2017 January - February Torque by james fitzgerald

January - February 2017

Created with a

The Duesenberg was designed with a vision to be the world’s finest motor car. Kelly Services , the worldwide staffing leader, was also built with a vision to be the world’s best staffing services company. ®

January - February 2017

Inside This Issue Michigan Region 2016 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: David Johnson’s 1941 Packard 180 Deluxe Convertible………….……7 Back Cover Story: Jim Keller’s 1940 Packard 1803 Convertible…………………....10 Michigan Region Goes to Hell….……………….…………….……………..………13 2016 Michigan Region Annual Meeting…………………………………………..…16 Jim Quinlan on ….Hermann Brunn….…….…………………….…..……………….20 The Walter P. Chrysler Museum Closes..………………………………………….…24 Remember When: 1950’s Classic Prices..……………………………………………29 1941 Cadillac Window Regulator Replacement……….…………………………….28 1941 Cadillac Window Regulator Roller Repair………………………………….…30 The Steering Column…………………….…………………………………………..32

January - February 2017

2017 Leadership www.classiccarsofmichigan.com 4717 Maddie Lane Dearborn, MI 48126

Board of Managers Director

Publications Committee

Tlanda McDonald

Torque Editor

Rich Ray (810) 333-2498 richray2@hotmail.com

(248) 563-5651 tlmcdonald999@comcast.net

Assistant Director

Phil Fischer (734) 377-6553 corbuck6147@att.net

Secretary/Torque Editor

Bob Ferrand (248)722-8375 Bobish1@comcast.net

Rich Ray (810) 333-2498 richray2@hotmail.com

Treasurer

Torque Cover Editor

Club Photographer

Greg Kosmatka

(586)201-3391 donwoodiii@gmail.com

(313) 882-7980 grk129@sbcglobal.net

Membership

Jerry Medow (248) 737-0637 medowg@aol.com

Projects/Advertising

Wally Donoghue (734) 455-0177 wally@plaidpants.net

Activities

Classic Vibrations Editor Staff

Ara Ekizian

Paul Ayres

Bram Over

Wally Donoghue

Ed Meurer III

Ann Donoghue

Paul Wise (313) 492-0284 sandrawise@me.com

Activities

Jay Fitzgerald (313) 885-3641 jayf3641@ sbcglobal.net

(248) 851-4069 dlekizian@yahoo.com

Activities

Don Wood III

Cover Photos: Don Wood III

Dan Clements (248) 437-7193 jclem5780@comcast.net

Grand Classic

Nancy Seyfarth (313) 436-8327 nancyseyfarth@aol.com

Grand Classic

Area Head Judge

Terry Ernest (810) 987-8977 ternest@sbcglobal.net

Lee Barthel (248) 476-0702 lfbarthel@yahoo.com

Classic Vibrations/Website Jay Fitzgerald (313) 885-3641 jayf3641@sbcglobal.net

Torque Magazine

Historian

January - February 2017

Bruce Thomas (248) 594-6499

No.447

Torque Magazine is published bi-monthly at 24000 Research Drive, Farmington Hills, MI 48833-2606. Change of address and all correspondence should be mailed to Torque, c/o Rich Ray, 12664 Lashbrook Lane West, Brighton, MI 48114. Subscription price is $35 per year for members and $50 per year for non-members. Periodicals postage paid at Farmington Hills, MI and additional mailing offices. Postmaster: Send PS Form 3579 to 12664 Lashbrook Lane West, Brighton, MI 48114. Written or pictorial material in the Torque Magazine may not be reprinted without permission from Torque Magazine or its authors and credit given to the Michigan Region Torque.

January - February 2017

Michigan Region 2017 Activities Calendar February 12, Sunday - Crank Up Event March 30-April 2, 2017 - CCCA National Annual Meeting, Reno, Nevada April 8, Saturday - Local Activity May 21, Sunday - Spring Tour June 4, Sunday - CCCA Museum Experience July 7-8, Friday-Saturday - Michigan Region Grand Classic August 6, Sunday - Ice Cream Social September 10, Sunday - Annual Steak Roast October 15, Sunday - Fall Color Tour November 5, Sunday - Annual Dinner Meeting

Stay in Touch! If your email, mailing address or telephone numbers change notify Jerry Medow at medowg@aol.com or call (248) 7370637. This assures that you will receive your Torque Magazine as well as activity notices in a timely fashion. This also applies to those seasonal moves, either up north, down south or out west.

Classic & Exotic Service Experts in the Restoration and Maintenance of Prewar Cars Supplier of Specialty Parts for Prewar Cars

Classic Car We offer a wide range of services to the Classic and Antique Car Owner Including but not limited to:

Classic & Exotic Service, Inc. has been restoring the finest American and European Classic cars since 1988. Located in Troy, Michigan, with over 30,000 square feet of floor space and a staff of 30, we are one of the Midwest's largest and most experienced restoration facilities. Our customers will attest that we provide only the highest quality restora tion. In our restorations, the mechanical functionality of the car is as im portant as the cosmetic appearance. We have completed many resto rations for Pebble Beach, Meadow Brook, St. John's, CCCA Grand Classic and for touring. We have experience with a wide variety of automobiles. From the mighty Duesenberg, luxurious Packard, Lincoln, Pierce Arrow or Cadillac, sporting Bugatti or Bentley, our knowledge, skill and experi ence will make your automobile perform and look its best

Classic & Exotic Service, Inc. 2032 Heide Dr., Troy, MI 48084 USA Phone: 1-248-362-0113 Fax: 1-248-269-9365

GENERAL SERVICE MAINTENANCE DETAILING RESTORATION WORK MECHANICAL SERVICE Pickup and delivery is available in an enclosed trailer for Classic Car repairs

EMS CLASSIC CAR CARE, INC. 11530 Timken, Warren, MI 48089 1/4 mile South of Stephens (9-1/2 mile), just west of Hoover

Ed & Emica Syrocki Phone: 586-754-3728

January - February 2017

From Your Editor By Rich Ray

Although it wasn't intentional, reading the two cover stories in this issue would make you think you had the Ohio Region CCCA publication in your hands instead of Torque. Actually, Dave Johnson is a member of the Michigan/Ontario Region as well as the Ohio Region and he, Jim Keller and a large contingent of Buckeyes regularly participate in Michigan/Ontario Region activities, especially Grand Classics. The Michigan/Ontario Region appreciates the support of our Buckeye friends as their beautiful Full Classics® add luster to our activities and they definitely liven up the events. The Michigan/Ontario Region counts 24 members from Ohio, just over 8% of our membership and Ohio is home to the largest concentration of region members residing outside the state of Michigan. Dave Johnson, in particular, has hosted the Michigan/Ontario Region several times on his spectacular mini-CARavans in the Salem, Ohio area. So read on, you are in the right place, and enjoy these two beautiful cover cars even if the license plates look different. I was looking through some old issues of Torque and came across a series of very interesting interviews by Jim Quinlan from the early 1970s of various historic figures from the Classic Era. At that time, many of them were still alive and active in the Detroit area. Since we seldom get firsthand accounts of those who were actively involved in the creation of our Classics, I thought it would be worthwhile to reprint Jim’s articles. There are not a lot of members around today, other than Jim for one, who were reading Torque that long ago, so I don’t think most readers will feel cheated with a reprinted article. Hope you agree.

