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Inside This Issue
Michigan Region 2018 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: Dan Hanlon’s 1940 Packard 1807 Convertible Sedan by Derham……….7 Back Cover Story: Skip Tetz’s 1929 Cadillac 341B Sport Phaeton by Fleetwood…..10 Michigan Region 2017 Fall Color Tour.….………………………………..…….…..14 Michigan Region 2017 Annual Meeting...……….…….………….………………...16 New Car in the Region………………………………………………………………19 Road Testing Cars of Distinction……………………….……………….….…….…20 A Barn Find Full Classic® Cadillac………………………………………………….24 1937 - 1948 Cadillac Water Pump Rebuild………………………………………….26 Jim Quinlan Interviews Franklin Q. Hershey……………………………...………...28 The Steering Column…………………….…………………………………………..32
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2018 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
Treasurer
Bob Ferrand (248)722-8375 Bobish1@comcast.net
Greg Kosmatka (313) 882-7980 grk129@sbcglobal.net
Secretary
Torque Cover Editor
Club Photographer
Greg Stachura
(586)201-3391 donwoodiii@gmail.com
(734)397-3000 gstachura@comcast.net
Membership
Jerry Medow (248) 737-0637 medowg@aol.com
Projects/Advertising
Wally Donoghue (734) 455-0177 wally@plaidpants.net
Annual Meeting
Classic Vibrations Editor Staff
Ara Ekizian Paul Wise (313) 492-0284 sandrawise@me.com
Grand Classic
Jay Fitzgerald (313) 885-3641 jayf3641@ sbcglobal.net
(248) 851-4069 dlekizian@yahoo.com
Activities
Don Wood III
Paul Ayres
Bram Over
Wally Donoghue
Ed Meurer III
Janet Welch
Diane Ekizian
Cover Photos: Don Wood III
Nancy Seyfarth (313) 436-8327 nancyseyfarth@aol.com
Grand Classic
Lee Barthel (248) 476-0702 lfbarthel@yahoo.com
Torque Editor
Area Head Judge
(810) 987-8977 ternest@sbcglobal.net
Rich Ray (810) 333-2498 richray2@hotmail.com
Terry Ernest
Assistant Area Head Judge Marcus Shelley (313)881-5109 red.auburn851@gmail.com
Classic Vibrations/Website Jay Fitzgerald (313) 885-3641 jayf3641@sbcglobal.net
Historian
Bruce Thomas (248) 594-6499
Torque Magazine
January-February 2018
No.453
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.
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Michigan Region 2018 Activities Calendar January 13, Saturday - Crank Up Event February 10, Saturday - TBD March - TBD April 11-15 - CCCA National Annual Meeting, Branson, MO May 20, Sunday - Spring Tour: Bicycle Collection June 3, Sunday - CCCA Museum Experience & Grand Classic July - Ohio Grand Classic August, Sunday - Ice Cream Social September 9, Sunday - Annual Steak Roast October 21, Sunday - Fall Color Tour November 4, 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 & 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
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From Your Editor By Rich Ray As I write this, the 2017 Full Classic® car season has come to a close - the Michigan/Ontario Region Annual Membership Meeting just concluded. My collector cars are tucked away for the winter filled with fresh oil and moth balls and I am starting to chip away at the "to do" list I have for each. By spring, I will have accomplished maybe half of each list and convinced myself that the remaining things weren't that important in the first place and can wait for 2019 - the miracle of procrastination. Jay Fitzgerald has been spending a lot of time recently enhancing the Michigan Region digital communications. The Classic Vibrations that is sent out digitally to all members allows us to communicate information almost immediately with plenty of colorful detail and at virtually no cost! Announcement of activities and subsequent updates are easy and turn-by-turn directions for each individual member are usually available with a few clicks. The website (www.classiccarsofmichigan.com.) provides much more information and interesting material that couldn't fit into a print publication like Torque. And finally, our Facebook page provides more information, video and Full Classic® entertainment. So grab your computer, tablet or phone and check it out. This month's issue of Torque includes coverage of our Fall Color Tour and Annual Dinner Meeting and Recognition, both of which were a great time with good friends. Weather was not particularly cooperative, but this is Michigan after all. Also, we have an excerpt from a new book “Road Testing Cars of Distinction” by Florida CCCA member Ed Miller. It provides driving impressions of Full Classics® with plenty of colorful photos. Phil Fischer also gives us a tutorial on rebuilding a Cadillac water pump and also describes a "barn find" Cadillac that resulted in our region gaining a new member. So put off whatever car project is on your list and sit back and enjoy the latest issue of Torque.
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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
Classic Car We offer a wide range of services to the Classic and Antique Car Owner Including but not limited to:
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
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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.
Finally, a book of Full Classic® car road tests. From a mighty Duesenberg to a supple Franklin, twenty-eight road tests of some of the most desirable and some of the most obscure Full Classic cars. Road Testing Cars of Distinction puts you in the driver’s seat for a vicarious driving experience never before offered to the public. Discover how fast a Locomobile, Bugatti or Railton are and their suitability for touring in today’s conditions. Road Testing Cars of Distinction is a 220 page book worth reading while supporting the Classic Car Club of America ®. Although available through Amazon.com, purchase a copy directly from the author and use Promo Code: CCCA for a 5% donation of the retail price to the CCCA Education Fund. To purchase, call Ed Miller (239-253-7075) or email: edpackard33@aol.com . Black & white edition $29.95; full color edition $39.95 plus tax. Road Testing Cars of Distinction captures the very essence of pre-WWII luxury automobiles. Unlike other books, Road Testing Cars of Distinction, takes a very deep dive into the engineering, driving and performance that make our Classic cars extraordinary. David W. Johnson President, CCCA Education Foundation Former President, CCCA
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Dan Hanlon’s 1940 Packard 180
By Dan Hanlon Images by Don Wood III
In June of 2014, we attended the CCCA Museum Experience at Hickory Corners, Michigan and drove our car on the tour. While having lunch, CCCA member David Charvet from Oregon said he was going to have a very special Packard for sale. The car had been treated to a “concours” restoration that was 99% complete. The gentleman who was having the car restored had passed away. The next week we talked by phone and he sent some pictures. I talked to the widow and we agreed on a price. This special car is a 1940 Packard 1807 Convertible Sedan by Derham. It was the only one made in this body style. A convertible sedan with a division window on the 138” chassis. Packard offered the industry's only new engine for a 1940 car, the 160 HP straight eight replacing the discontinued V12. It featured a 6.45:1 compression ratio, aluminum pistons, cast iron head, Stromberg carburetor and Auto-Lite ignition. Packard promoted the engine as the "most powerful 8-cylinder motor being put into any American passenger car....more horsepower per pound of car weight than any other car on America's highways." The car arrived in late October and I was able to drive it a few times. The couple of items that needed to be finished turned into about 80 items to be finished. The paint, chrome, trim and engine was done to concours standards. Some of the things we did are as follows: January - February 2018
fixed horn, fixed wipers, restored front and back radios, restored under seat heater, install under running board antenna, install Packard “Super Ray” driving lights, install overdrive, (the car did not have over drive), install new radial tires, rebuild the carburetor, install new starter, install new generator, install new coil, run new gas line, install electric fuel pump and install new mechanical fuel pump. The worst problem with the car was the doors would not shut properly. This was the last major item on our list to take care of. My guy called me in Florida and informed me that he was going to start working on the door the next day. I received a phone call at 9:00 am and was informed that the doors were fixed and worked perfectly. I asked, "how did you fix the doors so fast?" My employee Bruce said he undid the top because he thought it would be easier to work on the doors and everything worked perfectly. The top pads were too tight, pulling the windshield back and binding the doors. New top pads were made along with a new top boot which did not come with the car. Finally it was ready to drive. The first time I drove it the brakes were not working properly, so we completely rebuilt the brake system. Two new Optima batteries were installed. Many other small items were addressed. This special “one off” Derham is now completely sorted out. When the car arrived it had three miles on the odometer and now has over 3,000 miles showing. The car is a pleasure to drive, and can be driven anywhere. 9
Clockwise from top left: The coordinated convertible top and body colors make the car look great with the top up or down; the front end design is all Packard; rear quarter view emphasizes the length of the chassis; the iconic Packard “pelican” hood ornament; the new for 1940 Packard 160 HP straight eight engine features a 6.45:1 compression ratio, aluminum pistons, cast iron head, Stromberg carburetor and Auto-Lite ignition; a luggage rack complements the rear end of the car; the easily recognizable Packard “horse collar” grille is flanked by additional air intakes, driving lights and bumper guard.
