2016 November/December Torque by james fitzgerald

November - December 2016

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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. ®

November - December 2016

Inside This Issue Michigan Region 2016 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: Rocky Romeo’s 1927 Lincoln L Sport Sedan…………………………...7 Back Cover Story: Lee Wolff’s 1923 Rolls-Royce Silver Ghost Phaeton…………….11 The 2016 Concours d’Elegance of America at St. John’s….….………………………13 The 2016 Ice Cream Social.………………………………………………………….16 The 2016 Steak Roast……………….……………………………….……………….18 A Mighty Lincoln - and its Owners…….…………………………………………….20 Ernest Seaholm - The Classic Era’s Forgotton Man…………………………………24 1941 Cadillac Dual Action Fuel Pump Rebuild.……………………………………..28 Re Torque.…………..……………………………………………………………….30 Michigan Region Torque Statement of Ownership…………………………………..30 Obituary.…………………………………………………………………………..…31 The Steering Column…………………….…………………………………………..32

November - December 2016

2016 Leadership www.classiccarsofmichigan.com 4717 Maddie Lane Dearborn, MI 48126

Board of Managers Director

Publications Committee Torque Editor

Paul Wise

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

(313) 492-0284 sandrawise@me.com

Assistant Director

Tlanda McDonald (248) 563-5651 tlmcdonald999@comcast.net

Secretary/Torque Editor

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

Projects/Advertising

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

Activities

Ara Ekizian (248) 851-4069 dlekizian@yahoo.com

Activities

Club Photographer

Don Wood III (586)201-3391 donwoodiii@gmail.com

Classic Vibrations Editor

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

Staff Paul Ayres

Bram Over

Wally Donoghue

Ed Meurer III

Ann Donoghue

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

Activities

(248)722-8375 Bobish1@comcast.net

Greg Kosmatka (313) 882-7980 grk129@sbcglobal.net

Membership

Bob Ferrand

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

Treasurer

Torque Cover Editor

Cover Photos: Don Wood III

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

Grand Classic

Nancy Seyfarth

Area Head Judge

(313) 436-8327 nancyseyfarth@aol.com

Grand Classic

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

November - December 2016

Bruce Thomas (248) 594-6499

No.446

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.

November - December 2016

Michigan Region 2016 Activities Calendar November 6, Sunday - Regional Annual Dinner Meeting February 12, Sunday - Crank Up Event March 30-April 2, 2017 - CCCA National Annual Meeting, Reno, Nevada April 15, Saturday - Local Activity May 14, 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

November - December 2016

From Your Editor By Rich Ray

This issue of Torque highlights why it is so enjoyable to be a part of the Michigan Region CCCA. As Hillary used to tell Bill: It's the activities, stupid! And this issue covers them starting with the Concours d'Elegance of America at St. John's (not really our activity, but you wouldn't know it from the level of participation by our members), the Annual Ice Cream Social at Barthel's and the Annual Steak Roast at the Rachwal's. Both events were well attended with great weather, food and friends. This issue also has the blues, but not out of sadness, but by being wrapped in covers with two "brilliantly" blue cars, Rocky Romeo's Lincoln and Lee Wolff's Rolls-Royce. These two beautiful ClassicsÂŽ never go unnoticed on the show field. We also have a fine article by Michigan Region member David Schultz about the ownership history of his 1931 Lincoln that has been owned by Michigan Region members for as long, or maybe longer than the region has existed. It is a beautiful car and a great story. Finally, we have a history lesson on a man who is virtually unknown, but contributed significantly to the development of ClassicÂŽ Cadillacs as we know them and some tips on extending the life of a Cadillac fuel pump. If you have a great story about your Classic or some tips on how to keep it running, please send them along to me. This magazine is only as good as the material the members contribute.

