CLASSIC CHATTER
BY ENTHUSIASTS FOR ENTHUSIASTS
BY ENTHUSIASTS FOR ENTHUSIASTS
Visit our 2018 Events Listings at
EVENTS 2018
To Advertise your 2018 Events e-mail us at
events.classicchatter@mail.com
====================================
Social Media
FACEBOOK - @classicchatterinfocus
LTWITTER - @classicchat
+++++++++++++++++++++++++++++++++++++++++++++++++++++
Social Media
FACEBOOK - @classicchatterinfocus
LTWITTER - @classicchat
+++++++++++++++++++++++++++++++++++++++++++++++++++++
Classic Chatter is an independent website for owners & enthusiasts of all types of historic vehicles.
As well as our main website we post regularly on our sites related to Showroom Classics, Auctions & Events News
TODAY WE FEATURE
MORRIS LESLIE AUCTIONEERS
Saturday 28th April 2018
11:00am - 3:00pm
Errol Airfield, Errol, Perth, PH2 7TB
1941 PLYMOUTH P11
Registration Number: 7NNC253
Chassis Number: Not Specified
The Plymouth brand was launched at Madison Square Gardens on July 7th 1928 as Chrysler Corporation's first entry in the lower priced market, which at the time was already dominated by Chevrolet and Ford and were originally sold exclusively through Chrysler dealerships. offering a low-cost alternative to the upmarket Chrysler cars. The Plymouth brand name came from "Plymouth Binder Twine", produced by the Plymouth Cordage Company. The name being chosen by Joe Frazer, a Chrysler executive at the time, due to the popularity of the twine among farmers. Chrysler, himself once a farmer was said to have remarked, "Every farmer in America knows about Plymouth Binder Twine, so let's give them a name they're familiar with." The 1941 range was advertised as the “One For ’41,” with three models, at the bottom of the totem pole was the P11, followed by the upgraded P11D, and at the top of the line was the P12 Special Deluxe. This example has recently been imported to the UK and as such will require full UK registration.
Original Source: https://stock.morrisleslie.com/stock/details?reg=7NNC253
About Morris Leslie
Morris Leslie established the company over 40 years ago on a farm in Rait, Perthshire, where he began buying and selling construction equipment locally. He soon expanded to trading nationally and globally.
In 1988 RAF Errol Airfield was purchased. It was originally built as an airfield for use in World War II and since then had become disused. The airfield provided the ideal location to start auctioning plant. The auctions quickly grew in size and are now one of the biggest in Scotland, attracting buyers from all over Europe. The Airfield was developed into a mixed-use business park and today operates as the Morris Leslie Group’s headquarters.
In 2012 our Vehicle Auctions division held its first Classic Vehicle and Machinery Auction. The auction was so successful that we now hold them every quarter. Our classic auctions have over 200 entries of cars, tractors, lorries and motorbikes.
Original Source: https://stock.morrisleslie.com
Some Information about the Plymouth P11
1941—Models P11, P11D, and P12
Original Source: https://stock.morrisleslie.com/stock/details?reg=7NNC253
About Morris Leslie
Morris Leslie established the company over 40 years ago on a farm in Rait, Perthshire, where he began buying and selling construction equipment locally. He soon expanded to trading nationally and globally.
In 1988 RAF Errol Airfield was purchased. It was originally built as an airfield for use in World War II and since then had become disused. The airfield provided the ideal location to start auctioning plant. The auctions quickly grew in size and are now one of the biggest in Scotland, attracting buyers from all over Europe. The Airfield was developed into a mixed-use business park and today operates as the Morris Leslie Group’s headquarters.
In 2012 our Vehicle Auctions division held its first Classic Vehicle and Machinery Auction. The auction was so successful that we now hold them every quarter. Our classic auctions have over 200 entries of cars, tractors, lorries and motorbikes.
Original Source: https://stock.morrisleslie.com
Some Information about the Plymouth P11
1941—Models P11, P11D, and P12
Advertised as the “One For ’41,” Plymouth marketed three distinct series, for the first time since 1935. At the bottom of the totem pole was the P11 Plymouth, followed by the upgraded P11D, which now took the name of Deluxe, since the Roadking name had been discontinued. At the top of the line was the P12 Special Deluxe.