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Clockwise from top left: The front compartment features a full width instrument panel with two-tone wood trim; the commodious rear seat with fold down center armrest; rear door trim carries the darker wood trim from the instrument panel; large sun visors protect the driver’s eyes; proud owner Dan Hanlon with the latest addition to his collection of Packards; the cream colored banjo-style steering wheel with horn ring; an Art Deco style clock sits before the front passenger; the radial tires are hardly discernable visually, but make a positive improvement in ride and handling.
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Skip Tetz’s 1929 Cadillac Sport Phaeton I have always loved Cadillacs and had accumulated several including a 1922 Series 61 7-Passenger Suburban, a 1936 Series 85 V12 Town Sedan and a 1937 Series 90 V16 Imperial Cabriolet. But I had two other goals: I always wanted a Sport Phaeton and to own a V8, V12 and a V16. That led to a search which took a while to find one that met all of our criteria for purchase. I originally saw this car on eBay, but later purchased it through a broker, from the seller, CCCA member, George Ray, of Connecticut. The car had been purchased new in Boston, MA for $4,517 including options. The car remained in the same family until the mid 1970s when it was sold to a Connecticut man. It was later sold to CCCA member Frank Ray who subsequently sold it to his brother, George. We purchased the car in 2007. The car is a 1929 Cadillac Sport Phaeton with a Fisher body. It has a 341 cubic inch V8 engine producing 90 hp. It originally had a 5.04 rear end, which was replaced with a higher speed rear end. The exterior color is a light and dark tan combination with a tan leather interior. We were attracted to the uniqueness of the car including the pleasing color combination and the fact that it only had five owners from basically three families since new. The 1929 Cadillac was one of the early creations of General Motors designer Harley Earl. It was 12
By Skip Tetz Images by Don Wood III
also the first year of the syncromesh transmission and electric windshield wipers. The Ray's restored the car when they owned it in the 1980s. I sent it to CCCA National Board Member Steve Babinsky to be refreshed after I purchased it. Some of the work included rebuilding the engine and transmission, new convertible top and cosmetic work to the paint, running boards and fenders. Since then the car has won First in Class at the 2009 Greenwich Concours d'Elegance, a National First at the 2009 Hershey AACA, First in Class at the 2010 Meadowbrook Concours d'Elegance, the President's Cup at the 2010 AACA, a Senior badge at the 2010 Charlotte AACA, First in Class at the 2011 Indianapolis Speedway Celebration of Automobiles, a Premier badge at the 2010 CCCA Experience at Hickory Corners, MI. The car was also invited to the 2010 Amelia Island Concours d'Elegance and the 2010 Keeneland Concours d'Elegance. We have really enjoyed meeting with other car enthusiasts from all over the country at the different shows and activities. The car is often solicited to carry dignitaries at local parades and other events. It is a head turner when we take it to dinner and shows locally. It usually wins best of show or class at the smaller shows in our area. Owning this car along with our other Full ClassicsÂŽ led us to the CCCA where we have met so many amazing people and enjoyed driving in nine CARavans. January - February 2018
Clockwise from top left: The elegant profile sport phaeton body; rear quarter view shows luxurious leather trunk and auxiliary trunk rack; a Cadillac V8 badge bridges between the headlights; a cowlmounted spotlight adds candlepower to the front view of the Cadillac; very sporty side-mounted spare wire wheels and tires also carry rear view mirrors; the rear view of the car features dual tail lamps; closeup of the tail lamp assembly; owner Skip Tetz (right) chats with CCCA member Jay Fitzgerald, also 1929 Cadillac Sport Phaeton owner.
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Clockwise from top left: Fisher Body proudly proclaims its creation of this automobile body; the driver’s compartment comfortably seats two people; the body side features interesting molding lines; the CCCA Museum Experience license plate describes the car; proud owner Skip Tetz with his Cadillac Sport Phaeton; pinstripes enhance the louvres in the hood side panels; the clean instrument panel compliments the body color; the 341 cubic inch V8 engine produces 90 hp.
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Michigan Region’s 2017 Fall Color Tour Mother Nature didn't get the memo! After a week of beautiful summer, rather than fall-like, weather, Mom Nature decided to rain on the Michigan Region's Annual Fall Color parade scheduled for Sunday, October 15, 2017. It had rained through the preceding night and continued intermittently through Sunday, yet twenty seven determined Full Classic® aficionados showed up at the St. John's Inn, home of the annual Concours d'Elegance of America at St. John’s, to gear up with some donuts and spiced cider. It could have been mistaken for a Cadillac club meet with three Full Classic® Cadillacs braving the messy weather: Phil Fischer's 1941 Series 62 Coupe, Rich Ray's 1941 Series 62 Convertible Sedan and Paul Wise's 1940 Cadillac Sixty Special. Several non-Classic special interest cars will also need a good bath before entering winter storage. After getting reacquainted during the donut and cider warmup, the convoy lead off in search of fall colors. A nice, hour long drive through the rural countryside of western Wayne County was laid out to enable this search. However, once again, Mom Nature had her own ideas. Due to an unusually warm September and early October coupled with a relatively dry summer, the 16
By Rich Ray Images by Don Wood III
brilliant colors one expects from Michigan's trees were delayed and muted so our search yielded some color, but not some of the peak color that is normal. However, the country drive was relaxing and interesting. It is surprising how short a distance one can go from city to country. We then arrived at the Deadwood Bar & Grille in Northville for a late lunch. The cozy, log cabin restaurant features mountain-inspired decor and some adventurous cuisine. Participants ordered from the menu so everyone got what they wanted. No rubber chicken here! Participants were Phil & Helen Fischer, Carol Vogt, Graham & Roz Humphries, Ara & Diane Ekizian, Rich & Mary Ray, Janet Welch, Patty & Larry Moss, Greg & Jean Stachura, Brian Segrest, Bob & Linda Denk, Paul & Sandy Wise, Werner & Chris Meier, Don Wood III, Larry & Nancy Seyfarth and Marcus & Irene Shelley. Overall it was a fun event getting together with Michigan Region friends as our 2017 Full Classic® season nears its end. Thanks to Phil & Helen Fischer and Paul & Sandy Wise for organizing the event. January - February 2018
Clockwise from above: Graham Humphries and Ara Ekizian greet our photographer; Bob Denk, Marcus Shelley, Rich Ray, Larry Moss and Werner Meier relax with coffee with Helen Fischer and Diane Ekizian in the background; Linda Denk, Diane Ekizian, Janet Welch, Mary Ray, Roz Humphries, Patty Moss, Larry Seyfarth, Helen Fischer and Carol Vogt; a cornfield along the route; the Deadwood Bar & Grill was the lunch destination; the tour passed several small lakes; the convoy was a mixture of Full Classics®, collectibles and daily drivers; Rich Ray’s 1941 Cadillac 62 Convertible Sedan; Paul Wise’s 1940 Cadillac 60 Special; Phil Fischer’s 1941 Cadillac 62 Coupe. Bottom from left: Every country tour must include a barn; this fellow had taken refuge in the Deadwood to avoid Michigan’s hunting season; Graham & Roz Humphries, Janet Welch and Rich & Mary Ray share a table for lunch.
