchero the “perfect companion for work or play.”

Mystery history

This particular Meteor Ranchero was formerly part of the late Jess Ruffalo Collection of Plainfield, Wis. It was recently offered for sale at Matthews Auctions’ May 1 sale in Wisconsin Rapids, Wis., by Ruffalo’s son, Brian, who is now the pickup’s caretaker. Ruffalo readily admits that his knowledge of the pickup’s history and aspects of its restoration are limited. The high bid at auction of $37,500 failed to meet the Ranchero’s reserve, and Brian Ruffalo returned with it to his Hancock, Wis., home.

Ruffalo told Old Cars Weekly that he will entertain all serious offers to buy the rare pickup. Failing to find success going that route will most likely find the Ranchero crossing the auction block at one of the more high-profile upcoming auctions that allow consignors to place reserves on vehicles.

What is known about this Ranchero is sketchy. Ruffalo said his father acquired the pickup in Arizona in 2002 from Bob Schmidt, who, at that time, was in the restoration business in Phoenix. He later moved to Branson, Mo., and was curator of the 57 Heaven Museum in that city until its recent closing.

Schmidt told Old Cars Weekly he purchased the Ranchero for $3,500 at the Pomona (California) Swap Meet. His original intention was to restore it and eventually display it at the 57 Heaven Museum. He added that when he mentioned to friend Jess Ruffalo that he bought the pickup, Ruffalo asked to buy the Ranchero for his own collection, and a deal was struck.

“It was in rough shape when I bought it,” Schmidt recalled. When it was offered for sale in Pomona, Schmidt said the only item missing were the “Meteor” embossed hubcaps. “Those were extremely hard to find.”

In its current configuration, the Meteor Ranchero has a 30-cubic-foot bed and 1,000-lb. pay load. It rides on a 118-inch wheelbase, and is powered by what Ruffalo said is a 292-cid/212-hp V-8 and Merc-O-Matic automatic transmission. The 292 was not offered in Meteor Rancheros in ’57, but was available in other Ford of Canada models that year. Its smaller Y-block counterpart, the 272-cid/190-hp version, was the only V-8 offered in Meteor Rancheros, and as an option.

But, according to the Ranchero’s data plate, the initial number (“5”) in the pickup’s serial number designates that it came from the factory as a Meteor six-cylinder model. This would have been the inline, 223-cid/144-hp powerplant.

Schmidt verified that the 292 was in the Ranchero when he bought it.

Another mystery, depending on what source is used to define Meteor body codes, questions the trim level of this Ranchero, based on the “66B” in its data plate’s serial number. One source lists 66A as the base Ranchero Custom and 66B as the upper Custom 300 trim level. Another source defines 66A as being a Niagara (one of five series within the Meteor line) Ranchero, with “66B” and “66C” reserved for Custom and Custom 300, respectively. In no other Ford of Canada model menu does the Niagara offer a Ranchero pickup. Based both on that latter scenario and the amount of chrome and interior appointments on this Ranchero, it most likely is the more upscale Custom 300 model.

Cover up

Another changed aspect of this Ranchero stems from its finish. None of the colors that are listed as being available for 1957 Meteors in Ford of Canada sources match its current two-tone paint scheme. The pickup’s data plate lists its exterior paint code as “5A.” Schmidt said that when he found the Ranchero in California, “it was the ugliest combination of tan and brown you could imagine.” It turns out that Schmidt selected the current persimmon and black scheme to dress up the Ranchero. It’s a combination that was offered on domestic ’56 Mercury cars, but not ’57 Meteors.

In keeping with the Ford Motor Co. family of replacement items, Schmidt told Old Cars Weekly that he also replaced the Ranchero’s worn original interior fabric with that from a ’58 Edsel. “It looks period and complements the exterior paint,” Schmidt explained. “Ninety-nine percent of the people who look at it don’t realize it’s not the original [Meteor] fabric.”

Moving on

The Meteor Ranchero has logged approximately 90,000 miles, but has the appearance of a new vehicle. “It’s in nice shape,” Ruffalo stressed. “It’s as clean on the bottom as it is on top.”