January - February 2017

Torque Advertising Rates One Year (6 Issues)

Single Issue

Color Full Page ½ Page ¼ Page

$1,100 $600 $320

$220 $110 $70

Black & White Full Page ½ Page ¼ Page

$1,000 $550 $285

$190 $100 $55

Ad copy should be submitted in print ready PDF X-1a format with all fonts embedded. Contact the editor for specific ad dimensions. Copy should be suitably CCCA Full Classic® oriented. Ad will appear in the first non-assembled Torque issue following receipt of payment and camera ready art. Torque closing dates are: January 1, March 1, May 1, July 1, September 1 and November 1. Make check payable to: Michigan Region CCCA Mail to:

Wally Donoghue, Torque Advertising 5130 Curtis Road Plymouth, MI 48170

The Classic Car Club of America A club founded for the development, publication and interchange of technical, historical and other information for and among members and other persons who own or are interested in fine or unusual foreign or domestic motor cars built between and including, in the main, the years 1915 and 1948, and distinguished for their respective fine design, high engineering standards and superior workmanship, and to promote social intercourse and fellowship among its members; and to maintain references upon and encourage the maintenance, restoration and preservation of all such Full Classic ® cars. Contact the CCCA at P.O. Box 346160, Chicago, IL 60634 or www.classiccarclub.org

What is a “Full Classic®” car? A Full Classic ® as defined by the Classic Car Club of America, is a “fine” or “distinctive” automobile, American or foreign built, produced between 1915 and 1948. Generally, a CCCA Classic was high-priced when new and was built in limited quantities. Other factors including engine displacement, custom coachwork and luxury accessories, such as power brakes, power clutch, and “oneshot” or automatic lubrication systems, help determine whether a car is considered to be a “Full Classic®”. The complete list of the Club’s recognized Classics may be obtained by writing the CCCA, P.O. Box 346160, Chicago, IL 60634 or at www.classiccarclub.org.

The Enthusiast Garage, LLC Where you would send a friend Classic and Antique Restoration and Service Including But Not Limited To: Mechanical, Body, Paint, Upholstery General Service and Maintenance Full Ground Up Restorations

The Enthusiast Garage, LLC Jocko McNeal, Proprietor 2720 N. Monroe, Frenchtown, MI 48162 Phone and FAX: 734-637-1421 Email: highlander809@gmail.com 8

January - February 2017

1941 Packard 180 Deluxe Convertible Coupe By David Johnson Images by Don Wood III & the Author

When I first laid my eyes upon this 1941 Packard 160 Deluxe Convertible Coupe, I marveled at its sheer beauty. The color, Desert Sand, was spectacular – the dark brown canvas top complemented the car’s “classic look”. Frankly, this car looked like it could have just pulled out of a 1941 Packard showroom. As fate would have it, this car was sitting in the vintage car museum of one of my best friends in the car hobby, Dan Hanlon. Dan had just purchased the car, in fully restored condition. Yet, he already had his eye on another, perhaps even more desirable, dark red 1941 Deluxe Convertible Coupe – the very first car made in the series. So the thought of Dan selling me this car was indeed “an option”…but only if I “really wanted it”. Well, I did. The standard Packard 160 Convertible Coupe sold new for $1,937. The Deluxe model, though, sold for a whopping up-charge of $175, or $2,112. With only 150 of these models made in 1941, today there are reportedly only twelve (legitimate) examples surviving. By comparison, the 1941 Cadillac Convertible Coupe (Series 62) was priced new at $1,645. With some 3,100 produced, these Cadillac convertibles enjoy a very high survivability rate today. So, clearly, the 1941 “Senior” Packard Deluxe models were the “top of the line”

January - February 2017

American automobile of the day. They remain quite rare and highly collectable to this day. The more I learned about this particular Packard convertible, of course, the more I liked it. As a so called Deluxe model, the interior appointments were a “cut above” the standard 160 model Packard’s – featuring polished walnut door trim with silver inlays; an interior dashboard that is “wood grained” as opposed to the standard monochromatic “body color” paint finish; and “two toned” leather and whipcord seats as opposed to the standard all-leather seating. What a stunning interior. Having owned a 1940 Packard 160 Convertible Sedan for a number of years, I really liked the subtle new design features that were introduced by Packard in 1941. For the first time, for instance, Packard would incorporate the front headlights into a newly designed fender, giving the car a striking, modern look that was suddenly the height of automobile fashion. The newly designed fenders could be equipped either with or without the side-mounted spare tire units. My car does not have the side mounted spare tires. Sitting on a 127 inch wheel base makes the car appear much longer and sleeker.

Though the distinctive front vertical grill of the 1941 Packard remained unchanged, there were now new larger “side grille” units on either side of the center grille. The front bumpers, meanwhile, are only slightly different than the predecessor 1940 Packard model. And while running boards were optional, my car has them. It would be the last model year to even offer running boards. By 1940, most luxury automakers had realized that the days of the massive engines hauling equally massive bodywork were drawing to a close. Accordingly, Packard would drop the big V-12 engine in favor of an all new, smaller and lighter weight 356 cubic inch, “Straight-8” flathead engine to go with a smaller, more compact body style. For many Packard enthusiasts, this new engine design was considered to be Packard’s finest – smooth, “torquey” and completely reliable, producing 160 horsepower. An option that year was to have “factory overdrive” installed, which would nicely boost the car’s driving performance. Though my car did not come with this overdrive option, I had it installed as I prefer to drive comfortably at today’s highway speeds. The Haartz canvas convertible top on the 1941 Packard convertible coupes is operated by vacuum power. So with the ease of flipping a switch, the top goes up and down in a matter of seconds. This was, of course, “state of the art” for that period of time. The convertible sedan tops still operate manually, requiring two persons to put the top up and down. 10

Clockwise from top left: well balanced profile of the 1941 Packard; rear end is clean with a luggage rack; the 356 CID straight 8 engine; front fender and hood detail; rear fender with “speed” strips.

