1904 - Mercedes-Simplex 60 hp

Mercedes-Simplex 60 hp from 1904: The picture shows the elegant and luxurious touring limousine formerly owned by Emil Jellinek

Related Post:

1. List of Mercedes-Benz vehicles

BMW Dixi 3/15 DA-1 & DA-2

1927
BMW Dixi 3/15 DA-1

Manufacturer Fahrzeugfabrik Eisenach
Bayerische Motoren Werke AG (BMW)
Also called Dixi 3/15 PS DA-1
Production 1927–1929
Successor BMW 3/15 DA-2
Layout FR layout
Engine 747 cc side valve straight-4, 15 hp (11 kW)
Transmission 3-speed manual
Wheelbase 75 in (1,905 mm)
Kerb weight approx. 400 kg (882 lb)
Related Austin 7

1929
BMW 3/15 DA2

BMW 3/15 DA2 (1929)

AThe 3/15 DA-2 replaced the DA-1 in April 1929. The main change from the DA-1 was the operation of the brakes on all four wheels by the foot pedal, which had operated only the rear brakes on the DA-1. Other changes included larger tyres and a lower final drive ratio. Available body styles included a steel-bodied two-door saloon, a two-seat convertible, and a delivery van.

http://en.wikipedia.org/wiki/BMW_3/15

Fiat 520

FIAT 520

Manufacturer : Fiat
Production      :1927–1930
Predecessor    : Fiat 507
Successor       : Fiat 521
Body style      : 4-door sedan
                          4-door landaulette
                          4-door cabriolet
Layout             : FR layout
Engine             : 2,244 cc straight-6
Transmission  : 4-speed manual
Wheelbase      : 2,900 mm (114.2 in)
Length              : 4,150 mm (163.4 in)
Width               : 1,660 mm (65.4 in)
Curb weight    : 1,250 kg (2,800 lb)

Fiat's upper middle class car in the later 1920s was also designated as the Fiat 520, but was smaller and more modestly powered than its earlier namesake.

During the early decades of the 20th century European automakers, once steering wheels had replaced centrally positioned steering tillers, tended to place the driver and his steering wheel on the right side of the car regardless of any local regulations or conventions concerning which side of the road cars should be driven. By the 1920s, as the number of wheeled vehicles on the roads increased, clearer consensus had become necessary in the more populous parts of Italy about the need for everyone to drive along the right side of the road. The 1927 Fiat 520 was one of the first cars, presumably in recognition of this trend, to place the steering wheel on the left side of the car.

The 520 was replaced by the Fiat 521 in 1928, although the 520 appears to have continued in production until 1929, by when more than 20,000 six-cylinder Fiat 520s had been produced.

EnginesModel Years Engine Displacement Power Fuel system
520 1927–29 straight-6 sidevalve 2244 cc 46 hp single carburetor
520 T 1928–30 straight-6 sidevalve 1866 cc 35 hp single carburetor

From Wikipedia

Lincoln

1930
Lincoln L183
National Award
Winning L Series 4 Door Sedan

Description:

Engine : 385 V8
Body Style: Sedan
Miles : 50162
Stock #131548
Interior Color: Black
Exterior Color : Maroon
Certified Price:  $49,900

Fully restored, sorted and beautiful this 1930 Lincoln series 183 5-passenger sedan was unusual new. Think about it – who bought a luxury car which hit the showroom floor at the same time of the stock market crash of ‘29? A rust free car which spent most of its life in storage and private collections, this multiple award-winning Lincoln is one of the nicest early luxury cars you’ll ever see.

Henry Martyn Leland learned precision tool-making in the employ of New England arms makers during the Civil War, and brought those lessons with him to Detroit, where he began manufacturing machine tools and marine engines in the 1890s. In 1902, he was asked to sort out the affairs of a struggling new carmaker, and the resulting enterprise was renamed the Cadillac Automobile Company. William Durant bought Cadillac in 1909 for his General Motors empire.

Bought new by Francis Hatch of Angola, NY, the car saw three years’ service in the Empire State before being driven to California in 1935. It saw seven more years of regular service before being stored in dry dock in 1942. The car saw the light of day again in 1965, when it was shipped to Wisconsin and became part of a significant collection of un-restored classics. Collector Gene Frayler (also of Wisconsin) bought the group in 1979, and sold this Lincoln in 1983 to its restorer, Clayton Maag of Leipsic, OH. His shop Leipsic Auto, has been restoring classics for more than 50 years, and they gave this clean, complete but tired luxury car the two-year restoration it deserved.

Leland remained president of Cadillac until 1917 when, in a rancorous split with Durant over the production of aero engines for use in World War I, he left to start his own firm. He named the venture after the U.S. president he admired in his youth: Lincoln. With the war over and the company’s aircraft engine contract at an end, Leland and his son formed a new Lincoln Motor Company in January 1920 to manufacture cars.

Clayton sold the car in 1991 to its last owner, Robert DiCarlo of Painesville, OH. Robert took the car to the 1991 Lincoln and Continental Owners Club meet in 1991 for pre-judging. He scored a 94.1 overall, justifying Clayton’s hard work. Robert took the score as a mission – he would make the grand old car even better. Through the following years he entrusted the car to Dave’s Auto Restoration in Jefferson, OH, and the local masters at Capaldi Enterprises in Painesville, OH. More than $20,000 was spent bringing the car to its current mechanical and cosmetic level, and that work resulted in a final score of 96.83 at last fall’s LCOC Eastern meet, now more than 25 years since its main restoration. Suffice to say the car’s holding up well!

The first Lincolns arrived that September 1921 with a novel 60-degree V-8 engine and innovative fork-and-blade connecting rods that made truly parallel cylinder banks possible. Financial problems soon arose, however, and early in 1922, Henry Ford purchased the company. The Lelands stayed on, but disagreements with Ford led to their departures within months; Edsel Ford stepped in as the new president.

No car is easier to restore than a clean, rust free and complete one, and this is where Clayton and crew started with this Lincoln. Where many restorations get sidetracked while looking for impossible pieces this car sailed along smoothly. The body is 100% original, as is the chassis, the driveline and the bulk of the interior. Look down the body at the classic, straight lines of the car. There were dents and dings to be sure, but not having to fill rust holes made for a quick and clean refurbishment of the panels. The original Black and Ascot Maroon scheme was replicated beautifully. New Lester 7.00×20 whitewall tires surround the original wire wheels enhanced by the original chromed center caps. Large 9” headlamps flank the original, restored grille shell and its shutters. Door handles and other pieces of bright-work were expertly restored. Dual rear-mounted spares ride above the restored rear bumper. The doors close solidly and with precision. The hood, held tightly with its spring loaded clamps, fits as it should.