<table style="width: 655px; height: 233px;" align="center" border="0" cellpadding="1" cellspacing="1"> <tbody> <tr> <td>The 1957 Mercury Meteor Ranchero pickup has several unique treatments that distinguish it from its domestic Ford counterpart. “Meteor” script is found on the leading edge of the hood (top), on hubcap centers (center) and centered on the rear bumper (bottom). The Meteor’s ornate V’ed grille is also unique to this Ford of Canada product.</td> <td> </td> </tr> </tbody> </table>

 

RM announces purchase of Kruse Auction Park

<!--END Page Title --> <!--BEGIN Content Body //--> July 01, 2010

by Ron Kowalke, Old Cars Weekly
.
Rob Myers, head of RM Auctions, announced this morning that his auction company has purchased the Kruse Auction Park in Auburn, Ind. The announcement came in a morning press conference held at the Auburn-Cord-Duesenberg Museum, also located in Auburn.

Myers said the facility and auctions held there will be branded as Auctions America by RM. He confirmed that there will be a sale this coming Labor Day Weekend and an auction in spring 2011. He added that 1,000 to 1,500 collector vehicles are expected to be consigned to the upcoming fall sale.

Myers also stated that the auction park facility will receive major upgrades, including the buildings on the grounds and its asphalt. Other confirmed plans include renting the facility for non-automotive events such as farm shows, according to Myers.

Also speaking at the press conference was Dean Kruse, head of Kruse International and former owner of the Kruse Auction Park, and Ed Cepuran, Donnie Gould and Ken Wallace, who were introduced as Auctions America by RM CFO, president and general manager, respectively.

In taking questions after the main part of the conference, Myers clarified that RM is not purchasing the Kruse International auction company, just the auction park facility. In response to a question about outstanding financial liabilities from previous Kruse International auctions, Dean Kruse answered that he would pay back his debt and added, “My bills are mine.”

Cepuran stated that the sale of the auction park was “not a hostile takeover.” Kruse added that the sale “was the best possible deal I could bring to Indiana,” adding that “it was crucial to the sale to find a buyer that understands the [collector vehicle auction] business.” It was further announced by Cepuran that Kruse would not have any financial association with Auctions America by RM.

[Editor's Note: Soon after the posting of our intial news report, the following press release was issued by RM Auctions]

<table class="details"> <tbody> <tr> <td colspan="2">RM PURCHASES FORMER KRUSE AUCTION PARK</td> </tr> <tr> <td colspan="2" valign="top">
</td> </tr> <tr> <td colspan="2" valign="top">- RM expands with acquisition of well-known Auburn, Indiana auction park
- New RM subsidiary launched - Auctions America by RM
- Collector car expert, Donnie Gould appointed President of new venture
- Famous Labor Day weekend collector car auction continues this year


Auburn, Ind. (July 01, 2010) - Rob Myers, Chairman and Founder of Canadian-based RM Auctions, the world’s largest collector car auction house, today announced the purchase of the 235-acre auction park located in Auburn, Indiana by a subsidiary of RM from long-time automobile auctioneer, Dean V. Kruse**.

As part of the company’s overall expansion plans, Myers also announced the formation of Auctions America by RM - a new RM subsidiary created to operate the recently-acquired auction facility, specializing in the presentation of the hugely popular 1950s and ‘60s classics, customs and muscle car segment of the collector car market.

RM Auctions continues its annual calendar of events, and the two separate RM auction entities, each with its own focused brand identity, will seamlessly serve the entire spectrum of the collector car market with the superior level of client service for which RM has become known.

Under the Auctions America by RM banner, the tradition of staging what was once the world’s largest automobile auction held in conjunction with the Auburn, Cord, Duesenberg Festival each Labor Day weekend, will mark its 40th year, September 2 to 6, 2010 in Auburn.