There were not a whole lot of accessory options for the 1941 “Senior” Packards, but you could select from a few different hood ornaments. I was glad my car came with Packard’s new (for 1941) iconic “feather” hood ornament, exquisitely designed and made of gold plating and clear Lucite. This is the ultimate art deco hood ornament – so sleek and stylized. I did add the option of two round side mirrors which fit right into the chromed side trim of the car. These, too, are styled in an art deco design yet are quite functional. Replacing the chromed “beauty rings” that surround most “Senior” Packard hub caps, I had the exposed wheel surrounds painted a bright red, with three “body colored” (tan) stripes. This makes the

January - February 2017

Clockwise from above: polished walnut door trim with silver inlays accent the inner door trim; the instrument panel with matching woodgrain replacing the standard painted finish; despite an easy to operate power top, it still took several people to fold the top at the 2015 Michigan Grand Classic: the round side accessory mirrors integrate into the side molding; a proud Dave Johnson with his Packard; steering wheel detail.

over-all appearance of this convertible coupe look a little more sporty. As beautiful a “specimen” Packard as this car is, I drive the car often. It has “CARavanned” to Indiana and Michigan and to many points in Ohio, cruising at speeds of 65 and 70 comfortably (just to keep up with Tareshawty and Hanlon!). Beyond its outstanding driving performance, it has secured the penultimate CCCA Premier badge – this means it passed the muster of four independent CCCA judges on three different show fields. Above all else, though, what enthralls me about this car is its vintage era – designed and produced on the very eve of America’s entry into World War II, a time when the nation was still weary from a decade long national depression, yet invigorated and determined and ready to fight for liberty, even if half way across the globe. Like never before, in 1941 America was unified. E Pluribus Unum…out of many, one…was more than our national motto. It was who we were. This was the era that truly defined “American exceptionalism”, a notion which at least some small swath of us still covet today. The Packard automobile was, in the final analysis, the very embodiment of “American exceptionalism” in the automotive world. It’s advanced engineering, it’s sleek and classic art deco design and it’s smooth drivability made this automobile one to cherish way back in America’s pre-war era…and in this modern day era as well. January - February 2017

1940 Packard 1803 Convertible Coupe Article by Jim Keller

For Packard, it started shortly before 1900. For me, it probably started 60 years later when I was a pup. For years, my dad drove a ’55 or ’56, olive-green Mercury that stood out for unknown reasons. Yes, it had a stick shift. I think my mom got a car in 1963. As is true with so many youths, cars were a huge deal for me as a teenager in the 1960s – a Corvair Corsa for $75, later a $1000 Camaro with a cam. That’s a lot of mowed grass and shoveled snow and working at a motorcycle shop for $1 an hour. Sexy lines on cars and plenty of power were more attractive than most of the girls I knew. Since then, a few decades have rolled by, but neat cars always have had my attention. Packards – with their big chrome grills and shapely lines – always stood out for me. After a few trips to the Glenmoor Gathering, I ran into Joe Crea from northeast Ohio who just happened to have a 1937 120 for sale, which I drove and liked very much. Unfortunately for Joe, I had met Dan Hanlon a number of years earlier and a friend told me he was an avid Packard enthusiast. After a couple phone calls, he convinced me to look for a slightly newer and better powered Packard, namely a 1940 to 1942 160. On a cold Saturday, he showed me around his fantastic museum, pointing out differences in the assorted years of Packards, and in12

Photos by Don Wood III

vited me to go along to the Packard National Meet in Pontiac in June 2013. Into the picture comes Gene Tareshawty who needs no introduction. We rode up together and, between the jokes and wisecracks, they shared an immense amount of Packard information, to which I listened intently. By the way, Dave Johnson was not the target of any of the wisecracks. Leaping forward a day or two, a Tennessee fellow, Mark Lambert, approached the three of us to tell Gene and Dan of a very original 1942 160 convertible coupe that had never been offered for sale and had only three owners of record, with Mark being the second. He was very knowledgeable and detailed in his description. My two new friends physically grabbed me, pulled me aside and said, “This is your car. Are you a talker or a doer?” Sight unseen, I bought the car after a three-way call including Mark and the then owner in Colorado and I am glad I did. It is a great car. So along comes Dan a couple months later to tell me of a 1940 160 two-door convertible coupe going through Worldwide Auctioneers at Auburn Labor Day. Backing up, when I toured Dan’s museum, the 1940 models got my attention the most. The headlight buckets and the lines are darn January - February 2017

Clockwise from above: the plus leather interior of the 1940 Packard; the 356 CID straight eight engine provides plenty of power; instrument panel features woodgrain finish with a beige instrument cluster area; rear bumper detail proudly proclaiming its Packard identity; the rear of the car is clean and simple.

stylish. Both of these cars drive great with their 356 CID eights up front and overdrive underneath. Dan and I took a ride to Auburn, inspected the car, drove it and asked a lot of questions. Charlie Kuhn was helpful and hooked me up to the owner and restorer, Ron Verhay of Grand Rapids, Michigan. I ended up competing with one other buyer at auction and he quit just a bit before I was going to. A few days later, the car was delivered by Curves. A catch in the works was a useless jumped title that took seven weeks to resolve. The car sat in the garage during a beautiful fall, with me fearful the car may be going back. About the cars, they are all a bit of a “work in progress.” Ron told me this car was his 16th restoration. The Packard was delivered in Santa Barbara, California in March of 1940. Somehow it ended up in the Glen Arbor, Michigan area, where Ron found it in poor condition. His photos showed before and after and the body off. Looking at the invoices, I could see a small fortune had been spent. The engine was built by Brian Joseph and is the strongest 356 I’ve put the pedal to. I’ve continued the work in progress with a number of small issues. I drive it regularly, short distances and far. The top is seldom up. I always use non-ethanol fuel and usually carry a few gallons in the trunk. No vapor lock or starting problems, thank you! It now rides on radials, which took out about 80 to 90% of the rattles it had riding on bias plies. A small contingent from Ohio travelled to the Dearborn event in 2015 where it was photographed and judged for the first time. It scored 95.75 points for a second place in Primary Production 1940-42. January - February 2017

Clockwise from above: Packard’s famous “donut pusher” graces the hood; the instrument panel is balanced by the clock and the speedometer on either side of the center mount radio; the graceful hood, grille, and head and park lamps balance the front end; Jim Keller proudly poses with his Packard at the 2015 Michigan Grand Classic; wheel cover and trim ring detail coupled with wide whitewall tires.