Edsel was good for Lincoln. Leland had created an outstanding chassis, but Ford had the taste needed to make the car look good. In 1925, Gorham silversmiths designed a chrome greyhound mascot for the radiator cap, molded using the “lost wax” process, a method that gives consistently fine detail. Rolls-Royce also used lost wax for its Spirit of Ecstasy. Edsel also enhanced Lincoln’s image by ordering custom bodies from the leading coachbuilders in lots of 10 to more than 100. This provided distinctive coachwork at a more reasonable price than one-of-a-kind custom bodies.

Under the hood is the aircraft-derived 385ci V8 which developed 90hp. Acceleration is strong by 1930’s standards, and top speed is more than acceptable with the aftermarket Green overdrive unit underneath. The carburetor was removed, sent out for rebuilding and machining and was reinstalled atop the restored intake manifold. The ignition system was likewise restored and sports an NOS distributor cap. When the water pump failed, Capaldi reverse engineered and machined a new one – such is the level of detail keeping the car running. The motor fires immediately thanks to the low-pressure electric fuel pump and runs out smoothly due to its care and maintenance. Out of 3,222 1930 Lincolns produced, only 657 series 183 were produced during one of the company’s worst sales years. It weighs 5,180 pounds and rides on a 136” wheelbase – this was NOT a small car! Originally selling for $4,500, it wasn’t cheap, either – you could still get a basic Ford Model A roadster for $385!

Inside you’ll find mohair seats matching the original colors exactly. Samples were taken from areas not affected by UV fading and sent to Bill Hirsch Auto in Newark, NJ. From the front seat you’ll find two changes from stock – the flooring is now carpeting and the overdrive controls sit behind the shifter. Aside from that the original dash holds the freshly restored and fully operational gauges, the door panels hold their restored window cranks and door handles, the original copper-colored taffeta window shades are present in the back, as are the two ‘occasional’ seats (jump seats) which allows a total of seven passengers to ride along. Counterweighted rear windows, opera lighting and grab sashes are among the few touches which make passengers in the rear feel like royalty!

Exotic and stately this Lincoln is truly among the best-of-the-best. From its excellent finish to its stellar “bones”, and national show history, this is a classic that’s equally at home in a museum collection or on the open road.

Specifications:
Basic
Year
1930
Make
Lincoln
Secondary Make
n/a
Model Name
L183
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
50162
Engine / Transmission
Engine Type
Gasoline
Engine Size
385 V8
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Black
Seating Type
Bench
Seat Material
Cloth
Shifter Type
Column
Center Console
No
Body
Body Style
Sedan
Doors
4
Body Color
n/a
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
n/a
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary

www.rkmotorscharlotte.com

Studebaker

1929
Studebaker Commander
Frame Off Restored Regal Commander GJ Cabriolet Six

Description:

Engine:353 I6
Body Style: Coupe
Miles : 65935
Stock # 131370
Interior Color: Brown
Exterior Color : Yellow
Certified Price:  $39,900


What makes a car truly rare? How about one of three – no, not one of three made with purple paint, a white interior and a green vinyl top, but one of three vehicles in the entire world! This beautiful and rare Regal Commander Six Cabriolet is an original California car retaining all of its original body panels and trim. Resplendent in Canary Yellow and Alhambra Tan, this wonderful example of early motoring is back stateside again after a 20 year romp through England – grab your favorite flapper girl and don’t miss this one!

“Where those who best know and appreciate fine motor cars foregather – Studebaker prestige runs deservedly high.” The Studebaker Corporation of South Bend, Indiana, started building automobiles in 1902. Their first automobiles were electric, although they quickly moved into gasoline powered vehicles. Production increased during 1913, and by 1915 there were more than 45,000 cars sold annually. The type and numbers of cars increased through the years, and in 1928, Studebaker acquired Pierce-Arrow. They began using the Commander name in the 1920s and continued to use it sporadically until the company’s demise in 1966. Studebaker had established themselves as a successful manufacturer of affordable mid-market cars that offered luxury, performance and handsome styling.

For 1929 the model was assigned to Studebaker’s middle series positioned between the range topping President and economical Dictator lines, with a choice of 26 different body styles, two lighter and more powerful engines and greater interior room courtesy of a double-dropped frame design. The Cabriolet was the third most expensive Commander model behind the upscale Brougham sedans, and was more than 20% more expensive than the basic coupe. Coded the “Count” in sales literature, the model came with Regal trim as standard, with six Budd wire wheels (dual spares in front fender coves) rather than the standard compliment of five Kelsey Hayes wooden wheels. Also included was a rear mounted trunk rack (fitted with luggage in our car’s case,) though the bumpers shown here were a $30 option.

The paint is bright and shiny, and the color scheme is both subdued and beautiful. The grille shell is in excellent condition, as are the driving lights, headlights and headlight torsion rod. 5.5×19 Wide whitewall tires are at all four corners and both spare positions, the latter held down under shiny stainless covers with correct leather straps which also hold dual rear view mirrors. The wheels themselves are body color with early 5” chrome hubcaps. The top is in great shape. Small details on cars of this era had special touches that are lost today, such as the repeating wing theme on top of the radiator cap, headlights and driving lights. These cars were built more for a purpose than for a price.

The interior is equipped for comfortable touring with supple, deeply padded tan leather upholstery while a newly upholstered rumble seat hides out back. The original wood dash is in excellent shape and holds a full complement of very handsome, art deco Stewart Warner gauges. Additional information comes via a set of VDO classic series gauges under the dash. The door panels are in great shape as is the carpeting. Handles, knobs and switchgear all present themselves as clean originals. Choke and throttle controls are on the steering wheel, and there’s an underlying feel of quality to the materials and construction used inside. This wasn’t a Model T – that’s for sure!

Under the hood is the excellent GJ series 248ci six which starts immediately. It idles smoothly thanks to the heavyweight rotating assembly and pulls smartly away from stops thanks to its 74hp rating. The motor is finished in its correct aqua, the water outlet/distribution cover is chrome, the drive belt is the correct riveted type and the generator is a proper replacement. There’s a brand new period correct horn in place and the radiator has been re-cored. The wiring harness is an aftermarket updated unit with a new fuse panel for safety (wiring wasn’t exactly a science in the 20s,) there’s an electric fuel pump under the hood for sure starts and there are new rope seals for both ends of the engine compartment lids. Although the motor runs fine as is, we tracked down an NOS distributor cap, rotor, point set and condenser for the next tune up!