Rich

November - December 2016

Torque Advertising Rates One Year (6 Issues)

Single Issue

Color Full Page ½ Page ¼ Page

$1,100 $600 $320

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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

November - December 2016

1927 Lincoln Model L Sport Sedan By Rocky Romeo

Photos by Don Wood III and The Author Prior to joining the Classic Car Club of America, I had only seen pictures of open front town cars. After joining, I saw Katie Robbin's 1938 Cadillac V16 Fleetwood Town Car and several other town cars and, in my mind, I considered them the best example of the Full ClassicÂŽ car. I decided that my next car would be a Lincoln open front car. I called all the contacts I had, all the listings of car sales, Hemmings and auctions for over two years. In August, 1998, I received the latest edition of the Fork and Blade, the Lincoln Club publication, and in it was an article about this widow in Phoenix who had a 1927 Lincoln open front town car for sale. I called her immediately. She knew very little about the car except it drove good and had no rust. I asked her to send me a picture. She did not have a picture of the actual car, but had a large picture of the car it was copied from. The town car in the picture was a 1925 Lincoln Town Car. On the back of the picture was the following: "Mary Pickford, 1925 Town Brougham. My 1927 "L" is the Rollston Mills "duplicate" of her car. Rollston Mills received permission to copy the custom coachwork by Murphy Body of Pasadena. Exceptions on the duplication are, the running board were left original, the "carriage" leather fenders and individual step plates were not fitted to the Mills Brougham. Also, 1927 was the first year four-wheel brakes on Lincoln and the last year for nickel plating (chrome started in 1928). V8 out of step firing order, 90 HP, 3 3/8 x 5 1/2 stroke and bore." She said the car was only used for parades while her husband owned it and did not know anything about the prior owners. November - December 2016

On the strength of the picture she sent me, I asked a friend in Phoenix, who was involved with 1932 Lincolns, to inspect the 1927 Lincoln. I sent him a list of fifteen items to check and to drive the car if possible. The car was located close to his business so he inspected and drove it the following day. She told him she had sent me a picture. All items on the list were good and it drove good. I then began negotiating on the price. We finally agreed and I sent her a check. I then called Reliable Transportation to pick it up and deliver it to my home. About a week later, Reliable called to tell me they were picking it up and it would be in their warehouse in a few days and would call me when it arrived. Three days later, they called to tell me it was in their warehouse and I could come out and inspect it. It was after 7 pm, but I could not wait until the next day so my wife and I went to see our open front town car. By this time, it was getting dark and the warehouse lighting was poor. What I saw was not what I expected, however, but I decided I would wait until I could see it in the daylight. The following morning, it was delivered to my house. After a close inspection, my fears from the previous night were confirmed. It looked like a homemade conversion of a standard 4-door sedan. The front door window frames were cut off and the rough edges were still exposed. The windshield frame had been cut off like the doors including the A post and the frame was made of 2x4 lumber, the front seat had been moved ahead ten inches and the seat cushion was shortened ten inches. This was done to make room for a roll up divider window and the cabinet to hold the window operating mechanism. The roof had been cut off at the B posts which had been modified to support the roll up window. The rear door panels and the cabinet for the divider were trimmed in wood. The original headlights had been replaced with the largest round lights I have ever seen. 9

Clockwise from above: the business end of the 1927 Lincoln; the instrument panel offers a full selection of gages; an elegant flower vase in the rear compartment; the Lincoln greyhound hood ornament; the simple tail lamp; the rear quarter view with trunk and rear mounted spare tire.

At this point, I was thoroughly disgusted, demoralized and very upset. There was nothing I could do; she was in Phoenix with the money and I was here with a worthless 1927 Lincoln 4-door sedan. I was so upset that I did not want any of my friends or neighbors to see it. Fortunately I was renting part of a building and had room for one more vehicle. I immediately drove it there and covered it up so it could not be seen. I then began trying to find ways to get rid of it. Sell it as is, sell it for parts, look for a body. It sat for about 22 months and did nothing. At the time I was overseeing a restoration at RM Classic Cars in Canada. I was going there every three weeks to review progress and approve bills. During one of these trips, Mike Fairbairn heard me telling one of the workers about the 1927 Lincoln and asked about it. I described all the problems and he said they could all be fixed. At that time, RM had a show room in Ypsilanti, MI and had trucks going both ways. They could pick up my Lincoln and give me a written estimate on my next visit. I knew their price would be high, but the quality was top notch and if the price was within reason, I would have them do all or most of it. Unfortunately the estimate, with a number of open issues, was about three times what the 10