January - February 2017

Ad NC Participants.

Michigan Region Goes to Hell 2016 Fall Color Tour Article and Images by Phil Fisher On Wednesday, October 19, 2016, Mother Nature provided an extraordinary Michigan Fall day, for our Michigan Region CCCA Fall Color Tour. We would traditionally have a color tour on a weekend day, but our final destination was to be the “Jiffy” Mix plant, in Chelsea Michigan. The plant does not operate on the weekend, so a mid-week tour was planned. Nineteen members met in the parking lot of “Karls Kabin” restaurant, at Godfredson Rd. and N. Territorial, where we enjoyed some cider and donuts from Plymouth Orchard Cider Mill. We had five Classics driving in the tour. The 1941 Cadillac was well represented as Lee & Floy Barthel, Phil & Helen Fischer and Dan Clements all drove their 41’s. In addition, we had Rick & Carol Barrett driving their 1936 Bentley, and Gerald & Helen Szostak brought their 1949 Buick. Unfortunately, a battery issue grounded the Buick in the parking lot of the restaurant. The Szostak party then jumped into a modern vehicle to complete the tour. Our route took us on two lane back roads lined with the trees, all changing color, lit up by the bright morning sunshine. Our first stop was in Hell, Michigan. The proprietors of the Halloween store there provided an early ice cream break for those wanting a sweet treat. At our “photo op” in “Hell” we met up with Carol Vogt from the January - February 2017

CCCA Museum at Hickory Corners. She left her modern car in the parking lot and rode the remaining portion of the tour with Dan Clements in his 1941 Cadillac. Our little group left Hell, Michigan continuing on toward Chelsea, Michigan again enjoying the colorful turning trees along the route. It was a leisurely pace through the countryside finally ending at the parking lot of the “Jiffy” plant in Chelsea. We walked to our lunch stop, the “Smoke House 52 BBQ” located on Main Street, in downtown Chelsea. There we enjoyed a variety of BBQ pork and beef dishes. Everyone enjoyed their dining experience and then wandered through the shops in Chelsea before returning to the “Jiffy” plant for our scheduled 2:00PM tour. For those unfamiliar with “Jiffy” Mix, a little history is in order. The family owned Chelsea Milling Company was established in 1901 as a flour mill. By the 1930’s, it had expanded into the retail prepared baking mix market with the first “Jiffy” Mix product. Today the factory produces millions of boxes of a variety of baking mixes. The most popular product produced is cornbread mix. Our tour started with an introduction by Howard “Howdy” Holmes, former race car driver, who is the great, great grandson of the 15

Clockwise from above: Nancy Seyfarth, Amy and Kent Jidov, Helen Fischer and Larry Seyfarth enjoy coffee and donuts outside Karl’s Cabin Restaurant; Lee Barthel spots the paparazzi stalking the parking lot; three 1941 Cadillacs belonging to Phil Fischer, Dan Clement and Lee Barthel along with Rick Barrett’s 1937 Bentley parked at the “gates of Hell”; participants enjoy coffee and donuts in Karl’s Cabin parking lot before embarking on the tour, Jerry Schostak’s 1949 Buick (NC), Rick Barrett’s 1927 Bentley, Lee Barthel’s 1941 Cadillac 60 Special and Dan Clement’s 1941 Cadillac in Karl’s Cabin parking lot.

company founder and now CEO of the family owned company. After a short video explaining the production process involved in packaging up millions of small blue boxes of their mixes, we were escorted on a walking tour of the plant floor, up close and personal, with the many machines needed in the production of the product. It proved to be a very interesting tour, seeing the amount of work that goes into the manufacture of each package before it reaches the grocery store shelf. At the end of the tour, each person was given a gift bag containing two boxes of a “Jiffy” Mix product. I believe that everyone was in agreement that this color tour was a success and an enjoyable way to spend a fabulous Michigan Fall afternoon. 16

January - February 2017

Clockwise from above; the Classics lined up at Karl’s Cabin parking lot; a road sign expresses a concensus view of Michigan’s roads “the road to hell is paved with good intentions and lots of potholes”; intrepid participants including Kent Jidov, Larry & Nancy Seyfarth, Linda Pilous, Bob Denk, Carol Vogt, Jerry & Helen Szostak, Marlene & Gabe Bandy, Carol & Rick Barrett, Helen Fischer, Floy Barthel and Amy Jidov send “greetings from Hell, Michigan”; interior of Hell’s Halloween store where ice cream is a favorite; Classics parked outside the Jiffy Mix factory in Chelsea, another interior view of Hell’s Halloween store.

January - February 2017

2016 Michigan Region Annual Meeting Article by Rich Ray On a beautifully, warm and sunny afternoon of November 6, Michigan Region members gathered at the Forest Lake Country Club in Bloomfield Hills to conduct the club's annual meeting. Forest Lake Country Club, founded in 1926, was created on 125 of the most scenic acres in Bloomfield Hills, Michigan. Its crown jewel, the mature 18-hole golf course, redesigned by the world renowned golf course architect, Arthur Hills, overlooks Forest Lake. The great fall weather brought half a dozen Full ClassicsÂŽ out for the event and they received prime parking places opposite the clubhouse entrance. The collection included Jerry Medow's 1947 Cadillac 62 Convertible Coupe, Neal Porter's 1941 Cadillac Sixty Special, Rich Ray's 1941 Cadillac 62 Convertible Sedan, Phil Fischer's 1941 Cadillac 62 Coupe, Lee Barthel's 1941 Cadillac Sixty Special and Dan Sommer's 1930 Packard 740 Phaeton. In addition, two non-Classics rated prime parking places: Diran Yazejian's 1957 Imperial and Bruce Blevins' 1948 Packard. After cocktails, the sixty six members and guests enjoyed a prime rib or salmon dinner followed by dessert. After coffee, everyone got down to business. Incoming Regional Director Tlanda McDonald welcomed everyone and thanked Joan Wysocki for sponsoring our access to Forest Lake Country Club. Current Regional Director Paul Wise introduced the National Directors present including past director Katie Robbins and current director Greg Kosmatka. Past Michigan Region Directors in attendance were introduced: Larry Seyfarth, Lee Barthel, Katie Robbins, Wally Donoghue, Nancy Seyfarth and Rich Ray. Results of the election of directors were reported with Nancy Sey18