We have some very interesting literature which goes with the car, as well. We have three sales brochures, a 114 page book detailing the Commander line, a number of tech diagrams and assorted technical information, the original owner’s manual, a copy of the N.A.C.C. questionnaire from 1929 concerning all of the equipment on the car and a DVD slide show featuring clips of the Commanders in pop culture, on the street and on the assembly line. The brochures themselves are also works of art – illustrated line drawings of men and women dressed impeccably, heading to or away from social gatherings. If you’re a fan of 1920s architecture, style and dress these booklets are a must have!

There are three photographs of the car taken in the spring of 1971 in San Bernardino, CA. Another nice touch are the antique plates used in England and a full color ad from the March 30, 1929 issue of The Literary Digest showing this exact color scheme, including factory pin-stripes! This ad helped solve an argument a few years ago at one of the Studebaker club meets. A number of experts claimed that Studebaker never painted a car like this, and most assuredly never painted pin-stripes on a Commander. Locating this original 1929 ad, and producing pictures of the car pre-restoration quickly ended the argument! With only three in existence, no one had ever seen like this before, so who can blame them for questioning the colors and paint scheme!

The best thing about this 1929 Commander Cabriolet is that you can drive it anywhere! This car was owned by a pre-war collector with 30 + cars, who is also a mechanic. Over the past few years, this Commander has been on numerous touring events, and has rolled up more than 2000 miles. To make this Commander more drivable, a set of gauges have been added, as well as a hidden ignition key/battery shut-off.

Studebaker built 24,639 Commanders in 18 months, with fewer than 800 Commander Roadster bodies built and a mere three remaining. It spent its early life on the West Coast of the United States, was sold to England in 1980 and was unavailable until its return in 2001 – who knows where it may end up next? This Commander has been a true world traveler! The car is in excellent shape, is fun to drive, is very rare and an excellent example of the enthusiasm of the Roaring Twenties! If you are a pre-war collector and want to pull into a show or tour and have everyone scratch their heads and ask “what’s that?”, this is your car!Add caption

Specifications
Basic
Year
1929
Make
Studebaker
Secondary Make
n/a
Model Name
Commander
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
65935
Engine / Transmission
Engine Type
Gasoline
Engine Size
353 I6
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Brown
Seating Type
Bench
Seat Material
Leather
Shifter Type
Floor
Center Console
No
Body
Body Style
Coupe
Doors
2
Body Color
n/a
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
n/a
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary
n/a
www.rkmotorscharlotte.com

Auburn

1934
Auburn 1250 Salon Cabriolet
Jimmy Cagney's 1 of 4
1250 V12 Salon Cabriolet

Description
Engine : 391 V12
Body Style: Convertible
Miles : 349
Stock #131841
Interior Color: Black
Exterior Color : Charcoal Poly
Certified Price:  $249,900

Some guys are Ford guys, some guys are Mopar guys, but me? I’m all about the heavy Classics from the ’30s. It takes a minimum of eight cylinders, some custom coachwork, and a name like Packard, Cadillac, Lincoln, Duesenberg, Auburn, Cord, or Pierce-Arrow to really get my undivided attention. When I heard that this spectacular 1934 Auburn 1250 V12 Salon Cabriolet was coming in, I realized that RK Motors Charlotte really was the best place in the world to work this will be the first of many heavy Classics you’ll see coming through our showroom in the coming months, and I couldn’t be more excited. If you aren’t familiar with cars like this Auburn, you’re in for a real treat. A mass produced Hemi with 425 horsepower is one thing, but a hand-built work of art that you can drive is something else entirely.

This particular Auburn cabriolet was owned and driven by James Cagney in the 1933 film “The Mayor of Hell.” It was restored to an extremely high standard by Auburn-Cord-Duesenberg expert Brian Joseph in 1986, and received a Verification of Originality from the Auburn-Cord-Duesenberg Club at that time, which means it has its original chassis, engine, and drive-train. It is one of only four 1934 Auburn V12 Cabriolets built, and one of only two certified by the A-C-D. It has a full ownership history, and presents in outstanding driving and showing condition today.

How do we know this was Jimmy Cagney’s car? Very simple-Auburn only built four of these and the other three all had side mounted spares. This is the only one of the four to be built with a rear mounted spare. Because no spare doors/fenders/parts were available for these cars after they left the Auburn factory, it would be impossible to convert one of these cars to a rear-mounted spare.

The Salon model was Auburns top-of-the-line. The Salons were powered by a 391 cubic-inch, 160 horsepower Lycoming V12 and equipped with a 3-speed manual transmission. They featured power hydraulic brakes, power driver-adjustable hydraulic brakes, and a unique and desirable dashboard-controlled Dual Ratio rear axle.

In two-and-a-half years of production, only about 2,250 V12 Auburns were produced in all six body styles, and survival has not been outstanding. At the last two ACD Festivals in Auburn, Indiana, there were only 24 V12s of all body styles, with only two 1933 and one 1934 V12 cabriolets among 214 cars judged. This is a VERY rare, high-quality piece.

The body on this car is done in the original colors of silver and black, with a black cloth top and black leather interior. The body and paint work, now nearly 23 years old, still looks very good today. This Auburn would be welcomed on any show field, and is absolutely ideal for CCCA Caravans and other tours that emphasize driving over simply showing the cars. The black panels are flat, smooth, and ripple-free, and the paint still has a deep, rich luster that some would call patina. The silver areas are crisply masked and there are no missteps in the paint anywhere. The high-quality enamel paint has been cut and buffed several times over the years, and that helps give it a timeless, original look that only accentuates its beauty. The fenders appear to be painted with Imron, which, if you’re familiar with the material, is a super-hard paint used frequently on applications like this, as well as fire engines and other industrial equipment. It’s incredibly durable, glossy, and beautiful, but also prone to cracks as it ages.

As a former 100-point show car, every aspect of the restoration was executed to the very highest of standards. There are a few signs of use and simple age here and there, but the car has been driven very little since 1987, and has always been transported in an enclosed trailer. When talking about a car of this caliber, there’s no reason to even discuss repaints, body repairs or anything else like that; it’s all flawless, perfect work done to the best standards of the time. This isn’t a mass-produced car; it is the equivalent to the hand-built craftsmanship you might get from Rolls-Royce and Maybach today.

The chrome on the car is good throughout, particularly considering its age, from the massive, wave-free bumpers, to the delicate strips that are attached to each of the louvers on that long, long hood. There are gorgeous polished stainless inserts in the doors that brighten up the bodywork, and a dozen other little details that were done purely for art’s sake on this car. Look at the lenses on the cowl lamps not only is the glass etched, but the delicate etched grilles have been painted. Out back, the glass tail lamp lenses have the AUBURN name proudly embossed in them, with an amber 12’ embedded inside that is visible when the lights are on. Look at the delicate arms that hold the side-view mirrors, pivoting to allow the doors to open. You could examine this car for a week and not see all the wonderful details. This is exactly why cars from this era are so special the manufacturers were constantly trying to one-up each other with innovations, technology, and pure luxury for luxury’s sake.