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Michigan Region Annual Meeting Article by Rich Ray
Michigan Region CCCA members gathered together on Sunday, November 5, 2017 to celebrate their Annual Dinner Meeting and Recognition at the Knollwood Country Club. The rainy weather, unfortunately, meant that only the hardest core Full ClassicÂŽ driver, in this case Phil Fischer, would drive a ClassicÂŽ to the festivities. However, warm friendship made up for the lack of more cars. The private, 90 year old, member-owned Knollwood Country Club in West Bloomfield, Michigan, is a family oriented club centered around the timeless Donald Ross-inspired, 18-hole championship golf course featuring rolling terrain and picturesque fairways lined with oak, maple, and pine.
Images by Don Wood III & Diane Ekizian
Ara then turned the meeting over to current Michigan Region Director, Tlanda McDonald. Tlanda announced the results of the Region's Board of Managers election including the reelection of incumbents Greg Kosmatka, Rich Ray, Paul Wise and Tlanda McDonald. She also announced that the board had previoiusly appointed Greg Stachura to fill the remainder of the term of Dan Clements who had resigned earlier in the year. The remaining Board of Managers present, Lee Barthel, Wally Donoghue, Ara Ekizian, Phil Fischer, Jerry Medow and Nancy Seyfarth, were recognized. The members reluctantly agreed to waive the reading of the minutes of the 2016 Region Annual Membership Meeting and accept them without reading.
After cocktails, 64 members and guests enjoyed a steak or salmon dinner followed by a terrific ice cream and chocolate dessert and coffee. Organizer Ara Ekizian then welJerry Medow, Membership Manager, comed everyone and passed along reported that we ended the year with regrets from Chuck Letts who was 282 members including twelve new unable to join the festivities. He welmembers. Rich Ray then encouraged comed Carol Vogt, Executive Direceveryone to check out Jay Fitzgerald's tor of the CCCA Museum in Hickory enhancements of our website and faCorners and a Michigan Region cebook page which each include a member who gets to quite a few of trove of interesting and entertaining our activities despite the 2+ hour information. Wally Donoghue then drive across the state. Next he introAbove: The entrance to the Knollwood Country Club. requested that anyone with ideas for duced two National CCCA Directors projects contact him. Our past projects present: our own Greg Kosmatka and Top: Grounds of the Knollwood Country Club were beautiful have provided reproductions of obsolete Greg Stachura. The spouses of past even on a dreary November day. parts to CCCA members and others in Michigan Region Directors were invited restoring their cars. Nancy Seyfarth reported on our successful to stand for recognition, since we know they really do all the work. 2017 Dearborn Grand Classic and reminded everyone that we 18
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Clockwise from left: Irene & Marcus Shelley chat with Wally Donoghue; Rich Ray shares a laugh with Michelle and Ed Meurer; Diane & Ara Ekizian were busy greeting members as they arrived making sure everyone had name tags; Paul Wise, Tlanda McDonald and Lee Belf; the hallway in the Knollwood’s beautiful clubhouse leading to the dining room; Jean Stachura and Kathy Kosmatka; Carol Bray chats with Nancy Seyfarth; new members Jeff & Jennifer Bladow talk with Jim Morningstar; Amy Jidov, Sandy Wise and Kent Jidov; Buck Mook is 2018. Treasurer enjoying the afternoon.
would be supporting the Ohio Grand Classic in Greg Kosmatka reported that we finished the 2017 fiscal year just above breakeven with a $2,900 net income.
Tlanda McDonald then described the club's accomplishments in National CCCA evaluations including 3rd Place Bigelow Award for overall regional performance, 3rd place Steiner Grand Classic Award for percentage of Full ClassicÂŽ owners participating in Grand Classics, 2nd place in Judges & Tabulators Award for percentage of judges and tabulators at national events, 1st place Turnquist Award for Publications and 1st place in Activities and Overall Performance.
Inset: Greg Kosmatka chats with Bruce Blevins and Myles Goff
Then it was time for the Michigan Region's "Oscar" moments. Ara Ekizian presented the Participation Award to Phil Fischer based on attending region activities and driving a Classic. Jerry Medow then presented the Membership Award again to Phil Fischer for sponsoring the most new members. The Robbins Man of the Year Award was presented to Kent Jidov by Tlanda McDonald for his outstanding service to the Region. She then presented the Lifetime Service Award to Marlene Donoghue for her many years of tireless and unselfish support of the Region. Phil Fischer and Paul Wise then reminded everyone to watch for the 2018 Calendar starting with our first activity in January. Ara Ekizian closed the meeting by congratulating the award winners and thanking everyone for attending a very enjoyable get together. January - February 2018
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Top Row from left: Mark Thomas, Debbie Hayes, Fred & Sue Leydorf; Dick Kughn, Fred Leydorf and Mark Thomas; Alex Buchan and Kathy Kosmatka. Second Row from left: Dick Kughn and Patricia Battram; table centerpieces; Greg Kosmatka shows off his “Make America Great� socks; Lee Barthel. Left: Marcus & Irene Shelley and Mary Ray; Row below from left: Roger Luksik and Dan Sommer; the 2018 Michigan Region Board of Managers including Jerry Medow, Nancy Seyfarth, Lee Barthel, Paul Wise, Rich Ray, Greg Stachura, Tlanda McDonald, Ara Ekizian, Wally Donoghue, Phil Fischer and Greg Kosmatka. Bottom from left: Jerry Medow talks about membership; Rich Ray urges members to visit our new website and Facebook pages; Wally Donoghue talks about projects; Nancy Seyfarth updates everyone on Grand Classic plans.
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Clockwise from right: The stack of certificates representing the awards garnered by the Michigan Region at the CCCA National Meeting last March in Reno; Phil Fischer and Paul Wise talk about the Michigan Region activities being planned for 2018 and encouraging members to participate; Tlanda McDonald presents Marlene Donoghue with the Lifetime Service Award; Tlanda McDonald congratulates Kent Jidov on receiving the Robbins Man of the Year Award; Phil Fischer needs the help of a chair back to hold the Participation and the Membership Awards he won; Treasurer Greg Kosmatka assures the members that the Michigan Region’s financial status is sound.
