| Search results - "miss" |
Abbott_Detroit_NPPS_1_A.jpgAbbot Detroit11 viewsDescription: Abbot Detroit NPPS threaded hubcap with brass insert.
Measurement: 3 9/32” OD X 1 ½” H with 3 1/8” threads. 2 5/8” across flatsFrank
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Abbot_Detroit_.jpgAbbot Detroit 191220 views1912 Abbott Detroit Model 44 TouringFrank
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Alldays_and_Onions.jpgAllday and Onion15 views1906 Alldays
2 Cylinder - 10 H.P.
Made by: ALLDAYS & ONIONS
Birmingham, England
Owned by: John & Judy Teniswood
Kingston, Tasmania, Australia
Frank
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Alldays_and_Onions_NPPS_1_A.jpgAlldays & Onions16 viewsOD at flange 65mm (2 9/16") Diam across flats of hexagon 50mm (2")
Height from base of flange (i.e. contact with hub) to top of dome 25mm ( 1")
Height from top of flange to top of dome 20mm ( 51/64")
Frank
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Alldays_CB_1_A.jpgAlldays and Onions8 viewsDescription: External threaded brass cap for an Alldays built in GB 1898- 1918 by the Alldays and Onions Pneumatic Engineering Co Ltd Birmingham. Popular in Australia
Dimension: 2 1/2" diameter, 1 5/8" high with 2 1/8" external threads. Weighs 4 3/4 ozSydney
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Baker_.jpgBaker8 viewsWomen favored electric automobiles because they did not require cranking and had no exhaust fumesFrank
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Baker_PA_1_A.jpgBaker 19117 views• Description; Pressed aluminum threaded hubcap for a Baker Electric automobile built in Cleveland, Ohio between the years of 1899 and 1916. Baker sued Rauch & Lang in 1911 but had merged with the company by 1915. This cap is the round style with a notch so is an early cap. The note inside of the cap says it is a 1911 but I am not positive.
• Size; The cap has an outside diameter of 3” and is 1 ¾” high with 2 3/8”- 16 threads.
Frank
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Britannia.jpgBritannia8 views1905-1908
There does not seem to be any surviving cars.Frank
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Calcott_.jpgCalcott 19147 viewsFrank
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Calcott_NPPB_1_A.jpgCalcott8 viewsDescription : Threaded NPPB for a Calcott;.
Measurement: 3 1/8” OD X 1 ½” H with 3” threads. 1 7/8” across the flats.
Frank
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Calthorpe_.jpgCalthorpe 19127 viewssee commentsFrank
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Calthorpe_PB_A.jpgCalthorpe10 viewsDescription: Cast brass threaded hubcap for a Calthorpe.
Size: 3 1/16” OD X 1 ¾” H with 2 ¾” threads. 2 5/16” across the flats.Frank
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Cartercar_1912_Model_R.jpgCartercar12 views1912 Model R Roadster. The Cartercar was an American automobile manufactured in 1905 in Jackson, Michigan, in 1906 in Detroit, and from 1907 to 1915 in Pontiac, Michigan. After leaving the Jackson Automobile Company due to a disagreement with his business partners over the choice of transmissions, Byron J. Carter in 1905 formed the Motorcar Company in Jackson. The firm relocated to Detroit by the end of the year, due to having financing there. Starting in 1907, the company was named Cartercar Company and was relocated to Pontiac, thereupon merging with the makers of the Pontiac High wheeler. The Cartercar was given a warm reception in the press, largely due to the friction drive transmission, which was a sort of forerunner of the CVT of today, as both offered an infinite number of engine speeds. At 4000 miles, the paper fiber rims that were part of the friction-drive could be replaced for no more than $5, which was less than half the price that would be expended on grease packing in a regular geared transmission. [1]
Tragedy struck when Byron Carter was killed in 1908 while trying to start a stalled car; the crank kicked back and hit him in the jaw, causing gangrene which ultimately proved fatal. Carter was a personal friend of Cadillac founder Henry Leland, and his unfortunate death prompted development of the Self-Starter (introduced in 1912), the first successful motor vehicle electric starting system, eliminating the dangerous crank.
frank
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Coey.jpgCoey9 views1913 Coey FlyerFrank
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Darracq.gifDarracq7 viewsHis first motor cars were electric cabs, but the design was dismissed as "worthless", and he turned to the manufacture of tricycles and quadricycles, then spent $10,000 on the acquisition of Lion Bolle's patents, and turned out a horrid belt-drive machine called the Darracq-Bolle.
A neat voiturette appeared in 1900 this 6 1/2 hp single being quickly followed by two- and four-cylinder models, which in 1904 acquired Darracq's distinctive chassis, pressed, together with its undershield, from a single sheet of steel. British capital reformed the company in 1905, and thereafter a complex range was available, from a 1039cc 8 hp single to an 8143cc 50/60 hp six. Disastrous fours with Henriod rotary valves appeared in 1912, a 2613cc 15 hp (uprated to 2951cc the next year) and a 3969cc 20 hp: these proved so unreliable that profits dwindled to almost nothing.
M. Darracq quickly decided to retire (he had never really liked cars anyway, could not drive and did not like to be driven) and took a share in the Casino at Deauville. Darracq was taken over by Owen Clegg, who introduced a 1913 range based on his excellent Rover Twelve, with monobloc L-head engines of 2121cc and 2971cc: a 4084cc model was added in 1914. This was used by the French Army during the war, and was joined in 1919 by an advanced sv V8 of 4595cc.
A merger with Sunbeam-Talbot came in 1920, and Darracqs became "Talbots" in France (but were still sold as "Darracqs" or "Talbot-Darracqs" in England until 1939).
frank
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