By 1932, Auburn needed something new to stimulate demand. The multi-cylinder wars of the early 1930s saw many companies struggling to keep up with changing technology V12 and even V16 engines were becoming increasingly common among the ultra-luxury brands. Auburn answered this by adopting Lycoming’s monstrous V12 engine, which featured a 45-degree vee configuration and twin Stromberg downdraft carburetors. The engine weighed 1,096 pounds, but its 160 horsepower matched the output of the larger Packard, Pierce-Arrow, and Franklin V12s, and easily bested the 135-hp and 125-hp Cadillac and Lincoln V12s.

Stan Gilliland, the A-C-D Club historian, who has been restoring Cords and Auburns for many years, believes the Auburns are highly underrated, considering their technology. Gilliland estimates the V12 engines may have put out as much as 200 hp. The engine on this car was rebuilt to factory standards at the time of restoration, and with only a few hundred miles on it, still runs flawlessly. The Auburn Green enamel on the engine is in excellent condition, the porcelainized intake and exhaust manifolds are still glossy black, and dig the giant 12-cylinder distributor. That cap alone cost $800 in 1987! The dual Stromberg carburetors one for each bank of cylinders are fed by an elegant cast aluminum air filter housing that is pure form following function. The original radiator was refreshed, and the big motor runs cool under all conditions. This is a car with a pedigree, designed for the most discriminating of buyers, and as such, there are no compromises in the engineering.

The engine fires with a turn of the key using an automatic starting system (literally, all you need to do to start the car is turn the ignition key to the ON position), then settles into a whispering 450 RPM idle. It exhales through a stainless dual exhaust system that features cut-outs actuated via a chrome knob on the floor in front of the driver ( Pull Up for High Speed Driving ). That long stroke V12 provides effortless torque that can accelerate the car from a standstill in top gear if necessary, and will run more than 100 MPH on the top end.

The engine is backed by a 3-speed manual transmission with synchromesh on 2nd and 3rd gears. Columbia Axle contributed a superb dual ratio rear axle with 4.54 low and 3.00 high ratios, allowing both great acceleration and low-RPM, high speed cruising. A switch on the dashboard controls the high and low ranges. Suspension is by solid axles front and rear, suspended by leaf springs encased in beautiful sliding covers to keep them lubricated and quiet. Four-wheel hydraulic brakes were included, with massive drums at each corner, and a driver-adjustable pressure control to vary the amount of power assist based on road conditions.

The dual ratio provides good acceleration and an overdrive for today’s freeways. With less than 350 miles since the 1986 restoration, it still has a nicely detailed undercarriage. The 17-inch chrome wire wheels are in good condition with only slight pitting on the hubs, and the 7.00-17 Firestone wide whitewall tires look period authentic. The spare is an aged Bedford tire that some speculate might be the original spare tire based on its appearance, tread pattern, and condition.

The black leather interior is pure Art Deco elegance. The bench seat is wide and soft, and you sit behind an enormous black steering wheel that helps muscle this big car around corners in the semi-sporting manner for which it was designed. It features a comprehensive set of gauges, ranging from the 4000 RPM tachometer to the left of the steering column right above the brake adjustment knob, to the center-mounted cluster featuring a speedometer, ammeter, temperature gauge, clock, oil level, and gas gauge. Mounted front and center is the dual range control for the rear axle, while the vacuum wiper motor is mounted down low on the cowl and is chrome plated. The long, long shifter snakes up from the floor and is perfectly contoured to fit with the dashboard as you move it through the gates. Overhead, the canvas top is fitted over a chrome frame that was designed to be seen; it’s like artwork. Even the rear view mirror is beveled glass, making the inside of this car a very elegant place to be. Behind the driver’s compartment, a rumble seat pops out of the rear deck allowing space for two more passengers, while the rear window flap opens to allow conversation with back seat passengers whenever the top is up.

Documentation is extensive. According to the Auburn-Cord-Duesenberg Club documents, the car was previously owned by Warner Brothers and actor James Cagney from 1934-1941. During that time, it appeared in the Cagney movie The Mayor of Hell (a copy of the movie is included with the car). It was then privately sold and ended up at the Cars of the Stars Museum from 1959-1976. Also according to the A.C.D. documents, it is a multiple award winner including First Place at the 1987 Meadowbrook Concours d’Elegance, First Place in the A.C.D. Auburn Open Category in 1987, and scored 100 points at the 1987 Dearborn CCCA Grand Classic. This is one of two 1934 Auburn V12 Salon Cabriolets certified by the A.C.D. (a certified Auburn is an automobile of the same make, model and body style as built by the factory before 1941). To qualify for certification, the chassis must consist of the original frame, engine, drive-train, and running gear components of the same model series. The body must be a verifiable original of the same model as the chassis. An appropriate amount of restoration using the original type of basic materials is acceptable. Cloning or replication is not acceptable. This 1934 Auburn 1250 Salon Cabriolet also appeared in the July, 2009 issue of Sports Car Market Magazine.

Even at this price, this 1934 Auburn 1250 Salon Cabriolet is still half the price of some Packard V12 convertible coupes. And according to many experts, V12 Auburns are likely to continue to appreciate; Gilliland had a chance to buy this car in Lancaster, California, in 1976 but turned it down. It was rough and the asking price was only $16,000—though the market was perhaps half that. But then, how many times have we all done exactly the same thing passed on a car for what seemed like too much money back then, only to see it explode in value later?

Don’t miss this opportunity to own a rare, famous, and very road-worthy Full Classic that you can drive and enjoy for years while it appreciates. 

Specifications
Basic
Year
1934
Make
Auburn
Secondary Make
n/a
Model Name
1250 Salon
Secondary Model
Cabriolet
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
349
Engine / Transmission
Engine Type
Gasoline
Engine Size
391 V12
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Black
Seating Type
Bench
Seat Material
n/a
Shifter Type
n/a
Center Console
No
Body
Body Style
Convertible
Doors
2
Body Color
Charcoal Poly
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
Dual Ratio
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary
www.rkmotorscharlotte.com

Pontiac 6-27

1926
Pontiac 6-27
Frame Off Restored Series 6-27

Description:
Engine: 186.5 V6
Body Style: Sedan
Miles :41446
Stock #131503
Interior Color: Gray
Exterior Color : Blue
Certified Price:  $29,900


OK Excitement Division lovers, do you know where your car company started? Yes, you proud owners of Firebirds, Trans Ams, GTOs and Bonnevilles owe your heritage to this car, a new model from a new make: Pontiac. This expertly restored 1926 Series 6-27 is a time capsule which stands as a noble elder to the models rolling out of Poncho factories today, more than eighty years after its construction!