Images by Don Wood III & the Author farth, Ara Ekizian, Lee Barthel and Paul Wise reelected to another term on the board. A motion was passed to accept the minutes of the November 1, 2015 annual meeting without reading. Greg Kosmatka reported that the financial status of the Michigan Region is sound, but our reliance on hosting CARavan's and National CCCA Meetings as a fundraiser is threatened by a shift in policy by the national club to host these events themselves. Paul Wise reported that the Michigan Region received a 1st Place in the Activities and Performance Category and 3rd Place in the Turnquist Award for Publications at the 2016 National CCCA Meeting in Detroit last January. Michigan Region awards then were presented with the Participation Award going to Phil Fischer, the Kelly Driving Award going to Greg Kosmatka, the Nagler Distinguished Woman Award going to Jean Stachura, the Robbins Man of the Year Award going to Roy Margenau and the Lifetime Service Award going to Nancy Seyfarth. New Regional Director, Tlanda McDonald announced that Phil Fischer had been elected Assistant Director. She then closed the meeting by congratulating all the award winners for their contributions to the club and encouraging everyone to watch for the great activities planned for 2017. Thanks go to Tlanda McDonald for organizing another great annual meeting for everyone's enjoyment. January - February 2017

Opposite top: a row of six Classics and two vintage non-Classics grace the Forest Lake Country Club parking lot. Opposite bottom: view of Forest Lake from our banquet room.

January - February 2017

Clockwise from above: Jean Stachura, Lee Belf and Tlanda McDonald greeted the guests; Rick & Carol Barrett; Neal & Lois Porter with Lee Barthel; Bram Over, Paul Wise, Larry Seyfarth and Marcus Shelley; Mary Ray with Sue & Fred Leydorf; Marlene & Wally Donoughue; Ed Meurer III with Don Gale; Michigan Region Board of Managers Nancy Seyfarth, Ara Ekizian, Greg Kosmatka, Tlanda McDonald, Phil Fischer, Wally Donoghue, Paul Wise, Rich Ray, Jerry Medow, Lee Barthel and Dan Clements; entrance to the Forest Lake Country Club.

Clockwise from top left: Outgoing Director Paul Wise with incoming Director Tlanda McDonald; Roy Margenau receives the Robbins Man of the Year Award; Phil Fischer receives the Participation Award; Jean Stachura with her Nagler Distinguished Woman Award; guests await their dinners; Kent Jidov arrives with Amy and Floy Barthel; our cover photographer, Bob Ferrand is usually behind the camera; Lee Barthel with Carol Vogt, Candace Haag and Dan Clements; Katie Robbins with Roy Margenau; Greg Kosmtaka accepts his Kelly Driving Award.

January - February 2017

Clockwise from above: Dan Sommer’s 1930 Packard 740, Neal Porter’s 1941 Cadillac 60 Special; Darin Yazerjian’s 1957 Imperial (NC), Jerry Medow’s 1947 Cadillac 62, Rich Ray’s 1941 Cadillac 62, Phil Fischer’s 1941 Cadillac 62; Lee Barthel’s 1941 Cadillac 60 Special, Bruce Blevins’ 1948 Packard (NC)

January - February 2017

Jim Quinlan on.... Hermann Brunn By Jim Quinlan from the November/December 1971 Torque

For me it is always a delight and privilege talking to Hermann C. Brunn. For many years we worked together at Ford Motor Company Styling. He was in the color and trim section and I was in various design studios. Mr. Brunn recently retired from Ford Motor Company. While he was with Ford, his interest seemed to be channeled to present production automobiles, but this interview leads me to believe that he has more time now to reminisce, and speaks more freely about the golden age of the automobile, 1925 through 1942. Mr. Hermann C. Brunn, son of the founder of Brunn & Company.

Hermann, as most know, is the son of the founder of Brunn and Company of Buffalo, New York. Hermann started designing custom bodies for his father's firm in 1927. I asked Mr. Brunn about his educational background for styling custom bodies at that time. His comment to me was, "I wanted to go to Art School, but my father's custom body business was booming, so he decided that formal training was unnecessary for me. 1928 and 1929 were the best years in the history of custom work for us - we made the most money! However, I was sent to Paris for a year and studied under Jaques Kellner of Kellner Carossiers of whom my father thought very highly. In fact, he thought they were the best custom body shop in the world! The Kellner Show Room was located on the Champs Elysees and I learned a lot about Paris!" Jim Quinlan: Did you have a heavy influence on design and material selection at Brunn and Company? Hermann Brunn: Absolutely! I was influential from 1927 until the beginning of World War II, when the last of the custom bodies were made. I didn't make perspective drawings like you do today, but instead, designed straight side, front and rear views.

Brunn: The Leland Lincoln appearance was designed largely by a Mr. Woodbridge, Mr. Leland's son-in-law. The 135 inch wheelbase gave this car a conservative, old fashioned look. Edsel Ford was unhappy with this appearance. Through Ralph Getsigner, the Lincoln General Sales Manager, the Ford Motor Company retained us for two or three years at $50,000 per year to redesign the Lincoln line. The result was the 1931 145 inch wheelbase Lincoln. This was our most important contribution to Lincoln. We designed many Lincolns after this. Quinlan: If a buyer wanted to have his car refurbished or restyled, could he have it done by Brunn? Brunn: Restyling - yes, but we discouraged refurbishing. We started out in business as a repair shop, but found there was more money in the custom body business. Quinlan: There is a rumor that some customers had summer and winter bodies bolted and unbolted seasonally. Is this true?

Quinlan: How long from start to finish did it take for a Brunn Body? Brunn: We ALWAYS told the customer three months, but most jobs took four months! (He smiled sheepishly).

Brunn: No, but we made what we called California tops for the winter use on open cars. These were made of wood and canvas with side sliding windows. These were installed seasonally.

Quinlan: How did your association with the Lincoln Car and Henry Ford start?

Quinlan: What is the most obvious characteristic of a Brunn Body? What did your company strive for?