completed car would be worth. The car was placed outside waiting for a return trip to my storage building. On my next trip to RM, with the car still in their parking lot, one of the employees asked me what I was going to do with the car. I told him I was going to Hershey and see if I could find the missing parts. He said he was going to start his own shop and he could do all the necessary woodwork for much less than RM. I had seen his work and it was excellent. Hershey was three weeks away and I started calling people about Lincoln parts. My first call was to an acquaintance in Washington state who was restoring an early Lincoln. He did not have any parts, but had a friend who might be able to help me. I called and listed the parts I needed: a complete windshield, headlights and bar and two front doors for a Model 144. He had the windshield with all the hardware, but no doors. He said he was going to Hershey and could bring the parts to me. He suggested I call Joe Rogers in Pennsylvania and he had a right front door and two rear doors for the Model 144 as well as headlights and bars. I got them all at Hershey; now I had the most important parts and could start the restoration of the November - December 2016

Clockwise from above: the original “Mary Pickford” 1925 L Town Brougham of which Rocky’s 1927 L is the Rollston Mills duplicate; the Lincoln as originally purchased by Rocky Romeo; the rear door trim after restoration; the rear compartment with unique interior door trim and divider on the left before Rocky’s restoration; the rear passenger compartment after restoration; the front compartment after restoration with a beautiful leather trim.

Lincoln. As soon as I returned home, I called Dave to pick up the Lincoln and take it to his shop. In December, I went to his shop where the cowl sheet meal had been removed so the bottom of the A posts could be removed. He also had inspected the rest of the body wood and determined that the B post and most of the body wood, including the top bows were bad. He also said most of the doors would need patches. I told him to do what it took to make it right. I left and said I would be back in three months. When I returned, the A posts were finished and the cowl metal back in place; also the windshield frame was completed. At that rate I was sure that all the wood work would be done in eight to ten months. On my next visit, only the B posts were completed and in place. On my next visit, there was very little progress, only one door frame had been repaired and some top bows installed. The work was getting slower. After two years, the following items were not done: one door frame, final fitting of the doors, installation of hardware, window mechanism, door latches, etc., and some door sheetmetal. When I started to discuss the time and get a firm finish date, he said he could not do anymore on my car. He had just taken a job with a pipe line company in northern Canada and I had to take November - December 2016

the car out in two weeks. Fortunately, Jake Carron, who was going to do the upholstery, just happened to stop by to find out when he should schedule his work. I was completely devastated and had no idea where to get this job finished or where to take the car. Jake said he had room in his shop and would bring his trailer and take it there and he could do some work. The following Saturday, we met and made sure we had all the loose parts, loaded the trailer and took them to Jake's shop. While we were unloading, Jake told me he had called a person he knew in Windsor who made hot rod bodies and asked him to come over and see if he would be interested in completing the wood work, install door panels, hardware and sheetmetal work on the left front fender. He agreed to do everything, but could not start for three or four weeks, because he has only room for one car at a time and has a job to finish. In four weeks, he took the car and completed it in six weeks. The car was then taken to a garage in Tilbury to check all electrical items, remove the gas tank for cleaning and painting and store until the paint shop was ready. In November, 2011, the paint shop began work. In mid-March, it was completed and sent to the upholstery shop. 11

Clockwise from above: the new A post and windshield frame are complete; Rocky proudly shows off the Lincoln at the 2015 Michigan Grand Classic in Dearborn; the Lincolnâ&#x20AC;&#x2122;s body is ready for the paint shop; final fitting of the door frames to the body; the front compartment before restoration; rough cuts of the new A posts.

Since I had been invited to enter the car in the first St. John's Concours, I was getting worried. It was late March and Jake worked alone. He assured me it would be done in time. On July 16, the upholstery was finished and we took the car for a drive. In less than 1/4 mile, the car stalled. After 10- 15 minutes, it started and we drove it back to load it on the trailer to deliver it back home and again it stalled and would not start. It was taken back to the garage to find the problem. It would start, but stall after a short time. The mechanics could not find the problem, so they started changing parts. The electric fuel pump was first and it made a difference. It ran for 1/2 hour several times, they felt the problem was solved. While in the garage, they found two window moldings were not finished and had to go back to the paint shop. I had left, but called each morning. Finally, on July 27, they told me the car was in the trailer and would meet me at St. Johns by noon the next day.