This beautiful 6-27 wears Bambolina Blue with its black counterpart. The body, made of steel cladding over a wood frame, is in excellent condition with clean, shiny paint. The original wood spoke wheels are in excellent shape, refinished with a clean coat of varnish, and wear their re-chromed original Pontiac center caps. New Coker whitewalls (4.75/500-20) are the only choice for a car like this. The headlights and taillight are in excellent shape, and the show stealing and CORRECT 1926 nickel and copper Indian head radiator ornament is as nice as you’re likely to find anywhere. The doors close solidly and the replacement laminated glass is in excellent shape. Its formal shape contrasts sharply with cars of today, but its construction involved more carpenters than panel beaters. That big square roofline with its new, correct padded top allows ample headroom and was a welcome alternative to leaky canvas tops on most cars.

The advertisements started appearing on October 3, 1925, when an ad appeared in the Saturday Evening Post stating a new General Motors automobile would be produced and distributed by the Oakland division in addition to the higher line Oakland Six. On January 9, 1926, another advertisement appeared in the Saturday Evening Post in which the name of this new automobile was revealed. It would be called the Pontiac, after, as General Motors put it, “the greatest Indian Chief who ever appeared on the American continent.” The car was labeled the “Chief of the Sixes”, referring to its 6-cylinder motor.

Poke around underneath and you’ll see a beautifully restored example of a bygone era. While fully functional, you’ll be glad that era is over – a three speed non synchro transmission, external strap drum brakes on the rear only and wood floors aren’t items you’ll likely find on a modern commuter car! The steering, braking and suspension systems were all taken apart, restored and reinstalled. The car drives well, stops well and turns as it should – during the city driving it was intended for the car is easy to manage and quite tractable. There’s a new six volt battery in place under the driver’s seat, the floorboards and running boards are in excellent shape and the

The ’26 Pontiac was the result of GM Chairman Alfred P Sloan’s marketing strategy of an automobile for “every purse and purpose" in which he created a distinct hierarchy from Chevrolet to the Cadillac. Oakland was charged with producing the new car because the market for expensive 6 cylinder cars had been “soft” for several years and Sloan believed that Oakland dealers would benefit from increased show room traffic with the offering of a lower-priced 6 cylinder model. The only failure of Sloan’s plan was that the Pontiac didn’t prevent Oakland from going under; the company officially became Pontiac in June 1932.

The interior is awash in wide, comfortable corduroy. Coach models such as this feature a dome lamp, and both front seats tilt forward to allow access to the rear seat area. There’s the original wood wheel in front of you and an agate shift knob on the three speed stick next to you. Set the dash mounted choke, step on the floor mounted starter switch and allow the engine to settle into a muted whirr. The carpet is in great shape, the door panels are excellent, the gauges and gauge lights work as they should and there’s simply an air of “newness” in this octogenarian automobile.

Undo the clasps on the bonnet and have a look inside at the very simple, stout engine. The “smoothness” raved about in the brochure isn’t just marketing hype – the idle, takeoff and cruising speed vibration is very low. The newer single exhaust softens the exhaust note to a whisper. Those are new spark plugs, a freshly tuned carburetor and more in the compartment; the car’s ready for a drive.

This is a museum quality, significant and very attractive vehicle. In fact, it’s one of the nicest 1926 Pontiacs on the planet – we can’t image one nicer! From its heritage to its drivability, it would be hard to find another first year Pontiac that looks and works as well as this car does!d caption

Specifications:

Basic
Year
1926
Make
Pontiac
Secondary Make
n/a
Model Name
6-27
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
41446
Engine / Transmission
Engine Type
Gasoline
Engine Size
186.5 V6
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
n/a
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Gray
Seating Type
Bucket
Seat Material
Cloth
Shifter Type
Floor
Center Console
No
Body
Body Style
Sedan
Doors
2
Body Color
n/a
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
n/a
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary

www.rkmotorscharlotte.com

Dodge Deluxe

1940
Dodge Deluxe
Frame Up Restored
Deluxe Sedan Inline 6

Description:
Engine :n/a
Body Style: Sedan

Miles : 28761
Stock # 131886
Interior Color : Tan
Exterior Color :  Black
Certified Price: $24,900

When I was a kid, my father always longed for an older car that he could drive every day. He liked how cars like this 1940 Dodge sedan looked and didn’t care so much about air conditioning and stereo systems. Eventually he found a 1941 Buick Super coupe that became his daily driver for years, even in the dead of Cleveland winters, until a drunk driver sent it to the big junkyard in the sky. I bring this up because it’s all too easy to forget that cars like this Dodge WERE daily drivers for decades for hundreds of thousands of people, and they worked just fine, day-in and day-out. They don’t need modern engines and suspensions to be capable and reliable, and there is definitely a charm to driving a car like this one and getting the experience of what it might have been like when, say, your grandfather bought his first car.

This car is exactly what my father typically had in mind when he set out searching for a driver. A very presentable, straight body, gorgeous fresh interior, and 100% reliable mechanicals, all wrapped in a reasonably-priced package that won’t break the bank to acquire. I think a lot of folks forget that part of the fun of having old cars is driving and enjoying them on the road as they were when new. Guys say their modified hot rods drive like ½-ton pickups, but if I wanted something that drove like a truck, I’d drive my truck. What I don’t have is a car that drives like a 1940 Dodge, and that’s a ton of fun in its own right.

This car received a decent restoration in the early 2000s, and has been driven very little since. The black body was obviously straight and with very little rust to begin with, making for an easy restoration. The floors are solid, both in the passenger’s compartment and the trunk, and the body is clean. That is single stage paint on there, which is perfect for black because you can easily buff it to a high shine and it gives the car a more authentic, original look than a clear coat system might. Body gaps are good all around and there are very few signs of use suggesting that this car has lived in a garage since it was restored. I would guess that the body has been wet sanded and buffed judging from the smoothness of the finish, and our own techs put a shine on it that will make much pricier cars envious. There are a few signs of repaired paint runs in the paint, but the work was expertly done and not objectionable. The overall effect is a tidy, presentable, drivable, showable car that you will be proud to own.

The chrome and other stainless bright work on this car has also been restored. From the intricate front grille, to the cool bezels around the headlights that also incorporate parking lamps, to the big chrome bumpers front and rear, there’s recent plating that looks deep and lustrous. You’ve probably also noticed the stainless steel strips that run the length of the hood with cool red-painted hash marks that really pop against the black body. And dig that ram hood ornament that has been very well restored – these were often made of a zinc-based “pot metal” that tended to pit and corrode easily, making them incredibly difficult and expensive to restore. The fact that this one looks so great suggests that the restorer spent a lot of money having the chrome repaired and refinished. You’ll also note that this car sports a pair of front bumper guards that were period accessories designed to protect the front fenders. The fog lights are aftermarket replicas of original period accessories, and have been wired to operate as the front turn signal indicators for the aftermarket system attached to the steering column.