New Car In The Region
John MacArthur After living in the post-war non-Classic Packard world for some time, I decided it was high time to acquire another Full Classic® Packard. I have always liked the 1940-41 One-Eighty’s. They are very nice driving cars and popular with the CCCA CARavan people for good reason. In addition, they are very proud and stately looking cars with a regal air about them. So it is that I recently acquired this Model 1807 Packard Blue Touring Sedan from well-known Packard dealer Tom Crook of Auburn, WA. Tom acquired the car from Dennis Glynn of Faribault, MN who had purchased the car from long-time owner Robert Nordquist of Seattle. The car is what we call a “driver” and it has many small and a few large projects to complete in the next few years. In the meantime we will enjoy driving it and making frequent trips to the Packard Proving Grounds which is about a 25 mile round trip. One interesting thing to note is the car has an engine with a block number that is from a 21st Series Packard of 1946-47. It is virtually an identical 356 CI engine to the 1940 motors. Being somewhat of a purest, I contacted roster keeper Chuck Blackman and he gave me the range of block numbers for my car. Former owner Dennis Glynn sent me some paperwork on the car which included a letter January - February 2018
from former owner Bob Nordquist who mentions getting Glynn “the other motor” via separate shipping. This got me wondering about the original engine so I called Glynn to see what he knew about it. He deadpanned that the “other motor” was sitting in the corner of his garage under a tarp! I asked him to get me the pertinent numbers from the motor and sure enough the block number, casting date and other numbers all lined up as the original for the car. Mystery solved. My brother Alec and I drove to Faribault, Minnesota in late September and retrieved the original engine as well as a treasure trove of NOS parts for the car. My plan is to restore the original engine and get it back where it belongs. 21
Road Testing Cars of Distinction 1931 Auburn 851 Super-Charged Speedster
From the Book “Road Testing Cars of Distinction” by Ed Miller It was beautiful and fast but also impractical. There was no room for luggage. Weather protection consisted of a flimsy rag top and side curtains. When erected, ingress and egress were all but impossible. Occupancy was strictly limited to just two. The marketing department felt it would draw prospective purchasers into the showroom. Yet corporate management had to cajole and sometimes coerce skeptical dealers into accepting at least one for showroom display. Today, it is a recognized Full Classic® motor car. It is admired for its stunning beauty and its ability to outpace just about every other contemporary automobile. It’s a motor car that demands to be driven only on sunny days. The only time the top is erected is on the show field to satisfy the judges. The vehicle is so widely regarded that it commands prices far in excess of one hundred times its original sales price. This is a 1935 Auburn 851 Super-Charged Speedster. As the garage door slowly rises, a simple one piece chromed bumper comes into view. Then, emerging into sight is a vertical chrome finishing piece at the very end of the boattail. Finally, the entire Speedster can be seen and savored. Although the center portion was salvaged from unsold Auburn Twelve Speedsters produced from 1932 through 1934, the new rear-end and Gordon Buehrig designed radiator grill and cowling contribute to a design that is both voluptuous and better proportioned than its predecessor Speedster. But we didn’t come merely to ogle and drool over the boattailed body. Let’s climb aboard and discover if this gal’s beauty is more than skin deep. By 1935, entry into the front seat of most cars had become much easier. Entry into the Speedster is better than average. The “A” pillar sweeps down and forward creating a yawning chasm for your feet to easily slide through, unless you wear size thirteen or larger sneakers. Leaning back against the leather seat is quite relaxing. There is welting running horizontally in the upholstery about shoulder blade high. If you feel it stabbing into your back, which is common, find a better upholsterer. This Speedster’s welting is nicely done and doesn’t stab or even tickle. Starting is fairly conventional. Protruding from the right side of the steering column is the ignition switch which doubles as a steering column lock. Turn the ignition key, pull out the choke knob, depress 22
the clutch pedal, shift into neutral, slightly depress the gas pedal and pull the ignition switch down from “OFF” to “STX.” The engine ignites with a fast idle and a mechanical rattle and roar. It is neither the melodic sound of a Packard nor the raucous roar of a Bugatti. Alright, the Auburn is running. Depress the clutch and locate reverse gear. The shift lever is long and has between little and no feel until you find a gear. Once reverse is located, pause and then place the shift lever into reverse. Backing out of the garage is no problem. Now outside in the blinding Florida sun, locate low gear which will take a little searching. Once found, depress the accelerator gently. No, don’t give it full throttle. The pedal is very sensitive to the slightest application of foot pressure. This is easily remedied by installing a stiffer spring on the accelerator linkage. But for today, be careful working the gas pedal. Exiting the garage area, we enter onto a two lane macadam road. The Auburn is equipped with an instrument rarely seen on an American car of this vintage, a tachometer. Unfortunately the needle bobs up and down and is not very useful but it is entertaining. Three easy fixes are: lubricate the inner tach cable, replace the inner cable or relieve any kinks in the cable. Accelerating up to about 15 MPH, a cautious shift into intermediate gear is executed and finally, at about 25 MPH, a shift into high gear is completed as we journey down the road. At an intersection, we stop, look for traffic and turn right onto a very well traveled six lane street. Accelerating through the gears the Auburn is soon cruising at 45 MPH. A quick look at the odometer reminds us that this car is a fresh restoration with only 25 miles on the clock. It’s not every day you drive a brand new 1935 automobile. A stop light turns red, the brake pedal is depressed and the Speedster comes to rest. Once the light turns green, the Auburn accelerates smartly and easily keeps up with traffic. Auburns were noted for their performance. In 1927, the Auburn Automobile Company purchased a controlling interest in the Lycoming Manufacturing Company which, among other things, manufactured automobile engines. The engine manufacturer built engines for Auburn, Cord, Duesenberg and several other manufacturers. The Speedster engine evolved from the 1933 top of the line straight eight-cylinder engine manufactured by Lycoming for Auburn. Dubbed the GU, it displaced 268.6 cubic inches, was fed fuel through a 1¼" single throat January - February 2018
Why external exhaust pipes? When Fred Duesenberg was working on the Duesenberg Supercharged Model J, he decided that the best way to dissipate engine exhaust heat would be to run the exhaust pipes directly out from under the hood. A protective flexible outer pipe also provided for an improved appearance. Fred’s brother Augie, in concert with the Auburn chassis department, grafted similar outside exhaust pipes onto the Supercharged Auburn.