The car started and ran. I started it several times with no problem. When the show was over, I drove the car to the trailer, over 1/2 mile, with no problem.

As soon as it was off the trailer, we drove to the assigned display area. About 100 feet from the area, the engine stalled and would not start. We were towed to the display spot. After sitting for 20- 25 minutes, it started. We left for the day. I returned at 9 am Sunday.

I did not get my open front town car, but after 13 years, I ended with a very nice 1927 Lincoln Sport Sedan. I want to thank Jake Carron who basically took over when Dave quit. Also, I want to thank Joe Rogers who helped with doors and headlights and many small parts.

Several weeks later, I was taking a friend for a ride, it started and I drove it less than 1/2 block and it stalled. In about 15 minutes, it started and I drove it home. The following day I began looking for the problem. After all the normal checks, I removed the fuel line between the inline glass bowl filter and the carburetor, connected a can to the filter, turned on the fuel pump. At first it was a normal flow, but after a few minutes, it began to flow on and off. I turned the pump off and removed the filter and very carefully took it apart and found the bowl gasket was falling apart and a small piece was hanging very close to the outlet hold and could stop or reduce flow. A new inline filter was installed and no more stalls.

November - December 2016

1923 Rolls-Royce Silver Ghost Phaeton By Lee Wolff Photos by Don Wood III

I first saw this 1923 Rolls-Royce Silver Ghost Oxford Seven Passenger Tourer at the RM Auction at St. Johns in July 2014. The car looked great under the big tent. I looked it over thoroughly and noted that it virtually had no miles on it since restoration. I knew I wanted to bid on it, but had a figure in mind. Just before the car came up for auction I took a seat in the room. Just before it was to be auctioned, the auctioneer said the car had been “pulled” from the auction. I immediately went back out to the tent. The Rolls was sitting in the same place where I had seen it earlier. I inquired and was told the car would not start. A few days later, I called Gord Duff at RM and made an offer on the car, which was turned down. About nine months later, Gord called and asked if I was still interested in the Ghost. We made a deal over the phone. I had the car delivered to Cleveland and asked Steve Littin, of Vintage & Auto Rebuilds (an expert in Silver Ghosts) to come have a look. Spark plug wires were not properly connected. He connected them properly,

November - December 2016

made a few carburetor adjustments and the car started immediately (after adding a few gallons of fresh gas). The history is as follows - This Ghost received a frame off restoration in 1996, at a cost of $1,000,000 (so I am told). It’s owner at the time was from Atherton, California. In 1998, it was shown at Pebble Beach Concours de Elegance where it received 2nd Place in it’s Class. It was then sold to the Blackhawk Collection in Danville, California where it remained until 2012, when it was purchased by a Chinese corporation, who bought this Rolls along with a 1931 Phantom II. The story goes, that for some unknown reason they could not import either of these Rolls-Royces to China and after three years of trying put both up for auction. This car, entered in the Grand Classic in Dearborn 2015, was disqualified because it was “too nice” for touring class in which I entered. Not often having cars judged as we “tour” as often as possible, I did not feel the car was a high point car. Boy was I wrong, as it scored 97.5 points. It is a great car to show or drive as it will cruise down the highway at 70 mph and

Clockwise from above: the engine compartment with the Rolls-Royce 7.4L straight 6 cylinder engine producing 40 HP; the front compartment with full guages in a wood instrument panel and leather seats; the rear compartment with jump seat; leather gaiters cover the rear leaf spring exposed below the rear door; detail of the instrument cluster; spot lights and cowl lamps add an elegant touch to the exterior; the original unrestored trunk shows patina.