The glass in the car has been replaced, and it’s all easy-to-cut flat glass that looks original. However, the rear window is curved, and is OEM glass since I doubt anyone is making reproductions for these cars.

The engine is Dodge’s famous 218 cubic inch flathead six cylinder making 87 horsepower, which was pretty good considering that Buick’s 248 cubic inch overhead valve straight-8 was making only 110 horsepower that same year. Combined with tall gears in the rear differential, it managed to move this car around town with some vigor, although highway cruising is best limited to speeds under 60 MPH due to these tall gears. The engine in this car has been rebuilt and spins to life easily using a foot pedal that triggers the starter motor. It idles easily with a pleasant mechanical sound that is sadly absent from today’s cars – it sounds like a precision machine, which is exactly how an engine should sound. The exhaust is quiet with a distinct sound under throttle, although the muffler looks modern and not OEM. The engine bay was restored to a very nice standard when the rest of the car was reworked, with all the correct details in place: cloth wiring harness, fabric-wrapped radiator hoses with wire clamps, and the correct gray paint on the engine itself. The only out-of-place item might be the modern wiring and wire ties for the aftermarket turn signal system wired into the front fog lights, but that’s easily concealed. The correct oil bath air cleaner is perched on top of the single-barrel downdraft carburetor, and there’s an oil filter on the other side of the block. Correct decals for the air cleaner, and replica serial number plates on the firewall finish the factory fresh engine compartment. And yes, those giant horns work – they’re LOUD.

The engine is backed by a 3-speed manual transmission with the shifter mounted on the column. “3 on the tree” was a relatively recent invention in 1940, and was state-of-the-art in terms of comfort and convenience back then. The shift mechanism on this car has been set up properly and glides through the gates easily. The rest of the chassis is pretty much as the factory made it. Sure, there are guys who hyper-detail their undercarriages when they restore cars like these, but evidence suggests that these cars were assembled and then the entire chassis was just sprayed with a coat of chassis black paint for a uniform appearance.

The hydraulic brakes have been rebuilt and have a firm pedal. It’s difficult to tell when the lever-action shock absorbers are operating, since they were marginal at best when new, but these appear to be in good condition with no leaks. The single exhaust system is in good condition. The wheels are 16-inces in diameter wearing 6.00-16 BFGoodrich Silvertown wide whitewall bias-ply tires. And check out those gorgeous wheel covers – they’re actually 3 pieces, a center, the intermediate rim with the fins, and then an outer trim ring.

The interior is another treat. Fully restored in the original Bedford cord fabric, it was covered with blankets when we first got the car, suggesting that someone went to extra lengths to take care of it. The headliner, door panels, carpet and seat covers are all new and show very little evidence of use. The dashboard is steel with a woodgrain pattern painted on it (this is authentic – most cars of this vintage used wood grained metal dashboards), and the gauges look to be original, including the very cool speedometer with a needle that rotates around the face like a phone dial. The Bakelite steering wheel has obviously been recast (they rarely survived, and never in perfect condition like this), and all the knobs and handles throughout the interior have been restored. There are new rubber seals throughout, and new windlace around the door openings. The trunk has also been reupholstered with a mixture of the correct fabric and a carpeted mat on the floor. There’s a fifth matching wheel and Silvertown tire back here as well.

And just in case you need to reference something for repairs, this car includes a 1940 Dodge Passenger Car Shop Manual.

The really great thing about this car is that you couldn’t duplicate a restoration like this for what we’re asking for the entire car. It’s ready to drive and enjoy, you can take your entire family with you, and it will be a reliable, comfortable runner for years to come. Don’t let people tell you that old cars aren’t reliable – they were daily drivers when they were new, my father drove one daily in the 1980s, and cars like this are so anvil-simple that keeping them running is pretty much only a matter of putting gas and oil in them. Parts are plentiful and cheap, and there’s nothing else that feels like a vintage car like this ambling down the road making its traditional sounds. In fact, all those reasons, plus the fact that my father had one when I was a kid, is why I sold my hot rod and bought a 1941 Buick of my own to restore to stock condition. Don’t overlook the fun you can have at 45 MPH on a car with skinny bias-ply tires and a tube-fired AM radio. You might just be surprised by how wide your grin is every time you drive it. Call us today, because I’m betting this one won’t last long.Add caption

Specifications:

Basic
Year
1940
Make
Dodge
Secondary Make
n/a
Model Name
Deluxe
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
28761
Engine / Transmission
Engine Type
Gasoline
Engine Size
n/a
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Tan
Seating Type
Bench
Seat Material
Cloth
Shifter Type
Column
Center Console
No
Body
Body Style
Sedan
Doors
4
Body Color
n/a
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
n/a
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary
n/a
www.rkmotorscharlotte.com

Packard 2-36 Coupe

1925
Packard 2-36 Coupe
Restored 2-36 Coupe
Eight Packard

Description
SpecificationsDesignated Full Classic
358 cubic inch straight eight cylinder engine
Restoration receipts included with sale Correct single stage paint
3-speed manual transmission Original floors
Four wheel brakes

Engine : Straight 8
 Body Style: Sedan
 Miles: 47216
 Stock #132118
 Interior Color: Blue
 Exterior Color: Packard Blue
Certified Price: $45,900


In the 1920s, it was not unusual for a person of means to own several cars for various purposes and to have a full-time driver on staff to maintain and operate them for him. We’ve all seen the elegant open-front town cars and massive limousines of the era, usually carrying glamorous, well-dressed passengers. The Packard Motor Company was just finding its true calling in 1924, when they introduced the new straight-8 engine that replaced the mighty (and expensive) twin-six V12. Just as powerful and almost as smooth, the straight-8 became the foundation of their high-end chassis until 1932, when the Twelve was again introduced.

This 1925 Packard 2-36 coupe is a beautifully restored Full Classic (note the capital C more on that in a moment) that is ready to drive and tour today. The body is a very interesting design, and directly correlates to those rich folks I was talking about in the opening paragraph. While limousines and town cars were acceptable for some, there were others who felt that the big cars were just too, well, BIG. Frequently, these people were women, and they wanted something a little more personal and easier for their drivers to maneuver through the busy streets. Body designers were quick to develop these close-coupled coupes with luxurious back seats for these customers, but on shorter wheelbases and with the driver sharing the same compartment. Nevertheless, you can still see there’s a marked difference between accommodations up front and those in the rear. There’s a full sized seat for the driver, but little more than a collapsible jump seat for a front seat passenger, primarily designed to permit easy access to the rear area, with comfort being a secondary concern.