Unlike 1934, when the PF and PFXX shared different serial number sequences, the P11 and P11D had a common group of numbers assigned to them, yet the factory kept separate production records. P11s came in two- or four-door sedans or business coupes. A handful of auxiliary seat coupes were built, mostly in Canada, although a handful came from U.S. plants, of which all but 20 were exported. Slightly more than 200 P11 station wagons were also built; the commercial car line included a sedan delivery and utility sedan. Total P11 production came to 97,130 units.
P11D Deluxe production included the same body lineup, again with all auxiliary seat coupes sold in export markets. A single utility sedan and single panel delivery were also built as P11Ds—total production amounting to 94,542 vehicles.
With a booming economy, sales of the P12 Special Deluxe easily outstripped the combined P11 total, amounting to 354,139 vehicles. With a price difference of just $60 between the P11 and P12 four-door, and only $20 over the P11D, it’s easy to understand why buyers opted for the top-of-the-line model.
Special Deluxe came in two- or four-door sedans, business coupes, auxiliary seat coupes, convertible coupes with full rear seats (but the passengers had better have been friendly!), station wagons, and two long-wheelbase sedans, in seven-passenger and limousine form.
To the casual observer, the ’41 was a mildly restyled ’40—“with a chrome-plated bib.” Underneath, there was also little mechanical difference except for a re-geared transmission; automatic shifting was still years away, although PowerMatic vacuum-assisted shifting (seldom seen) was still an option. The only major change was the adoption of safety rim wheels, designed to hold the tire on the rim in case of flat or blowout. Without proper tools, the tires were miserable to get off the rim (a special tire tool was shipped with each car), but it was a major safety upgrade that it would take some in the industry decades to catch up to. Buyers could also get 18-inch high-clearance wheels (two inches less diameter than previous years).
1941 would mark the last year for the 201-cubic-inch six. Horsepower had increased slightly, up three from the previous year to 87, with 92 possible with the optional high-compression aluminium cylinder head. Buyers could still opt for the economic engine; the small-bore export engine was not cataloged. Canadian-built Plymouth continued to use the long-block engine.
A front opening, alligator-type hood replaced the butterfly type of years past, and at long last, the battery was moved underneath the hood from its position under the driver’s seat. A counter-balanced deck lid was a much-appreciated change for the better.
Continuing the design theme of ’39-40, horizontal grille bars were employed, this year surrounded by a stainless “heart.” Additional body-side trim provided a break line for two-tone paint schemes, a $10 option on two- and four-door sedans only—interiors now featured two-tone upholstery—even the wood-body station wagon could be two-toned, buyers choosing between Honduras mahogany or white maple side panels.
Front and rear fenders again had the speed line differing in the addition of three smaller speed lines embossed at the trailing edge of the fender. 1941 marked the first use of stainless-steel fender beading between fenders and body. Like 1940, running boards remained a “delete” option.
Cars built early in the year were fitted with a flush, 1940-style headlamp door replaced by the more commonly seen “bug-eye” parking lamp—the change made to apparently appease some state laws. The early flush-type headlamp door was used exclusively on cars built to order for the U.S. military, of which Plymouth delivered better than 2,000 units. Predating Federal law by 46 years, Plymouth pioneered a centre-mounted stop light in its own housing on the deck lid—unlike 1987, there were no stop-lamp bulbs in the regular tail lamps. The four-millionth Plymouth, a Special Deluxe convertible, was built at the Los Angeles plant during the year.
Sales surpassed the half-million mark again, to 522,080 units—shy some 75,000 units of overtaking Ford for second place.
Source:https://www.allpar.com/old/buyers-guide/ply-1940s.html
(Abridged)
Advertised as the “One For ’41,” Plymouth marketed three distinct series, for the first time since 1935. At the bottom of the totem pole was the P11 Plymouth, followed by the upgraded P11D, which now took the name of Deluxe, since the Roadking name had been discontinued. At the top of the line was the P12 Special Deluxe.
Unlike 1934, when the PF and PFXX shared different serial number sequences, the P11 and P11D had a common group of numbers assigned to them, yet the factory kept separate production records. P11s came in two- or four-door sedans or business coupes. A handful of auxiliary seat coupes were built, mostly in Canada, although a handful came from U.S. plants, of which all but 20 were exported. Slightly more than 200 P11 station wagons were also built; the commercial car line included a sedan delivery and utility sedan. Total P11 production came to 97,130 units.
P11D Deluxe production included the same body lineup, again with all auxiliary seat coupes sold in export markets. A single utility sedan and single panel delivery were also built as P11Ds—total production amounting to 94,542 vehicles.