January - February 2017

Brunn: Quality first. My father said to customers if they could get the same quality at any other custom body builder it would cost just as much. Which brings up another point: we had the reputation of being the most expensive body builder in the business and we probably were, but the product was the best! Our adjustment expenses were less than 1/10 of one percent. Quinlan: How did you feel about your competition LeBaron, Holbrook, etc.? Brunn: It's funny, no one had any use for their competitors in those days. Feelings were bitter and fierce. Today people live and let live, and even have lunch with their competitors occasionally. Quinlan: Tell me more about your work with Lincoln. Brunn: Yes, we would be assigned a particular body style such as the town car. This would be our job. We would design it and each fall of the year we would present this work to Mr. Ford and the top executives. We made approximately $2700 per body painted and upholstered. We would send the bodies by freight car, three in a car to the old Lincoln plant at Warren and Livernois. We made bodies in increments of five, twenty and thirty to a lot most of the time. Top and Bottom: Brunn renderings of a pair of bodies for 1937 Lincoln chassis Above: a 1937 Lincoln ad featuring a Brunn convertible coupe body.

January - February 2017

Quinlan: What body style was your favorite and what car? Brunn: I like the 1938 touring cabriolet Packard with the special sky light roof! Did we ever have trouble with the doors on this model. Packard sent us doors to rework and we did to the tune of 180 lbs. of body solder per car before they were correct. I think the most expensive styling was done during the 1930s. Quinlan: Did you work with other car manufacturers? Brunn: Pierce Arrow was also located in Buffalo. That's why we did many Pierce Arrow custom designs. The Shah of Arabia (the Shah of Iran's father) ordered a Pierce Arrow from us. Rumor has it that because of the amount of gold in the car, the cost was in the neighborhood of $230,000. But $18,000 covered the cost nicely. Quinlan: Was Gordon Buehrig instrumental in Brunn designing operations? Brunn: Not really, except on two or three Duesenberg designs. He sent us a side view line drawing of the cars to be built and we would interpret it into a three dimensional body. Quinlan: Do you have any recollections of your father in connection with the automobile? Brunn: Yes, many. You know my father was an advocate of perfection. He always wanted to incorporate comfort in the custom body designs. one customer he used to like to tell about, a Sarah Bernhardt type actress. Mrs. Leslie Carter ordered a body on the Thomas chassis. She requested that the car be made very long. In those days the art of the automobile was that all vehicles were high and formal. My father protested, but she replied to him "If it's good looking, I'll get out on my hands and knees!" I think he learned from that experience. Quinlan: Did you deal directly with the customer?

Top: The first of many cars Brunn built for Edsel Ford was this 1922 Hispano-Suiza Above: Brunnâ&#x20AC;&#x2122;s foldaway town car top was loved by chauffeurs. Below: 1931 Pierce Arrow parade car built for the Shah of Persia (Iran).

Brunn: Oh yes. Much of our work was done through the individual customer. Listen to this story: a customer had a question about her Lincoln and had persuaded a Lincoln salesman to contact me. He did and persuaded me to join him and we left to hear her complaint at her apartment. At the time, I had a very bad cold and spoke with a hoarse voice. When the lady of the house heard me she took pity on me and offered me a glass of whiskey. I had never had a drink in my life. I looked at the salesman and he nodded his head as if to say, if you don't drink that we're in trouble with this customer. I did and it burned all the way down. The lady turned out to be the wife of the notorious Mr. Frank Costello of underworld fame! Hermann said he has been very busy since his retirement and had another appointment that afternoon. He disclosed to me that he has many unpublished pictures of Bunn and Company masterpieces and intends to write some articles which I'm sure all of the Brunn enthusiasts will look forward to seeing. I thanked Mr. Hermann C. Brunn and told him it was a pleasure to talk to one who had so much to do with the great Classics. He said he enjoyed the conversation and in usual gracious manner thanked our club for thinking of him.

January - February 2017

Clockwise from above: carved walnut door and quarter panels grace this 1926 Lincoln Town Brougham; a 1936 Lincoln K Touring Cabriolet built by Mr. Brunn for his own use; the Touring Cabriolet included two tinted skylights to improve visibility; this 1931 Lincoln Convertible Coupe was one of Brunn’s most beautiful jobs; the interior and quarter detail of the 1931 Lincoln; the 1931 Stutz “Patrician” Sedan features an elongated hood; the Lincoln’s interior featured a stylized bird pattern upholstery.

January - February 2017

The Walter P. Chrysler Museum Closes Article and Images by Rich Ray

As a Chrysler retiree, I was saddened to hear that the Walter P. Chrysler Museum in Auburn Hills, Michigan would be closing its doors for good after Dec. 18, 2016. The museum originally opened October 5, 1999 to document the cars, the people, the processes and the contributions made by Chrysler and its forebears to the development of the automobile. At the time, the recently completed DaimlerChrysler merger was still in the honeymoon phase and things were booming. Led by car guys like Bob Lutz and Tom Gale, a devoted group of employees set out with the corporate checkbook to acquire and restore examples of Chrysler's past. Chrysler's family tree goes back to its predecessor, the Maxwell and Chalmers Motor Companies and includes others such as Hudson, Nash, American Motors, Jeep, Dodge, Graham Brothers Trucks, Willys and more. All of these get treatment in the museum. The museum, located on Chrysler's Auburn Hills headquarters campus was open to the public and used regularly by the company for various events including senior management meetings, employee car shows and so on. It was always an enjoyable place to visit and I returned many times after retirement. The volunteer docents were always helpful if one needed to photograph a vehicle up close for reference for a restoration project. However, as anyone who has been involved with any museum will testify, the going is never easy. Attendance can be erratic, staffing is always a problem, and revenues seldom come close to expenses. When Chrysler, like the rest of the auto industry, was in a boom period, underwriting a museum was not much of a problem and inspired corporate pride. However, when things get tougher, a profit depleting budget item like a museum is always on the "bubble" and that is, I believe, what probably happened to the Chrysler Museum (even though Chrysler, now Fiat Chrysler Automobiles 26