downdraft Stromberg carburetor and was rated at a very respectable 100 HP @ 3,400 RPM and 210 ft/lbs of torque. For 1934, the engine was upgraded by boring out the block an additional 1/16 inch for a displacement of 279.9 cubic inches. Furthermore, the carburetor was replaced with a Stromberg EE1 downdraft carb. Although the new Stromberg’s throat was only 1", it had a dual rather than a single throat for better breathing. The new engine also boasted of a higher compression ratio of 6.2 to 1 as opposed to GU’s standard ratio of 5.26 to 1 or optional 5.75 to 1. At the time, fuel could not be compressed at a ratio much greater than 6.5 to 1 without causing premature igniting of the fuel and piston knock. The new engine also offered an aluminum head and what was probably the finest piston available: the Nelson Bohnalite aluminum piston with invar struts. A nickel-iron alloy, invar was invented in 1896 by Charles Eduard Guillaume. Nelson Bohn applied invar to an aluminum piston. Invar is a low thermal expansion alloy, 36% nickel and 64% iron, providing the piston with the ability to maintain its size and shape at all normal operating temperatures. The new engine, referred to as GG, was rated at 115 HP @ 3,600 RPM, fifteen more horses than the previous GU engine rating. Another GG engine attribute is a crankshaft that is held in place by five main bearings without counterweights. However, a Lanchester vibration dampener is located at the front of the crank. The GG engine is found under the hood of all eight-cylinder 1935 Auburns, but Auburn affixed two other standard items to the Speedster engine: Startix, which we will examine later and a Supercharger. The top of the line 1935 Auburns were called Super-Charged. August “Augie” Duesenberg, brother to the late and better known Fred Duesenberg, was hired to work alongside Auburn factory manager Pearl Watson. Together they adapted a Schwitzer-Cummins manufactured supercharger, developed by Kurt Beier, to the in-line eight-cylinder GG engine. The supercharger runs at six times engine crankshaft speed. The compression ratio was increased to 6.5 to 1. The blower dramatically increased power to 150 HP @ 4,000 RPM and provided 232 ft/lbs of torque at 2,800 RPM. At low RPM, a super-charger robs a few horsepower from the engine. However, once the engine speed hits around 2,000 RPM the supercharger is putting out more than it is taking and the difference can be felt. January - February 2018
In spite of its relatively small displacement, the Auburn straight eight engine produces a prodigious amount of power, thanks to the assistance of the Schwitzer-Cummins manufactured supercharger. The little aluminum box near the center of the engine is the Startix.
What will she do? The Super-Charged Speedster weighs 3,706 pounds which produces a stunning weight to power ratio of 24.71 to 1. To put this into perspective, see the chart below: Comparison Chart 1935 Make/Model Weight Auburn SC Speedster 3,706 Auburn SC Coupe 3,565 Cadillac V-16 Conv. Coupe 5,840 Packard 12 Coupe Roadster 5,480 Pierce-Arrow 12 Sedan 5,250
HP 150 150 185 175 175
Ratio 24.71 23.77 31.57 31.31 30.00
The chart contains a couple of anomalies. The first is why does it include a Pierce-Arrow Sedan and not a lighter Convertible or Coupe? The answer is that there are no reliable published weights but for the sedan. The other anomaly is how come the Speedster only places a close second to the Auburn Super-Charged Coupe? The answer is that the Coupe, plus a couple of other body styles, weigh marginally less than the Speedster. Nonetheless, the Speedster is very fast and the difference is marginal. Expect a zero to sixty miles per hour time of about 14.5 seconds. The Speedster should top out at just over the century mark and no more than 102 MPH. While motoring down a palm tree lined south Florida road, we come to a stop sign. Pressing down on the brake pedal actuates the Bendix hydraulic brakes. By now, most motor cars were equipped with four wheel internal expanding brakes and the Speedster is not an exception. Total braking area is 194.2 square inches which results in a ratio of pounds to one square inch of brake material of 19.08 to 1. The following chart compares stopping ability : Comparison Chart 1935 Make/Model Weight Braking Auburn SC Speedster 3,706 194.2 Auburn SC Coupe 3,565 194.2 Cadillac V-16 Conv. Coupe 5,840 237.7 Packard 12 Coupe Roadster 5,480 283.7 Pierce-Arrow 12 Sedan 5,250 342.0
Area Ratio 19.08 18.36 24.57 19.32 15.35
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This is the perfect two-seater Full Classic car for those with big feet. The unusual scalloped shape of the “A” pillar permits easy access into the Auburn Speedster.
Pierce-Arrow appears to win the brake safety contest. Not only does the Pierce Twelve have the greatest ability to stop but the same size brakes were on all their models, many of which were lighter. However, it is now understood that during braking, weight is transferred from the rear axle to the front axle. Therefore, the front brakes are doing most of the work and require a greater braking ability than the rear set of brakes. Pierce was biased to the rear, viz.: 53% rear to 47% front which somewhat diminishes their supremacy. Cadillac appears to place a distant last. Ironically, it has the best proportion of braking front to rear, viz.: 60% front and 40% rear. Cadillac was able to get more out of fewer square inches of brake material. The remaining competitors have a more conventional proportion of 50% to 50%. Packard comes in a very close third. Whether taking into consideration or ignoring braking proportion between the front and rear brakes, the pair of Auburns place an honorable second in the stopping contest. But the way is clear and it’s time to accelerate. The accelerator spring is light and takes getting used to. Apparently you’re not used to it yet as the car stalls. Rather than have to restart the engine, the Startix kicks in almost instantaneously and once again we are on our way. Startix was available from Bendix. It has a relay and a couple of solenoids with movable plungers contained in a little metal box. When turned on, it acts as an automatic starting switch. It also will restart a stalled engine. As we continue on our road test, the Columbia Dual-Ratio rear-end intrigues you. In 1935, turning a lever located on the steering wheel changed the rear-end ratio from an in-city 5.1 to 1 ratio to a super highway of the future ratio of 3.47 to 1. Even today, this useful tool effectively creates a six-speed automobile. For most of this trip in the open Auburn, the 3.47 to 1 ratio is opted as the ratio of choice. The gear change is vague but the synchromesh in the top two gears is quite good. Even the dry single plate clutch isn’t heavy. Pot holes are uncommon in south Florida but every now and then one turns up unexpectedly, like right now. Swerving to avoid a bottomless pit, the Ross Gear and Tool Company cam and lever steering box turns out not only to be light but relatively quick at 3½ turns lock to lock. The conventionally semi-elliptic silco-manga24
The instrument panel incorporates three glass enclosed instruments housing all the necessary dials and gauges including the center housing that is reserved exclusively for the tachometer. Also found within the instrument panel are two knobs, one for choke and the other may be used as a hand throttle for a fast cold idle. The glove box holds a radio, clock and a plaque that is signed by famous race car driver and future Mayor of Salt Lake City, Ab Jenkins, attesting that this particular Speedster attained 100.8 MPH. In fact, only a few Speedsters were tested and they did exceed 100 MPH. The vast majority were not so tested but all had plaques affixed to the glove box claiming various speeds just in excess of 100 MPH.
nese springs coupled with Spicer Manufacturing Company dual acting shock absorbers offer a comfortable and controlled ride. We came to determine if this gal’s beauty is merely skin deep. The Speedster’s beauty certainly extends far deeper than her metal skin. As the Speedster is returned to its owner, there is but one regret. Few were made and those few that survived are extremely expensive. But then if you could find an Auburn Super-Charged Coupe, it may not look quite as gorgeous but it would be much more affordable and it would be really fast. Specifications Engine in-line eight Displacement 279.9 cubic inches Bore x stroke 3 1/16" X 4¾" Compression ratio 6.5 to 1 Horsepower 150 @ 4,000 RPM Torque 232 ft/lbs @ 2,800 RPM Main Bearings 5 Induction system 1" dual throat downdraft Stromberg & mechanical pump Clutch Single 9" Long dry plate Transmission 3 speed, synchro 2nd & 3rd Rear axle Columbia Dual-Ratio Rear axle ratios 5.1 to 1 & 3.47 to 1 Steering Ross cam and lever Turns lock to lock 3½ Brakes Hydraulic 4 wheel internal expanding Brake lining area 194.2 sq. in. Suspension semi-elliptic springs & dual acting Spicer hydraulic lever type shocks Wheelbase 127 inches Fuel tank capacity 20 gallons Tire size 6.50X16 Weight 3,706 pounds January - February 2018
You are viewing the front passenger’s side of the undercarriage. The rubberized line terminating at the back of the brake drum is the hydraulic brake line. The cylinder affixed to the frame with a horizontal lever and a vertical rod is the Spicer manufactured dual acting lever type hydraulic shock absorber. The springs are wrapped in a material called terneplate. It is an alloy originally composed of four parts lead to one part tin. When painted it has a life expectancy of ninety years. Today, zinc has replaced lead in a ratio of 50% zinc to 50% tin. Terneplate is strong, very corrosion resistant, extremely malleable and inexpensive. When it’s time to inspect the springs, the terneplate can be easily removed and reused numerous times before breaking.