The restoration on this Packard is several years’ old, now sporting excellent patina and signs of outstanding maintenance. The deep, blue paint on the body is very good, complimenting the black fenders and top. Most likely done in lacquer or enamel, the single stage paint is absolutely the correct choice for older cars where modern 2-stage urethanes are simply too shiny and glossy to look authentic. As with most restorations, particularly those of cars of this vintage, assembly and panel alignment are very good, although if you’re expecting 2010-style fit, you’ll be surprised. With a wood-framed body, these cars do not fit together or seal like modern vehicles, but you’ll be charmed and amazed by the solid feeling of closing a door, which feels more like a solid wooden door in your home. That dashing, long hood fits extremely well, and shows little wear on the piano-style hinge along the top, which is where all cars of this vintage first start to show their age. Out back, the trunk lid seals tightly and provides access to a reasonably-sized storage area. Running boards have been restored, and I’m going to trust that the restorer did his proper homework on the material used, because as a high-end luxury car, anything the customer wanted was possible, although I’ve never seen this material used before.

The grille, lights, and bumpers have been chrome plated, most likely for durability and ease of maintenance, because cars of this vintage typically sport nickel plating (chrome came into widespread use in 1928 or 1929). While the nickel is correct, it’s also a bother to polish and never gets quite as shiny as chrome, and I don’t see a penalty here for choosing the low-maintenance solution that still looks excellent. The massive drum-style headlights are correct, and feature fluted lenses that look beautiful on or off. Accessory driving lights have been added above the front bumper, and considering today’s driving environment, the more lighting you can have, the better. Packard script appears on the radiator itself, and the radiator ornament is simple and understated, with a built-in moto-meter for keeping an eye on coolant temperature. Remaining trim pieces have been expertly polished and look very age-appropriate with just the right amount of patina to them. The glass is excellent, and since it’s all flat and easy to reproduce, I’m going to assume it was all replaced at the time of restoration with brand new pieces, because 85-year-old glass just doesn’t look that good. The leather top is excellent and looks highly correct, with the proper grain and installation.

The engine would become Packard’s foundation for all the eight cylinder motors built well into the 1950s, and in 1925 it displaced 358 cubic inches and made a very respectable 80 horsepower (although the factory only rated it at 36.4 horsepower on the then-current SAE scale). Fully rebuilt by Owenby with fresh babbit bearings by Babbit Pot, the engine is bathed in traditional Packard green, with polished acorn nuts on top holding the head in place. The original vacuum tank is still in place on the firewall and feeds an original Packard updraft carburetor, which is virtually impossible to replace, although reproductions are now available for somewhere north of $2500 each! Those long manifolds are in excellent condition, thanks to porcelainizing by Prairie Porcelain and show no signs of leaking. Someone has thoughtfully wrapped the single exhaust pipe in thermal tape, ostensibly to help prevent vapor-lock in the vacuum-style fuel system, particularly with today’s fuels. The water pump features modern seals so you don’t have to keep repacking it as they did in 1925 (but that’s why you hired the full-time driver/mechanic, right?). The engine starts easily and ticks over at something like 400 RPM with incredible smoothness. With a long 5-inch stroke, it doesn’t like to rev, but that same long stroke makes mountains of torque, and Packard often advertised that their cars would go from 5 MPH to top speed in high gear without stuttering or hiccups. While not designed for highway travel (with 4.70 gears in the differential and direct drive in 3rd gear), this car should easily run at 45 MPH all day without worries, and Packard’s reputation for reliability is not a legend these cars run well and run forever.

The transmission is a 3-speed manual, and in 1925, there were no synchronizers on the transmission, which means that double-clutching is mandatory. Fortunately, the gearbox in this Packard is nicely weighted and appreciates smoothness and speed in your actions hesitate and the gears will grind, but move decisively and you’ll wonder why you need synchros in your modern car. The frame is a positively massive piece of structural steel, and the wheelbase spans a mammoth 136 inches (the 36 part of the 2-36 model designation, with the 2 standing for Second Series, since this was the second year of the Packard Eight). The exhaust system is a faithful reproduction by Keipich, and the rear axle features modern seals. Packard was also one of the first manufacturers to put 4-wheel brakes on their cars, and this one features mechanical externally contracting brakes at all four corners. Plan your stops and leave lots of room, because these are not modern binders, but in use they are strong, predictable, and do their job well considering this car probably weighs somewhere north of 4500 pounds. Disc wheels were standard on 1925 Packards, and the split rims wear relatively recent 6.00-23 Lester wide whitewall tires that really make the car sparkle.

The interior was obviously restored at the same time as the rest of the car, and has aged well, showing little evidence of wear. Blue velour is probably not correct for the vintage (I would expect a wool broadcloth), but it looks good and the stitching and patterns are authentic enough. Snyder’s restored the positively gorgeous wooden steering wheel, and the garnish moldings and dashboard have been refinished to match. Interior handles and knobs carry the correct nickel finish, which has a lovely soft glow to it that only age and careful polishing can produce. The original aluminum and wood floorboards are still in place, and you can probably easily imagine yourself stretching out in that surprisingly roomy back seat.

Documentation includes a ton of original Packard factory literature, including advertisements and sales brochures. We also have a pile of receipts from the restoration and recent service work.

This isn’t the kind of car you buy on a lark because you’re just browsing. Packard collectors understand the importance of an early Eight. Restored to a good standard and now ready to tour and attend casual shows, it’s an ideal car for the Packard collector who thinks he’s seen everything. And it is indeed a Full Classic, as designated by the Classic Car Club of America, a very exclusive club where only the very finest cars are identified as Full Classics and eligible for vintage caravans and shows around the world. This is a fine car, and if I have my way, RK Motors Charlotte will start carrying a lot more cars like this in the future. Call us now!