Right: Proud owner Lee Wolff with his Rolls at the 2015 Michigan Grand Classic.

obviously be eligible for Grand Classics in the future. This remains a wonderful car. Since shown in 2015, it has been on a Rolls-Royce Silver Ghost Association tour as well as local tours in and around Cleveland, Ohio. I plan to have it on the Summer Caravan and Grand Classic in Salem, Ohio in July 2016. 14

November - December 2016

The 2016

Concours d'Elegance of America Article and Photos by Wally Donoghue

At the Inn at St. John’s

The Concourse d’Elegance of America, held July 31, 2016, at the The classes of most interest to our Michigan Region CCCA memInn at St. Johns, is regarded as one of the most prestigious Concours bers were BD – Body By Dietrich, C – Auburn Cord, D – Duesenin the US alongside Pebble Beach and Amelia Island. Its origins go berg, E – American Classic Closed, G – American Classic Open, J back to 1979 when it was first held at Meadowbrook Hall in Roch– European Classic, and PA – Pierce Arrow. Michigan Region ester, MI. and called the Meadowbrook members who won awards are: Terry Concours d’Elegance. It continuously Adderley, 1916 Locomobile, Best in Gas grew in size and prestige over the next Light Class and 1930 Pierce Arrow, Best 10-20 years, establishing itself as one of in Pierce Arrow Class; Steve Plunkett, the best Concours. However, its growth 1934 Cadillac, Best in American Classic leveled off and for several reasons the Open Class and Most Significant Generlocation was proving to have a number of al Motors Grand Award Winner; Off shortcomings. For the 2011 Concours it Brothers, 1948 Alfa Romeo 6C, Best in was decided to move it to The Inn at St. European Post War Early Class; Lee Johns and this has proved to be a vastly Belf, 1911 Oldsmobile Limited, The superior location for many reasons, too Spirit of The Automobilist Grand Award many to list in this article. Since the Winner; Ed Schoenthaler, 1938 Horch, move it has grown continuously in size Best Use of Color Grand Award Winner; and prestige. This year the total attenTodd Nagler, 1921 Hispano Suiza, Most dance was just under 15,000 including Original Grand Award. both the car owners and the public. In addition to the main Concours on SunPart of the income benefits local nonday, there are additional activities on Friprofits and charities including Junior Diday and Saturday including tours, car Above: Enjoying the show are Ed Lucas, Marlene abetes Research Foundation, Project collection visits, dinners, seminars and an Donoghue and Lee Belf. Beautiful – Inside and Out, College For RM Sotheby's auction. The towns of Below: Michigan Region member Larry Moss serves Creative Studies and The Yankee Air Northville and Plymouth support it by as Chairman of the Concours. Museum. As an added bonus for the furnishing volunteers and Plymouth puts Concourse, The Yankee Air Museum on a band concert and car show on Friday made several passes over the field with evening. their B-25 Mitchell and their B-17 bomber, The Yankee Lady. It was quite a sight. The Sunday show this year featured 300 rare and outstanding cars ranging from the earliest brass era Putting on a Concours of this size requires the cars up to modern cars divided into 32 Classes. A support of sponsors, judges and about 400 volun1934 Packard 1108 Convertible Victoria by teers. Many of the volunteers came from the Dietrich owned by Joseph and Margie Cassini of nearby towns of Northville and Plymouth as well West Orange, N.J. took American Best of Show as employees of Ford Motor Company and Fiat honors while the European Best in Show award Chrysler Automobiles. Under the guidance of went to the 1937 Talbot-Lago Type 150CSS RoadMichigan Region member, Larry Moss, Chairman, ster by Figoni et Falaschi owned by J.W. Marriott Diane Flis-Schneider, Executive Director and Tara of Bethesda, Md. Noftz, Operations and Events Coordinator, it will continue to get even better. Be sure to reserve the date for next year’s Concours of July 28 – 30, 2017. November - December 2016