Auburn Super-Charged Speedster advertisements were openly suggestive. How many men bought the boattailed Auburn expecting girls to swoon the moment they drove up to the racquet club? The body is voluptuous. It could be easily mistaken for a French custom bodied motor car.
Owner, Dave Gaunt, is just beginning to enjoy his automotive toy. At the beginning of the road test, the Auburn had been driven a mere 25 miles since restoration. Soon, Dave intends to retire the Auburn from the show circuit. Then he will drive the Auburn which will deliver pleasure as only a SuperCharged Speedster can.
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A Barn Find Full Classic® Cadillac
Article & Images by Phil Fischer Being a regular reader of Old Cars Weekly and Hemmings Classic Car magazines, I never tire of reading about the lucky guy who discovers that “barn find” automobile lurking in a dusty corner of a farmer’s barn. I have a friend, Brian Segrest, who has come to a few CCCA events and has an interest in prewar Full Classic®. Brian is always surfing the Internet looking at prewar vehicles. In late August he sent me a text message with an attachment of a “Craigslist” ad, for a 1941 Cadillac. He told me he intended to look at the car the next day. After looking for quite a while, he finally found a car that really peaked his interest. The ad had been run previously on “Craigslist”, but did not list an asking price at that time, so he ignored it. He felt it probably had quite a high asking price, judging from the photos. The second time the ad appeared on the Internet, it had a price. This is where the story gets interesting. The price was $ 4500.00. The accompanying photographs showed a very clean looking 1941 Cadillac Series 6219D Touring Sedan. We all know what our first thought is, “this has to be the wrong price”, or “it must be a scam of some sort”. My friend Brian is no different than all the rest of us, skeptical of the ad, but couldn’t resist calling the seller. The story relayed to Brian by the seller was that the current owner was his father and he listed the 26
Cadillac on the Internet for him. The car had been parked in the barn on the farm, since 2001. The story continued. It was driven into the barn in 2001 but now needed the brakes repaired. Brian immediately made an appointment to see the Cadillac. He sent me a text message to tell me he was going to look at the Cadillac. I told him to keep me posted on how things went. The next day he sent me a cell phone photo of the Cadillac and it looked to be a very nice car. In his text he told me the car actually looks better in person than in the photo ad. He included a photo of the Trim tag and I was able to determine the Series information for him. This peaked my interest. I had to see this car for myself. Brian was able to negotiate the price down to $ 4000 and I couldn’t believe it. He left a deposit to insure no other potential buyer would get “his” Cadillac. Two days later Brian hooked up his car trailer and we drove to the farm to get the Cadillac. As we drove up the dirt driveway and turned around back to the barn area, a glossy black 1941 Cadillac with red wheels came into view. I was impressed! There sat a really nice 1941 Cadillac. Figuring that there might be an interesting story for the “Torque” magazine with Brian’s barn find, I had brought along my digital camera to document his purchase. I began taking photos of the Cadillac, the exterior, the January - February 2018
Opposite page top: New Michigan Region member Brian Segrest straps his “new” barn-find Cadillac to the trailer for the ride home.
Opposite page bottom: Rear view of the Cadillac show the good condition of the exterior.
Clockwise from above left: another front quarter view of the Series 6219 Touring Sedan; engine compartment shows use, but nothing serious; front seating compartment shows very well with good upholstery and instrument panel and guages; rear compartment is equally nice.
interior, under the hood and the trunk. I examined the Cadillac and determined that this Cadillac had never been altered in any way and appeared to be a relatively unmolested survivor.
wise it just showed the years of driving use. The only thing I found missing was a disconnected radiator thermostat rod and the vanes behind the grill had been removed.
A few minutes later, the owner’s son appeared and I began to ask him questions and he filled in the gaps in the story. Apparently, his father had gone to Auburn, Indiana for the auction in September, 1996. Although he did not buy the Cadillac at the auction itself, he did buy it from a “for sale” sign on the grounds. The Cadillac was from California and still had the “black plates” attached. His father hardly drove the Cadillac over the next few years and finally just drove it into the barn in 2001 and parked it.
This 1941 Cadillac, with some TLC, would be a great touring car for CCCA events. The final chapter in our story involved getting the Cadillac onto the car trailer. Brian, unfamiliar with the car, asked me to drive it on the trailer. Being an early 1941 Cadillac, it is a three speed standard shift. But herein lies the issue. The emergency brake worked, but have you ever tried to steer and at the same time pull the emergency brake handle to stop, while squeezing onto a car trailer and keep from falling off the ramps or smash the front end of the car into the nose of the trailer! It was a harrowing experience, but I made it without any damage.
Checking the Cadillac out thoroughly, I found no rust anywhere on the body. The paint shined and was probably a 1990’s repaint. The chrome is presentable with very few pitted areas. The car started easily and settled into that quiet, “Cadillac” idle. No exhaust noise or oil leaks underneath. All the glass is excellent, date coded, and original. Under the hood, the water pump had a leaky shaft, other-
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You be the judge. I have included several photographs of Brian’s Cadillac. Do you think he found the ultimate barn find Cadillac? And, by the way, Brian is now one of the Michigan Region's newest members so welcome him when you see him at an upcoming event with his "new" Cadillac. 27
1937-48 Cadillac Water Pump Rebuild Article & Images by Phil Fischer
Recently, the opportunity presented itself to tackle the task of rebuilding the water pump from a 1941 Cadillac. This is something that I have never tried in the past, but I felt “what the heck”, it’s already shot and maybe I can learn something. I ordered a rebuild kit that was purported to be an upgrade from the older style rebuild kits with parts manufactured with modern materials to insure a longer, leak free life. The process of this rebuild proved to be a little more daunting task than I anticipated. I started by removing the 5/8” nut and lock washer holding the water pump pulley on the impeller shaft. The pulley is a tight fit. With a “woodruff key” to keep it from spinning on the shaft. I placed the water pump in the vise and using a hammer, pounded on the end of the impeller shaft. This drove the shaft down into the water pump body and freed up the pulley. I salvaged the “woodruff key”, although a new one is included in the kit. As I removed each part, I laid them out in sequence on a flat board. The next issue was to move the bearing retainer rearward from where it fits into the front bearing. The bearing retainer is critical for two reasons: one, it is designed to capture two small split keys (half-moon keys) that prevent the impeller shaft from moving forward and back within the housing and secondly, it fits snugly into the center of the front bearing as a retainer and keeps the impeller shaft straight. This bearing retainer proved to be a real pain to break free. It was so tight a fit on the impeller shaft that my pounding on the end of the shaft failed to get it to move. Here is where good old “Yankee” ingenuity comes into play. I placed a 5/8" open end wrench over the impeller shaft where it protrudes from the water pump body providing a hard surface when the bearing retainer on the impeller shaft was moved backwards and could move no more. I pounded the front end of the impeller shaft back into the pump body. When the retainer met the open end of the wrench, it blocked it from further rearward movement. The impeller shaft then continued to move rearward as I struck it with the hammer. Eventually, the retainer slipped free of the impeller shaft. This allowed access to the two small split keys which fell away from the shaft. IMPORTANT: 28
Above right: Phil’s old impeller showing damage from using the wrong grease. Above left: All parts removed from the pump in order of removal.
