Yet Another With Transmission Problems

Hi Bill thanks - and would love to get together!

I cleaned the stub frame a bit more. The naked eye struggles to decide what the numbers actually are and probably explains why the Commonwealth of Virginia riveted a tag on the body saying the serial number is 1339 under the ownership of William Pettit. But, enlarging the photo with this latest cleaning really seems to confirm "889" are the correct stamped numbers, not "339". If you look at the center section of the digits, you can clearly see the stamping curving up and down to form the 2 loops of an '8', even though the full loop is not truly visible. The upper loop of the digits also seems to curve a bit further down, more akin to an '8' than a '3', especially in the first digit. I am convinced the stamped digits are 889... Now, what to do with my DMV is the more difficult question as I am loath to perpetuate the error, but afraid DMV will be a royal pain. They have been nearly universally problematic on all my various collector cars over the years.

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This is only anecdotal evidence, but I think car no. 1886 was the first car with the later style generator. Obviously someone could have switched generators, but this might help with your question. I'm saying this from memory as I gave my Cord materials away and can't check the engineering notes, where it is noted. Also, the wiring holes in the firewall are different for the two styles of generator. Hope this helps. Tom Hartz

This post to this fascinating study in Cord Model 812 automotive archaeology is primarily to point out and praise the amazing mind and memory of member "Roads2run" [ i.e. Tom Hartz of Nashville, Indiana ]. A partial explanation of Tom's recall skill is the fact that he once owned standard phaeton Serial # 1887, only two numbers earlier than the car under discussion/examination. #1887 had been owned back in 1977 by one J. Aylward of Massachusetts. At that time it had been converted to rear drive By the time of Tom's ownership (or during his ownership) the original engine #FB2546 had been replaced by #FB2396 and external exhaust had been added. Throughout Ron Irwin's records the CMC Body number remained unchanged as C 91 527.
All of the above is interesting but a reference to Engineering Changes @ Page 32 shows an entry by F. E. Winchester dated 2-11-37 showing that car with S#1886 was the first standard car utilizing the new generator K11233 and associated changes in voltage regulator , attaching bracket for generator and new generator belt and cable assembly. This was just one chassis ahead of #1887 which Tom Hartz had owned.
Space and time this evening does not allow more detailed discussion but I{ am struck by the large number of phaeton bodies Cords assembled during the spring of 1937 and the running sequential nature of their production. This is a topic for another day. Carry on , Jack Richards #1080 in Missouri.

Well, making some progress. Fixed the oil leaking copiously from the fuel pump and fixed the carb issues as well. Fixed a poor connection of the red wire at the clutch switch (wire was basically loose in the bullet connector). Up on stands, the car will now consistently shift into and out of reverse, 1st, 2nd, and 4th. It appears to only occasionally go to 3rd. Taking a bit of a cautious test drive confirms reverse, 1st, 2nd. While driving, it hesitates on going into 4th sometimes - depressing the clutch with the selector in 4th 2 or 3 times usually got it to go. No 3rd while driving - stays in 2nd or 4th but won't shift up/down to 3rd. it will go 2 to 4 and back, however. Goes into neutral. No signs of visible problems with the blue wire suggested to be an issue per the trouble-shooting guide, but I'll try to take a closer this weekend. given some of the other interesting comments made here, a question comes to mind: what is the earliest serial number for the phaetons?