“The very first collector car auction I attended was the one held on Labor Day weekend in Auburn back in 1974. The ACD Festival and auction weekend has been a tradition for me ever since,” stated Myers. “All of us within the RM group of companies are very excited to take on these new opportunities and we look forward to upgrading the auction park and continuing to serve our clients and friends with a venue like Auburn.”

Donnie Gould, RM Auctions partner and collector car expert, has been appointed President of Auctions America by RM. Gould will work closely with Ed Cepuran in his new role as Chief Financial Officer of RM’s new subsidiary. Serving as General Manager, the day-to-day aspects of the business will be overseen by RM car specialist, Ken Wallace.

“RM Auctions has so many customers active in the buying and selling of muscle cars, customs, street rods and just plain great old cars that we simply cannot service them all with our existing venues,” said Gould. “We believe the Auburn location is ideal for this biggest segment of the market with its freeway access, huge parking lots, and motorcoach and swap meet facilities. We are all very excited to get started.”

The Auburn Auction Park is located at 5540 County Road 11-A, Auburn, IN 46706. Originally opened in 1989, it is considered one of the best facilities of its kind by car enthusiasts from across the country. For more information or to consign a car to this year’s Labor Day weekend auction, please call 1-877-906-2437 or visit www.auctionsamerica.com.

Footnote: **Dean Kruse and/or any of the Kruse Companies do not have any vested or legal interest in the Auctions America by RM company, its auctions and/or in the Auburn auction park real estate.

http://www.rmauctions.com/AuburnVideo.cfm
</td> </tr> </tbody> </table>

 

Canadian-trimmed models are waaay cool! Thanks for sharing

 

Hemmings Find of the Day – 1923 Lincoln



In older photos, it’s not uncommon to see cars like this 1923 Lincoln – once proud and elegant luxury cars converted into service vehicles or tow trucks due to their stout chassis and powerful engines. In fact, they’re all over the place in the 1930s, yet you rarely, if ever, see one in person nowadays. Were they all scrapped during the war? Were they all converted back into luxury cars once they attained Full Classic status? Or have they all been hiding in storage for decades like this one?

 

While looking for something completely unrelated on the Ford Media image site, I came across this photo of at least seven Skyliners coming down Ford’s Dearborn assembly line in 1957 and decided to liberate the photo for any Skyliner fans we have around here. I wonder what reason they had for sending the cars down with the tops half-open, other than to inspire every single Skyliner owner since to display theirs the same way at classic car shows. Daniel Strohl, Hemmings Classic car

 

<TABLE border=0 cellSpacing=0 cellPadding=0 width=927><TBODY><TR vAlign=top align=left><TD><TABLE border=0 cellSpacing=0 cellPadding=0 width=576><TBODY><TR vAlign=top align=left><TD width=494></TD><TD width=42></TD></TR><TR vAlign=top align=left><TD></TD><TD class=TextObject width=494>Martin
</TD><TD></TD></TR><TR vAlign=top align=left><TD height=3 colSpan=3></TD></TR><TR vAlign=top align=left><TD></TD><TD class=TextObject width=536 colSpan=2>The Martin was introduced in 1920 and was made by the Martin Motor Company, Springfield (USA). It was also known as the Scootmobile and was powered by a 616cc air cooled vee-twin engine. The body was made from pressed steel fixed to a steel frame. In many ways it was very similar to the earlier Scott Sociable, except that featured a tubular frame and not a pressed steel one. Despite the weight of the Martin the manufacturers claimed a top speed of 40mph and a fuel consumption of 75mpg. Production ceased in 1922.
</TD></TR></TBODY></TABLE></TD><TD><TABLE border=0 cellSpacing=0 cellPadding=0 width=351><TBODY><TR vAlign=top align=left><TD height=48 width=31></TD><TD width=318></TD><TD width=2></TD></TR><TR vAlign=top align=left><TD height=228></TD><TD width=320 colSpan=2></TD></TR><TR vAlign=top align=left><TD height=4 colSpan=3></TD></TR><TR vAlign=top align=left><TD></TD><TD class=TextObject width=318>The 1920 Martin
</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>