do not lose these split keys as they are not included in any rebuild kits and must be reused. Without them, the impeller shaft is free to move forward and backward and the front bearing could wander out of the housing. With the bearing retainer issue completed, the impeller shaft slid out of the water pump housing without incident. Using a flat punch, I removed the internal packing and seals from the gland. I laid out each part as it was removed, to aid in reassembly. Comparing the new parts to the used parts, it was apparent the nylon ring inserts replaced the metal inserts I had removed. The seals appeared to be made of the same material as the old parts. One thing that struck me as odd was that there was no evidence of water pump grease on the parts I removed or in the housing. Following the instructions to the letter didn’t help when some steps in the sequence were a little vague, causing confusion on how each part was placed back into the water pump housing. The instructions indicated that the tools needed included a 7/8” reamer. Not having one did not prove to be an issue. Using a micrometer, I measured the diameter of the opening of the gland in the housing and it was 7/8”. I thought that this gland was like the inner surface of a brake wheel cylinder where the seals seated. Using some emery paper, I polished the inner surface of the gland. It was quite smooth to begin with but, as the instructions pointed out, the entire seal assembly is designed to move freely within the gland. The seal assembly I removed did not appear to be a free moving assembly. It required some pounding to free each part from the housing. It took three tries putting the seal assembly together in the water pump housing. I kept having one left over black flexible seal. A check on the internet revealed that the kit that was ordered contained three white nylon “rings” and four black flexible seals. The old parts removed from the housing consisted of three metal “rings” and three black flexible seals. Adding more to the confusion, the photo copies January - February 2018
Clockwise from top left: Empty pump body with new parts kit; fully reassembled unpainted pump; old parts in sequence removed (only 3 seals removed); old parts as they would be assembled in pump; new parts in order of installation (4 seals to be installed); finished pump; pump with parts less impeller shaft; bearing retainer that captures impeller shaft split keys; 2nd page of instructions showing slightly different number of seals installed. included with the written Below: Page of instructions showing installation sequence.
of pages from a vintage “Motor Manual”, instructions from the seller of the kit, all showed a position using three of the four flexible seals during reassembly. I reassembled the seal assembly as the original assembly was removed from the housing with the exception that I added a flexible seal in the location shown on the photo copy diagram. I inserted one piece at a time using light oil liberally on all the parts. This eased the insertion of the parts into the pump body gland. The impeller shaft is next to be inserted from the front of the housing. It must be finessed through the seals carefully as to not damage them. Once the shaft cleared the seals, the front bearing retainer is installed. Again, since I had so much trouble removing the bearing retainer when disassembling the water pump, I found that the inner surface of the retainer needed a little polishing with the emery paper. I also polished the outer surface of the retainer where it slips into the front bearing. The next step is where the two” half-moon” keys are inserted into the rear opening of the bearing retainer. They fit into the notch cut into the impeller shaft, and the bearing retainer then slides over them, securing them in place. Lastly, the front bearing is inserted into the water pump housing using a large “socket”. That allowed me to carefully press the front bearing down into the housing. The inner surface of the front bearing captures the bearing retainer as it is pressed down. A “snap ring” is inserted into the groove of the front bearing housing locking everything in place. Now the water pump is completely assembled and lacking only the impeller being pressed onto the impeller shaft. An arbor press is needed to perform this task so this was farmed out to a machine shop. The last step is critical to insure no future problems with leaks. You need to install a small amount of water pump grease through the grease fitting on the pump. Too much pressure from a “pump style” grease gun will make all your hard work a wasted effort. The instructions recommend a small 3 lb. to 5 lb. maximum pressure January - February 2018
grease gun be used. From personal experience, I can attest to what happens if you over pressure the grease in the water pump and use a petroleum based grease. Use only special “water pump grease” which is not petroleum based. I have included a photo of the impeller shaft removed from the freshly rebuilt water pump on my 1941 Cadillac last year. The water pump had only a few months and a few hundred miles on it. I used my pump grease gun to grease the pump, but I must have pushed too much of the wrong grease into the housing. I believe this caused all the seals and metal rings to be pushed out of alignment. The result, as you can see in the photo, is gouges and grooves in the impeller shaft. That relatively new rebuild began leaking like a sieve. CAUTION, do not use petroleum base grease. I must admit that the impetus to do this rebuild comes from our newest CCCA Michigan Region member, Brian Segrest. He just purchased a Cadillac Series 6219D, needing a little mechanical TLC (See previous article). I volunteered to help him out with the rebuild and Brian stood by and gave a helping hand when needed. 29
Jim Quinlan Interviews‌‌ Franklin Q. Hershey Walter M. Murphy Company Coach Builders From Torque September/October 1975 My first acquaintance with Franklin Q. Hershey was at Ford Motor Styling in 1954. Frank was Chief Stylist, Ford Car and Truck Styling. His responsibility was designing the Ford Division products: Ford, '55 Thunderbird, trucks and show cars such as the Ford Mystere. At that time, I was on vacation from my work in New York City. To make a long story short, Frank contacted me and asked me if I'd like to join the Ford team? I said I didn't have any experience designing cars. He asked if I liked cars. Of course, I said yes and he resounded with "you're hired". Frank is a super active guy, always on the move. Today he lives a few feet from the ocean in a charming beach house in Manhattan Beach, California. He recently was the key speaker at the "World of Cars" dinner sponsored by the Southern California Region CCCA. There he reminisced with Struther McMinn about "the way we used to design". But Frank is not one to look to the past. Today he is director of design for a major automobile parts corporation and owns and rides five motorcycles. Motor Cross racing takes up most of his leisure time. While in California, Kathy, my good wife, and I contacted Frank. While we reminisced, I asked him if he could tell us a little about working at the Murphy Body Company in California. He said he would be delighted and over a couple of cocktails he began to relate...... "My family came to California in 1908. We settled in Beverly Hills in 1909. Do you know there were only four houses in Beverly Hills then? Ours was the fifth to be built. Father drove a Lozier Speed About and shot wild quail right in Beverly Hills". J.Q.: Was your father interested in cars? F.Q.H.: Oh, yes. Father and mother both knew Henry Leland, the Dodge brothers and Henry Ford. Actually, Leland and his son were good friends of the family. My mother, Clara Quick Hershey, was a car enthusiast. She had her own cars and drove them from 1903 until 1927. She was the first lady in Detroit to drive. 30
J.Q.: Don Lee was a famous California auto dealer that did some early custom body work for movie personalities, wasn't he? F.Q.H.: Yes, in fact Henry Leland introduced mother to Don Lee. He was one of the first California car dealers. She bought a Cadillac a year from him for many years starting about 1910. J.Q.: And how about you Frank, were you ever influenced by the family cars? F.Q.H.: Certainly! Beginning when our chauffeur taught me to drive, maybe even before. J.Q.: Tell me about your experiences at Murphy. F.Q.H.: Philip Johnson got me the job at Murphy. He was our family lawyer. I was attending college at the time, but I quit to work for Murphy. That was in 1928. I had my own cot at the place. Sometimes I worked there day and night. J.Q.: Who at Murphy was your supervisor? F.Q.H.: Well, Frank Spring was the Managing Director at Murphy, which means he directed sales and style sometimes. Want to hear a story about the presentation we made to E.L. Cord? J.Q.: Yes, talk on! F.Q.H.: Frank Spring charged us with designing ten body proposals on the Cord L29 chassis. He pretty much told us what to draw. I was not enamored by his design direction, but I rendered the ten as he directed. After finishing these, I did six versions of my own. Well, the time for the presentation had come and we had the area set up upstairs at Murphy Body to show Mr. Cord and company some custom bodied L29s. Mr. Cord entered in his usual manner. Jim, he was profane loudmouth guy. Anyway, Frank spring made the January - February 2018
L-29 Cord
Marmon sixteen proposal for Murphy by Frank Hershey
L-29 Cord
Duesenberg
L-29 Cord
Duesenberg
duPont
Duesenberg
Packard
Hupmobile
January - February 2018
Duesenberg
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Above: Dr. Seeley G. Mudd’s Doble rebodied by W. Murphy and F. Hershey. Notice the Peerless type fenders and how they related beautifully with the massive hood and radiator. Right: Frank Hershey (left) with unidentified GM clay modeler.