Michigan Region Classics at St. Johns

1924 Packard 143 Town Car Don Hanson

1932 Buick Series 90 Convertible Coupe

1937 Packard 1508 Convertible Sedan

Marvin Tamaroff

Larry Pumphrey

1935 LaSalle 5067 Convertible Coupe

1936 Cadillac Series 85 Sedan

Richard Zapala

Ed Meurer

1930 Stutz Model M Speedster

1932 Lincoln KB Coupe

Carl Jensen

Bill Parfet

1932 Packard 906 Convertible Sedan

1934 Cadillac Victoria Convertible. Coupe

Joe Crea

Steven Plunkett

1941 Packard 1907 Conv. Limousine

1934 Packard 1101 Convertible Coupe

David Johnson

Michael Dean

November - December 2016

1932 Lincoln KA Town Sedan

1937 Cord 812 Cabriolet

Dick Thams

George Arakelian

1932 Chrysler Imperial CL Close Coupled Sedan

1916 Locomobile 48 Sedan

Paul Engelmann

Terry Adderley

1947 Delahaye Type 135 Convertible

1938 Talbot Lago T23

Ted Stahl

Mark Hyman

1930 Pierce Arrow B Convertible Victoria

1921 Hispano Suiza H6B Torpedo

Terry Adderley

Todd Nagler

1934 Packard 1108 Coupe

1932 Pierce Arrow 54 Dual Cowl Phaeton

Bill Parfet Terry Ernest

1931 Pierce Arrow 80 Convertible Coupe Dan Hanlon

November - December 2016

1911 Oldsmobile Limited (NC) Touring Lee Belf

2016 Ice Cream Social Article & Images by Tlanda McDonald On August seventh of this year the weather didn’t disappoint. After the warmest July on record the humidity lowered and the temperature rose to 90 degrees and nearly 150 S’creamers (that’s short for ice cream aficionados) gathered at the home of Floy and Lee Barthel for the Michigan Region's annual Ice Cream Social. This year we had the pleasure of hosting the Water Wonderland Thunderbirds courtesy of Nancy and Larry Seyfarth. As members of both clubs, Nancy and Larry thought it would be an exciting opportunity for the Michigan Region CCCA members to see and enjoy the many pristine Thunderbirds in our area and for the Thunderbird enthusiasts to be able to see and enjoy many automobiles from the Full Classic Era. Those Full Classics® on display included:

Clockwise from above: guests walking the grounds at Lee & Floy Barthel’s estate; Michigan Region Director Paul Wise and host Lee Barthel greeted arriving guests; guests chatting and awaiting their turn to get at the ice cream .

Lee Belf’s 1941 Packard Convertible Sedan Fred Ciampa’s 1941 Lincoln Continental Coupe David D’Agostinso’s 1938 Lagonda Saloon David Donaghue’s 1931 Lincoln Convertible Sedan Wally Donaghue’s 1940 Cadillac Fleetwood Sedan Phil Fischer’s 1941 Cadillac Coupe Tlanda McDonald’s 1940 Lincoln Continental Cabriolet Roger Melton’s 1948 Lincoln Continent Cabriolet Katie Robbins' 1941 Cadillac Convertible Sean Paul Wise’s 1941 Cadillac Convertible Coupe In addition, Lee and Floy always make a statement when displaying their Full Classic®: 1936 Pierce Arrow Sedan 1938 Bentley Drop Head Coupe 1940 Packard Convertible 1941 Cadillac 60 Special 1941 Cadillac Convertible 18

We owe much to the hard work of the “Guernsey scoopers” Earl and Judy Baxstresser and to “Hummer Man” Bob Leich who never fails to have just the right amount of ice cream, toppings, and Kahlua to make it a perfect day! November - December 2016

Top row from left: Beverley & Roger Melton’s 1948 Lincoln Continental Cabriolet next to a Mustang; Larry & Lillian Colwell anticipating the calories!; Rick & Carol Barrett with Carol’s mother. Clockwise from above: Pix & Stix provided music for the afternoon; new Michigan Region member and CCCA Museum Executive Director Carol Vogt chats with Carol Bray and Jean Stachura; Lee Belf and Greg Kosmatka with the author’s 1940 Lincoln Continental after Paul Wise and crew helped put the top down; Katie Robbins holds court with Jay Fitzgereald, Greg Kosmatka, Lee Barthel, Patty Fitzgerald, Candace Haag and Nancy Seyfarth; a pair of T’birds; guests enjoying their ice cream; Bob Belf, Jr., with son Robbie and friend.