With a booming economy, sales of the P12 Special Deluxe easily outstripped the combined P11 total, amounting to 354,139 vehicles. With a price difference of just $60 between the P11 and P12 four-door, and only $20 over the P11D, it’s easy to understand why buyers opted for the top-of-the-line model.
Special Deluxe came in two- or four-door sedans, business coupes, auxiliary seat coupes, convertible coupes with full rear seats (but the passengers had better have been friendly!), station wagons, and two long-wheelbase sedans, in seven-passenger and limousine form.
To the casual observer, the ’41 was a mildly restyled ’40—“with a chrome-plated bib.” Underneath, there was also little mechanical difference except for a re-geared transmission; automatic shifting was still years away, although PowerMatic vacuum-assisted shifting (seldom seen) was still an option. The only major change was the adoption of safety rim wheels, designed to hold the tire on the rim in case of flat or blowout. Without proper tools, the tires were miserable to get off the rim (a special tire tool was shipped with each car), but it was a major safety upgrade that it would take some in the industry decades to catch up to. Buyers could also get 18-inch high-clearance wheels (two inches less diameter than previous years).
1941 would mark the last year for the 201-cubic-inch six. Horsepower had increased slightly, up three from the previous year to 87, with 92 possible with the optional high-compression aluminium cylinder head. Buyers could still opt for the economic engine; the small-bore export engine was not cataloged. Canadian-built Plymouth continued to use the long-block engine.
A front opening, alligator-type hood replaced the butterfly type of years past, and at long last, the battery was moved underneath the hood from its position under the driver’s seat. A counter-balanced deck lid was a much-appreciated change for the better.
Continuing the design theme of ’39-40, horizontal grille bars were employed, this year surrounded by a stainless “heart.” Additional body-side trim provided a break line for two-tone paint schemes, a $10 option on two- and four-door sedans only—interiors now featured two-tone upholstery—even the wood-body station wagon could be two-toned, buyers choosing between Honduras mahogany or white maple side panels.
Front and rear fenders again had the speed line differing in the addition of three smaller speed lines embossed at the trailing edge of the fender. 1941 marked the first use of stainless-steel fender beading between fenders and body. Like 1940, running boards remained a “delete” option.
Cars built early in the year were fitted with a flush, 1940-style headlamp door replaced by the more commonly seen “bug-eye” parking lamp—the change made to apparently appease some state laws. The early flush-type headlamp door was used exclusively on cars built to order for the U.S. military, of which Plymouth delivered better than 2,000 units. Predating Federal law by 46 years, Plymouth pioneered a centre-mounted stop light in its own housing on the deck lid—unlike 1987, there were no stop-lamp bulbs in the regular tail lamps. The four-millionth Plymouth, a Special Deluxe convertible, was built at the Los Angeles plant during the year.
Sales surpassed the half-million mark again, to 522,080 units—shy some 75,000 units of overtaking Ford for second place.
Source:https://www.allpar.com/old/buyers-guide/ply-1940s.html
(Abridged)
About Morris Leslie
Morris Leslie established the company over 40 years ago on a farm in Rait, Perthshire, where he began buying and selling construction equipment locally. He soon expanded to trading nationally and globally.
In 1988 RAF Errol Airfield was purchased. It was originally built as an airfield for use in World War II and since then had become disused. The airfield provided the ideal location to start auctioning plant. The auctions quickly grew in size and are now one of the biggest in Scotland, attracting buyers from all over Europe. The Airfield was developed into a mixed-use business park and today operates as the Morris Leslie Group’s headquarters.
In 2012 our Vehicle Auctions division held its first Classic Vehicle and Machinery Auction. The auction was so successful that we now hold them every quarter. Our classic auctions have over 200 entries of cars, tractors, lorries and motorbikes.
Original Source: https://stock.morrisleslie.com
SELECTED BY - IDRIS SQUIRREL
I'M NUTS ABOUT CLASSICS
CLASSIC CHATTER
KEEPING IT CLASSIC
2010-2018
Disclaimer: Whilst Classic Chatter ("we") attempt to make sure that the information contained in this website is accurate and complete, we are aware that some errors and omissions may occur from time to time. We are not able, therefore, to guarantee the accuracy of that information and cannot accept liability for loss or damage arising from misleading information or for any reliance on which you may place on the information contained in this website. We highly recommend that y check the accuracy of the information supplied. If you have any queries with regard to any information on our website, please contact us at jeff.classicchatter@mail.com
Powered by Dragons
================================
No comments:
Post a Comment