Specifications:

Basic
Year
1925
Make
Packard
Secondary Make
n/a
Model Name
2-36 Coupe
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
47216
Engine / Transmission
Engine Type
Gasoline
Engine Size
Straight 8
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Blue
Seating Type
Bench
Seat Material
Velour
Shifter Type
Floor
Center Console
No
Body
Body Style
Sedan
Doors
2
Body Color
Packard Blue
Paint Type
n/a
Stripes
No
Chassis
Front Suspension Type
n/a
Rear Suspension Type
n/a
Axle Specification
n/a
Front Wheel Specification
n/a
Rear Wheel Specification
n/a
Front Tire Specification
n/a
Rear Tire Specification
n/a
Front Brakes Specification
n/a
Rear Brakes Specification
n/a
Spare
n/a
Exhaust Type
n/a
Muffler Type
n/a
History
Restoration Status
n/a
Mileage Since Restoration
n/a
Awards Summary
n/a
Historical Documents Summary
n/a
www.rkmotorscharlotte.com

REO

1931
REO Royale

Ultra Rare Frame
Off Restored Royale
Convertible

Description:

For those of you unfamiliar with the REO brand, it’s a direct result of Ransom Eli Olds (hence REO) being ousted from the original company that bore his name, Oldsmobile. Always an innovator, Olds started anew with REO, determined to build cars (and trucks for that matter) to suit every budget. His crowning achievement, the Royale, was designed to compete with some of the biggest names in the luxury car business during the early 1930s, including Chrysler and Packard. Considered Full Classics by the Classic Car Club of America (CCCA), the Royale convertible coupe is perhaps the pinnacle of the brand’s design and engineering prowess. With a unique combination of power and style, the Royale could almost be considered the muscle car of its era.

This 1931 Reo Royale has been comprehensively restored by Reo Club of America historian, John Barker. The color is a deep plum, and before you dismiss it as a fad color from a dated older restoration, please note that it has been very recently restored to match the vehicle shown in original Royal literature of the era. Nowhere is the classic long hood/short deck styling more pronounced than on this Royale convertible coupe, whose proportions suggest great power and speed, and it’s really not merely a suggestion. The short deck houses a rumble seat for two passengers, and it also features accessories like metal sidemount covers, a golf bag door, and dual tail lights. The restoration work was carried out to the absolute highest standards, and as a rare vehicle, such work can be incredibly challenging. The lights in our photo booth don’t capture the depth and finish on the paint, but it is absolutely breathtaking, and this is a car that can be shown without concerns. This is a stunning motorcar.

On any ‘30s automobile, chrome is a critical part of the restoration. This car was so nicely preserved, that much of the brightwork is original, not re-plated, although any item that required restoration received it. The Royale grille is one of the most handsome in the industry, with a trend-setting deep “V” shape and painted shell that didn’t arrive on other marques until several years later. The beautifully shaped headlights have been beautifully refinished, and match the inset profile of the grille. Workmanship on the replating job is exceptional, and you need look no further than the ‘Reo-Royale EIGHT’ emblem at the tip of the grille, which is still clear and legible.

Performance was still in its infancy in 1931, but the Royale put big power in a compact package, thanks to a 358 cubic inch straight-eight making 125 robust horsepower. For comparison’s sake, the new 1932 Ford V8 made 65 horsepower, and a competitive Packard Eight was rated at an even 100 horsepower—the Reo was unquestionably a powerhouse. As much art as machine, the nine-main-bearing Reo engine is finished in gloss black accented by polished stainless hardware like the acorn nuts holding the head in place, and a large chrome valve cover with the Reo-Royale script proudly emblazoned on its side. The restoration is authentic, with correct lacquered cloth spark plug wires in metal conduit, a Bijur chassis lubrication system, and a properly tagged distributor. The Royale was one of the first cars to employ a mechanical fuel pump instead of a vacuum tank, improving reliability and ensuring an uninterrupted flow of fuel under all conditions. Listening to the big straight-eight rumble to life is an experience akin to hearing your first big block Chevy—it rumbles in a way that’s surprisingly modern and suggests great power lives under the hood.

The chassis is conventional for the time—heavy frame rails with rigid axles front and rear suspended on leaf springs. The transmission is a 3-speed manual, with direct drive and a vacuum-assisted clutch that makes gear changes easy, although synchromesh was not available until 1933. One of Reo’s biggest additions, and one that preceded much of the industry, was the widespread adoption of hydraulic brakes. Used by Chrysler and Duesenberg since the mid-20s, most manufacturers remained skeptical of “juice brakes” and Henry Ford resisted until 1938. With surprisingly modern pedal feel, the brakes on this heavy Classic are powerful and reassuring, which, if you’re an experienced driver in cars like these, is a remarkable experience. The fuel system has been fully restored, from the tank and lines, all the way to the pump and carburetor, and the exhaust system uses a correct cylindrical muffler and polished tip. The Royale carries six new 6.50-18 Firestone blackwall tires on the original wire spoke wheels, exactly duplicating the appearance of the Royale convertible coupe in the original brochure.

The buff leather interior also duplicates the brochure model, and beautifully compliments the deep plum finish. The front bench seat offers an unusual center armrest, which was not typically found in front seats of this vintage. The leather is in excellent condition, with no dryness, splits, or tears, and the rumble seat has been upholstered to match. The dashboard is steel, not wood, although the woodgrained pattern is nicely done with a clearcoat finish to protect it virtually forever. The gauges appear to be original, but there’s no way of knowing whether the mileage is correct, and it’s best to assume that it is not. The vacuum windshield wiper motor has been rebuilt, but is not currently connected, and the clock is not functional, as is often the case on cars of this vintage. Door hardware is exquisitely finished, matching the art-deco look of the dashboard, and overhead a tan canvas top fits snugly and folds easily, thanks to freshly chromed landau irons.

Documentation includes period advertising and sales literature featuring this exact body and color combination, as well as an original dealer price sheet. There’s also what we might today call a build sheet, listing the components that went into this car and the shipping date and originating dealership, Sable Motor Company in Portland, Oregon.

A total of approximately fifty Royale convertible coupes were built in 1931 and 1932, and of those, it is believed that only nine still survive, making this an incredibly rare machine. The Reo is widely respected for its advanced engineering and sparkling performance on the road, and as a Full Classic, it is eligible for virtually any motoring event in the world. Always special to see, Royales are not widely known, but it’s rare for someone to become familiar with them and not fall in love. This is a truly special car with a quality restoration by a marque expert in period-correct colors and finishes. It has been featured in magazines, most recently the AACA publication “Antique Automobile,” where it is pictured on page 36 of the May/June 2011 issue. Stunning to see, and impressive to drive, this Reo Royale belongs in the finest collection. 

Specifications
Basic
Year
1931
Make
REO
Secondary Make
n/a
Model Name
Royale
Secondary Model
n/a
Vehicle Type
Passenger Car
Hobby Segment
Antique
Mileage
95790
Engine / Transmission
Engine Type
Gasoline
Engine Size
n/a
Engine Number
n/a
Fuel Specification
n/a
Fuel Delivery System Type
n/a
Transmission Type
3 Speed Manual
Transmission Spec
n/a
Transmission Number
n/a
Misc
Entertainment System Type
n/a
Battery Location
n/a
Battery Shut Off
n/a
Battery Charger
n/a
Interior
Interior Color
Tan
Seating Type
Bench
Seat Material
Leather
Shifter Type
Floor
Center Console
No

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