November - December 2016

The 2016 Steak Roast

Article by Phil Fischer Images by Don Wood III and the Author

On Sunday, September 11, 2016, the Michigan Region held the Annual Steak Roast at the home of Bill and Mary Rachwal, located on beautiful Lake Angelus. The setting was gorgeous. The rain of the previous two days had gone away, replaced by a bright sky and moderate temperatures. Bob Leich and his crew prepared the food and it was delicious. One had a choice of tenderloin, salmon or a burger and all the “fix’ns” that went along. This provided a wonderful selection to please anyone’s taste. As always, members brought along a variety of dishes to pass: appetizers, fruit, salads, and desserts. We had over 60 people attending the Steak Roast, with nine Full Classics® parked on the grounds adding to the beauty of the event. Everyone enjoyed strolling around the Classics and trading stories. The Blevins' drove their 1933 Packard, the Shelleys brought their 1935 Auburn and the Fischer's 1941 Cadillac was there. Lee Barthel provided two Classics: a 1937 Bentley, and a 1941 Packard, driven by the Jidovs. In addition, Packard was well represented by Ed Meurer’s 1949 Packard (NC) and the Porter’s 1930 Packard. The Brady’s brought their 1941 Lincoln and Karl Bekemeier drove a 1961 Mercedes (NC).

Clockwise from top: steaks, its what its all about; host Bill Rachwal chats with Michigan Region Director Paul Wise and Jerry Medow; the Mike Letovsky Freestyle 8 Piece band; a line of Full Classics® on the Rachwal’s lawn; Executive Chef Bob Liech relaxes with a glass of wine.

Entertainment this year was provided by the Mike Letovsky Freestyle 8 Piece Band. They played a variety of classic tunes and their vocalist sang all the old favorites as we dined. This event is a wonderful way to usher in the Fall season in Michigan. Our host has already agreed, once again, to provide their home for this annual Michigan Region CCCA event, in 2017. 20

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Top row from left: Lee Barthel’s 1941 Packard; Mike Brady’s 1941 Lincoln; Phil Fischer’s 1941 Cadillac. Second row from left: Lee Barthel’s 1937 Bentley; Neal Porter’s 1930 Packard; Marcus Shelley’s 1935 Auburn. Third row from left: Karl Bekemeier’s 1961 Mercedes (NC); Bruce Blevin’s 1933 Packard; Ed Meurer’s 1949 Packard (NC). Fourth row from left: Alex Buchan with Michelle Michaels and Ed Meurer III; Wally Donoghue shares a laugh with Paul & Sandy Wise; Phil Fischer and Ara Ekizian at the registration desk. Bottom row from left: the Rachwal’s garage includes a beautiful Oakland and Pierce Arrow; Jay & Patty Fitzgerald head towards the food line; Ed Meurer Jr. Enjoys the perfect weather.

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A Mighty Lincoln—and its Owners By David Schultz Twenty years ago, shortly after acquiring my 1931 Lincoln Town Sedan, I exhibited it at a CCCA Museum Experience at Hickory Corners, Michigan. I was standing behind the car when I overheard two gentlemen commenting, “This is Sam Dibble’s Lincoln; Sam must be here.” I wasn’t surprised by that comment. Sam had owned that car for 38 years and was a prominent member of the CCCA’s Michigan Region. In fact, he was known as “Mr. Grand Classic,” since he coordinated so many of those events. The car has a unique history. It is mostly original—maintained over the years rather than restored It has had five owners since new—three of them longtime Michigan Region members and the fourth—the original owner, Louis Vieillard of Queens, New York—an individual who would have been a CCCA member had the club existed in his lifetime, according to his son, Dr. Louis Vieillard Jr., a retired physician. I first saw the Lincoln at a CCCA Grand Classic in 1964 or 1965 in Dearborn, Michigan 22

and, yes, Sam was the coordinator. I fell in love with the car. I remember thinking to myself, “That’s what a Classic car looks like. Understated elegance.” I joined the CCCA and became a member of the Michigan Region. I attended many Michigan Region events until I graduated from Michigan State and moved to Chicago, where I continued my newspaper career. Several Michigan Region members mentored me, most notably Dave Holls, Chuck Stebbins, Bob Mellin and Gerry Joynt, whose son, Bob, became a good friend. As my newspaper career took me around the country I maintained contact with Sam; he had no interest in selling the Lincoln. As I recall, he owned, in addition to the Lincoln, a Stutz and an Auburn. The Lincoln was his Classic driver. Eventually, Sam retired from Ford Motor Co., moved to Wickenburg, Arizona and took the Lincoln with him. Sam had purchased the Lincoln from another long-time Michigan Region member, Wally Donoghue. How Wally came to buy the car is itself an interestNovember - December 2016