presentation. Mr. Cord was not impressed. After the presentation, he asked about the six easels draped with cloth in the back of the room. Frank Spring, surprised and curious, uncovered my "Hershey" designs. Immediately, E.L. Cord exclaimed "Why didn't you show me these #?*@#! in the first place!". Frank Spring was taken aback slightly, but was delighted by Mr. Cord's enthusiasm. J.Q.: Do you know who actually designed the chassis of the L29 (hood, shell, fenders, cowl, all except body)? F.Q.H.: Al Leamy did. He worked for E.L. Cord. J.Q.: Who else worked with you at Murphy body? F.Q.H.: Phil Wright and I worked together there. In fact, he taught me how to render car designs in water color. He was an excellent stylist - a fine person also. He worked less than a year with me. Later on I was inspired by the rendering technique of W. Stickney and gave up water color work for a more opaque medium. I felt this technique had a more finished appearance.
of his home in San Marino, California. One is a Duesenberg, four-door sedan with an extra long hood and cowl. The other car, I'm rather proud of. It's a Doble steamer. Frank Spring asked me to work with Dr. Mudd and redesign his then existing older style phaeton into a roadster. Frank then left for a trip and I worked directly with Dr. Mudd. He wanted something special so I gave it to him! I sold him side tire mounts, Peerless fenders and Brewster wheel disks at $200 apiece. All in all, he bought $5,500 worth of extras above and beyond the cost of the new body.
F.Q.H.: Yes, the coupe and a sedan were built. The sedan was shown in Chicago. A phaeton was later built. That one was designed by Phil Wright.
I thought Frank Spring would fire me when he got back and he almost did until he found that Dr. Mudd approved and was delighted with the combination of ingredients that made up this beauty. After the car was built Dr. Mudd let me drive his $25,000 Doble occasionally. This roadster is still in existence today. I saw it at a meet in Northern California about seven years ago. The hood relationship to the Peerless type fenders is really gorgeous as you can see in the photo. The Doble has Peerless bumpers and Hupmobile taillight. I think it all went together very well.
J.Q.: I understand that Murphy Body Company worked on some proposals for the Marmon Sixteen also.
J.Q.: Speaking of Peerless, the Peerless Sixteen body style was your crowning glory at Murphy Body Company wasn't it Frank?
F.Q.H.: We did. We sent the designs to the Marmon Company in Indianapolis. Walter Dorwin Teague designed the final car. I think he "borrowed" ideas from other custom body builders, including Murphy. I didn't like the final result of the car.
F.Q.H.: I think so. It was a complete design job.
J.Q.: I think it was styled very well, quite impressive.
F.Q.H.: No, I thought it was a nice thing to do. The drip moldings instead of being outside of the car were placed inside the top of the door openings. This method helped simplify the design and make a more pure modern statement. You notice there are no moldings on the body, just on the fenders and running boards for style accent.
J.Q.: I forgot to ask. Were any of the custom Murphy L29 Cords built?
F.Q.H.: Well, to tell you the truth, today it looks better to me. At the time, I didn't like the overall workout.
J.Q.: The door cut line extends over inside the roof line on your design. Did you do that for a functional reason?
J.Q.: Does any Murphy Body Company client come to mind? F.Q.H: Dr. Seeley G. Mudd, who was head of the tuberculosis society, was a good customer of Murphy. He had several cars bodied by us. Here are two pictures of his cars. Both taken in front 32
Frank suggested it was time to leave for dinner. He asked Kathy if she liked Polynesian food. "Of course", she said. "Then Beach Bum Bert's is the place". An unlikely name for a restaurant, but
January - February 2018
Dr. Seeley G. Mudd’s Duesenberg taken in front of his house in San Marino. This car was later rebodied as a fast back coupe by Bohman and Schwartz in 1937. Note the painted radiator shell.
Come be part of the 8th Annual Le Concours de Livingston Classic Car Event Overlooking the lake at
A Duesenberg body designed by Frank Hershey.
Near US23 and M59 in Hartland, MI Live Music, Exquisite Food, & Adult Beverages More info at www.leconcours.org
typical of Southern California. From then on Frank talked about his current work and Motor Cross racing. It was a great evening discussing the past and present of a man that had tremendous influence on automotive history. Franklin Quick Hershey's name has been a bit obscure compared to Ray Dietrich and Gordon Buehrig, but if there is an Academy Award given for best performance on Classic Car design, Frank will be counted among the greats of the industry.
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The Steering Column By Tlanda McDonald Hello to all, Sadly as you read this message our 2017 classic car season is a distant memory and even your holiday season has passed. I trust it was enjoyable and brought many opportunities for warm family moments and good cheer. As we enter 2018, I would like to highlight that the Michigan Region will have a January “crank-up” event this year. Traditionally our first activity is in February as we were accustomed to the CCCA National Annual Meeting being in January. This year National has moved to April 15 in Branson, Missouri. The reasonably central location means many of us will be in attendance – I hope that includes plenty of Michigan Region people and you!!! Our own Michigan Region Annual Meeting just took place and what day it was. Those in attendance were treated to a lovely “new” setting for our club, The Knollwood Country Club, and to a delicious affair under the most careful guidance of Diane and Ara Ekisian. Splendid day. I had the pleasure of announcing our election results – each of the 4 incumbents was reelected and of welcoming our newest Board member, Grag Stachura, while thanking Dan Clements for his hard work on behalf of the Region. As you read every word on every page of this Torque edition, I hope you see your name mentioned many times! If not, why not? Your hard working Activities Committee aims to create fun and unique events that all will enjoy. Their success is measured by the number of people who participate and the enjoyment they create. Naturally it is more fun when more car lovers gather. I regularly hear praise and comments indicating what a good time someone had and reflecting that they should do it more often. I concur!!! So I look forward to ALL of you participating and driving those wonderful automobiles that brought us together to begin with. Expecting that you will read these comments in early 2018 may I wish you a happy and healthy 2018 with many motoring pleasures. See you along the way,
Tlanda
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January - February 2018