US, is currently experiencing strong sales and good profits). The museum’s recent reopening was prompted by the efforts of FCA employees and retirees, who voluntarily staffed the museum during public weekends. While the admission fees likely weren’t enough to turn a profit, with an all-volunteer staff they almost certainly covered expenses for days the building was opened. However, with no budget to advertise the museum’s limited reopening, relying on social media to promote the museum failed to produce adequate attendance. After being open to the public on a limited basis since June, FCA announced that the Chrysler Museum will be converted to office space. FCA has stated it will continue to preserve its historical vehicles, showcasing them at internal and external events, such as at the Chrysler Technology Center among other facilities. With the announcement, my grandson and I made one final trek to the museum for a last look. The 55,000-square-foot museum features three floors of more than 65 antique, custom and concept vehicles interspersed with interactive displays and historical exhibits that tell the story of the automaker's contributions to automotive design, technology and innovation, as well as the automobile's impact on American culture. The museum entrance opens to a two-story atrium in which a rotating tower majestically showcases some of the automaker's iconic concept vehicles. At the base sits one of the six Ralph Roberts designed Chrysler Newport dual-cowl phaetons built by LeBaron for the 1941 show circuit along with one of the six Alex Tremulis designed Thunderbolts. Also at the base is a 1948 Chrysler Town & Country convertible. From the atrium flows two floors of distincJanuary - February 2017

Opposite top: The tone of the weather matched the mood as the Walter P. Chrysler Museum opened for one of its last days. Opposite bottom: The beautiful grille detail of the Chrysler Newport phaeton. Clockwise from above: the rotating tower dominates the entrance atrium of the museum with its stack of Chrysler concept vehicles; the 1941 Chrysler Newport dual-cowl phaeton show car/ the 1941 Chrysler Thunderbolt; a 1948 Chrysler town & Country convertible.

tive exhibition galleries and access to the garage-like atmosphere of the lower level. The first floor traces the industry's first 50 years from Chrysler's perspective - both the man and the company. Rare vehicles date back to the early 1900s and a timeline wall details the key executives and predecessor companies that played a key role in the company's evolution. The vintage collection includes such historic marques as DeSoto, Hudson, Nash, Plymouth, Rambler and Willys-Overland. The second floor continues Chrysler's story with a 1941 Chrysler Town & Country "woody" wagon with side-hinged "clamshell" doors and an all steel roof and goes on to spotlight the automaker's design, engineering and marketing successes. Exhibitions illustrate decades of vehicle styling, the electronic age of transistors, Mopar® Muscle, turbine technology, the family transportation revolution and leadership in safety and fuel economy. The lower level, called "Boss Chrysler's Garage," houses dream machines from the '60s - '70s, including classic and muscle cars from the heyday of cruising to one-of-a-kind record-setting race vehicles. The Garage also features a series of Jeep® and Dodge Trucks as well as an eclectic sampling of vehicles from the Chrysler collection including a 1936 Chrysler Imperial Airflow C-10 Sedan and a 1917 Willys Knight touring car. January - February 2017

Although Chrysler's history includes a proud collection of vehicles, Full Classics® are not particularly commonplace. The CCCA recognizes various Imperial series from 1926 through 1948, Newport and Thunderbolt show cars and all 1941 to 1948 Town & Country models. Additionally, certain series 1930 through 1934 Nash are recognized including the 1940 Sakhnoffsky Special Cabriolet. Custom bodied Willys-Knight Series 66 models are considered by application. Now joined with Fiat, Alfa Romeo, selected Fiat models, some Lancias and Maseratis would probably have shown up in the museum were it to survive. My final visit to the museum was enjoyable and the announced closing brought out a good crowd on a dreary, cold Saturday morning. If only they had all shone up sooner, it might not be closing. 27

Clockwise from upper left: although not a Full Classic®, this 1928 Chrysler Model 72 Lemans racer replica was known as the “poor man’s Bentley” as it successfully competed in the 24 hour Lemans race over a 4 year period; an aerial view of the 1948 Chrysler Town & Country; a diorama showing Walter P. Chrysler talking with his “three Musketeers, Carl Breer, Fred Zeder and Owen Skelton; another diorama with Chrysler standing next to his lathe and tool box; despite having a face only a mother could love, this 1936 Chrysler Imperial Airflow C-10 Sedan is a recognized Full Classic®; this 1924 Chrysler B-70 phaeton was the first car to bear Chrysler’s name; a period demonstration of the Willys Knight sleeve valve engine;1929 Nash 440 Sedan (NC); a 1917 Willys Knight touring car (NC); 1941 Chrysler Town & Country station wagon;

January - February 2017

1941 Cadillac Manual Window Regulator Replacement Article and Images by Phil Fischer

It seems that just when you think your Cadillac is in tip top condition, something invariably goes wrong or breaks. We had our 1941 Coupe out attending a car show all day long. Upon returning home later in the evening, while attempting to crank up the driver’s door window, I discovered that it wouldn’t budge. The windows have always rolled up and down easily, so this was a complete surprise. I struggled with the window crank until I was able to get some upward movement of the glass. I sprayed oil down into the various rollers I could see, and continued to manipulate the crank until I could grab the top of the window glass. After fifteen minutes I was able to get the regulator to free up enough to raise the glass, but it felt like the gears inside the crank mechanism were not meshing correctly. Being late in the day, I stopped for the night, and went inside and onto the Internet, searching for a replacement window regulator. The following day I removed the regulator for inspection, hoping to discover the cause of the failure. The following is a chronicle of the disassembly procedure I used. The tools needed were a standard screwdriver, a “Phillip’s” head screwdriver, and a 9/16” wrench. The window surround is held in place by “Phillip’s” head screws. The top of the interior door panel is kept in place by the window surround. Once removed, the upper portion of the interior door panel is free. The next step was to remove the window cranks, and the interior door release handle. These have spring loaded escutcheons behind them that need to be pressed back, allowing access to the spring clip 30

Top: the 1941 Cadillac front door window regulator assembly. Above: the door inner armrest with cover plate opened to expose mounting screws.

holding the crank handle onto the shaft of the regulators. The clips are small and horseshoe shaped. There is a specialized tool to remove these clips, but of course, I couldn’t find mine. I used a large curved sewing needle to pry up the end of the spring clip, and slide it out of the slot in the window crank handle, removing it. The interior arm rest is next to be removed. On the underside of the arm rest are two small screws. When removed, a small cloth covered metal flap drops open revealing the two large screws, used to hold the armrest onto the door panel. The lower corners of the door panel are held in place by two small screws one in each lower corner. When removed, the only attaching hardware left are small, serrated “nails” affixed to the interior door panel, they press into small holes in the door sheet metal structure. You must use care in prying the panel off where the nails attach it. I used needle nose pliers to wiggle the nails loose. With the door panel removed, there are access holes in the sheet metal, and a large metal cover over the regulator assembly. It is held in place by several small screws. Aligning the window glass with the access holes, you can insert a screwdriver to remove the attaching hardware from the window glass track. The regulator is held in place by four large screws. I discovered that once I had removed these screws, the window glass track needed to be removed from the January - February 2017

Clockwise from left: another view of the window regulator assembly; the interior of the fully dressed 1941 Cadillac door; detail closeup of the door vent window post with the trim removed; the door inner panel with the trim removed; the window regulator assembly and the two guide tracks.

glass, to allow the regulator rollers to slide out of the track. This was accomplished by removing four small screws, two at each end of the lower track. A second small track, held in place by two large screws was removed easily out through an access opening. With the regulator free of all attachment points, I initially thought I would need to remove the glass, but with careful juggling of the regulator, I found that there was enough room to remove it. I did not need to remove the glass. The regulator can be pushed far enough back into the hollow of the door, to allow the crank handle shaft to clear the sheet metal structure it protrudes through. When the regulator was free of the door, I inspected it for damage. I was unable to determine the reason for the failure and I found a replacement regulator on the Internet. When installing the replacement regulator, I inserted it into the door, through the large opening and got it placed into position. I determined that you must install both the glass tracks onto the regulator rollers prior to attempting to attach each track to their mounting location. A second set of hands would ease the installation process, but I was able to successfully reattach the glass tracks, and screw the regulator into place. I made sure the glass was correctly in the window channels, front and rear. A test of the regulator revealed the window glass now moves easily up and down. The interior door panel, hardware, and window surround were installed, completing the job. January - February 2017

Article and Images by Phil Fischer

1941 Cadillac Manual Window Regulator Rollers

When installing a replacement window regulator in my 1941 Cadillac, I discovered the rollers that slide inside the window glass tracks were not made of metal or plastic. They proved to be made of leather. The years of use had taken their toll on these leather discs, so I decided to try to replicate them. The first step was to take some measurements of the old leather discs. There are two on each mounting “stud” located at the end of each regulator arm, a flat lower disc and an upper “roller” disc. The two fill the metal window glass track in which they slide. Closer examination of the regulator revealed that the “studs” the leather discs are attached onto have two “steps” in the shaft portion. The smaller diameter step is 3/8” and the larger one is 7/16”. This required that the center hole would be different for each roller disc. The smaller discs measured ¾” in diameter and the larger discs were 13/16” in diameter. Since there was appreciable wear to the larger leather roller, I estimate that they may have been about 1” diameter when new and that is the size disc I manufactured. The material the discs are made from is approximately 1/8” thick. The next issue was to determine what I would need to manufacture the leather rollers. I acquired some 1/8” thick oil tanned leather for the larger roller and decided to use 1/8” thick rubber for the inner disc. I found that 1/8” thick large rubber fender washer purchased at my local hardware would yield six of the smaller discs. To cut the discs out I purchased a leather workers hole punch set to make 32

clean cuts in each type material. The center hole in the rubber disc was made with a 3/8” punch. The center hole in the leather disc with a 7/16” punch. Assembling the rollers on the regulator arm “studs” required some preparation. The flat rubber discs slipped over the top of the stud with a little lubrication and then they were pressed down around the 3/8” “step” to lay flat. I initially thought the leather discs may not be supple enough to slip over the top of the “stud”, but I was able to coax them onto the “stud” quite easily without any lubrication. The leather discs move freely around the “stud”, just as the original ones had. I lubricated the leather discs liberally with grease along with the tracks and installed the tracks on the regulator arms. I installed the regulator back into my Cadillac and the window moves smoothly up and down. I will make an observation about the use of these leather discs. I think their purpose is to keep the “studs” in the arms of the regulator from making metal to metal contact between the arm (stud) and track surface. It would appear that several model years of Cadillacs, from the late thirties through the forties, utilized these leather disc rollers. I purchased a window regulator from a 1941-42 Oldsmobile to use for parts and it too had leather rollers. They may have been in common use by various General Motors manufactured vehicles, for several years. January - February 2017

Be Afraid, Be Very Afraid! Come be part of the 7th Annual Le Concours de Livingston Classic Car Event Sunday, August 6, 2017 At its new location overlooking the lake at Waldenwoods near US23 and M59 in Hartland,MI Live Music, Exquisite Food & Adult Beverages More info @ www.leconcours.org

Tom Tuls sent along this photo of a 1934 Packard Super 8 Sedan he found in a junk yard in May, 2015. Some brave soul could become the all-time champion of the â&#x20AC;&#x153;biggest challengeâ&#x20AC;? award!

January - February 2017

The Steering Column By Tlanda McDonald Hello to all, May I begin with thanking all of you for the opportunity to serve as your Director this coming year. It is an enormous honor and privilege to serve with your Board of Managers to continue the success of this vital and growing Region. I trust everyone had a joyous Christmas and holiday season. It’s such a wonderful time of year to enjoy family and friends and food - If only it included our Classics! But we all recognize that in Michigan we have a weather hiatus when our Classics hibernate. Let’s be sure we do not hibernate as well. Please check the Activities calendar on page 4 to be sure you have all the dates reserved. Clearly the more you participate, the greater your pleasure from this remarkable Club. Also, don't forget to check out the activities planned for the National Annual Meeting at the end of March in Reno, Nevada. There are a lot of great things to do and Classics to see. Hoping to see you in Reno, Very truly yours,

Tlanda

CREATIVE HEALTH PRODUCTS Leading supplier of exercise, fitness testing and medical equipment. Contract Holder GS07F0030N

AED

Blood Analyzer QUALITY PRODUCTS PROMPT FRIENDLY SERVICE

Authorized POLAR SERVICE CENTER www.polarservicecenter.com Authorized LANGE SERVICE CENTER www.langeservicecenter.com

800-287-5901 C R E AT I V E H E A LT H P R O D U C T S 7621 East Joy Road, Ann Arbor, MI 48105

800-742-4478 w w w. c h p o n l i n e . c o m 34

Award Winning Restora�ons We pride ourselves in our a�en�on to detail and cra�smanship be it a full restora�on, special car build, par�al restora�on or service work. We have been providing these services since 1987. Call or visit our 14,000 sq � facility located 30 minutes west of Ann Arbor.

Bob Anzalone R&A Engineeing,Inc 8720 Sharon Hollow Road Manchester, MI 48158 (734)428-1808 Fax(734)428-1807 Email: anzalone61@msm.com Website: www.ra-restora�ons.com

January - February 2017