Opposite top: David Schultz’s 1931 Lincoln Town Sedan as it appears today. Opposite below: a factory photo of a 1931 Lincoln Town Sedan;

ing story. He put himself through Carnegie Tech (now CarnegieMellon) from 1954-57 by buying and selling Classics. He estimates he bought and sold 20 to 25 cars. “The prices were so cheap they were almost gifts,” recalled Wally. “I would take a Greyhound bus and if a deal was done I would drive the car back.”

Clockwise from top left: Louis Vieillard Sr. and his wife, Mary, in their home in Queens, New York with their son Louis Jr. on the right; Louis Vieillard Jr. with the Lincoln in 1936 (note the double white wall tires on the Lincoln, just as it was delivered); the Vieillard ladies pose in their summer dresses in 1937 with the Lincoln in the background; Michigan Region members Sam and Dorothy Dibble posed with the Lincoln in front of their Wickenburg, Arizone home in the 1980s for a Christmas photo card; The Dibbles with the 1931 Lincoln in front of their Plymouth, Michigan home circa 1965. This photo appeared on the cover of Torque magazine.

Wally bought the Lincoln in Brooklyn, N. Y. in 1956, believing it might serve as a parts car for his 1931 Lincoln Dietrich convertible sedan. The Lincoln was described to Wally as “complete but shabby.” Wally bought the car sight unseen, but that description proved to be quite inaccurate. “It had 44,000 miles and ran perfectly—quiet and smooth. Everything was original. Obviously, I would never use such a jewel as a parts car. On on the Pennsylvania Turnpike it cruised effortlessly at 65 mph. Since it was so nice, I stored it in Pittsburgh, where it remained when I accepted a job with General Motors in Detroit in 1958.” After acquiring a Rolls-Royce Phantom III in 1959 Wally decided to sell the Lincoln. Sam showed up November - December 2016

This page: Various views of the Lincoln sedan as it appears today.

Opposite page: Period advertisement for the Lincoln claims “Unqualified Excellence” .

on Wally’s doorstep ready to buy it, becoming the second person to buy it sight unseen. They drove to Pittsburgh in Sam’s new Thunderbird. After examining the car Sam paid Wally's’ asking price. On the return trip, Wally drove the Lincoln and Sam followed in the Thunderbird. Wally remembers Sam honking at him to pull over and admonished him to slow down, afraid Wally would “blow the engine!” “I regretted selling the car,” Wally recalled later, wistfully, “but I was young, foolish and needed storage space at the time.” Sam and his wife, Dorothy, enjoyed the Lincoln for many years, from 1959 until 1996, when I acquired it. During that time Sam and I maintained a regular correspondence—and occasional phone calls. My favorite note from Sam included a photo of the Lincoln with he and Dorothy and read: “Thanks for your continued interest. History is repeating itself! Throughout history many a beauty has had two lovers!” How right he was. I visited the Dibbles at their Wickenberg home in 1995. We had an enjoyable time and took the Lincoln for a drive. However, in the spring of 1996 a letter from Sam arrived, advising me that Dorothy had suffered a massive stroke and he’d decided to sell the Lincoln. I had very mixed feelings; it was good that Sam was true to his word, offering me first refusal, but I was saddened by what prompted the sale. I remember telling my wife this was not how I wanted to buy it. She replied that someone was going to buy it and it might as well be me, particularly since she’d been hearing about the car for years. 24

I bought the car at Sam’s asking price and had it shipped to Ohio. Obviously, I was delighted to have it in my garage. Before I began working on the car I received another letter from Sam telling me that Dorothy had died. I called to extend my condolences and offered him the car back. I told him I knew how much it meant to him and before I became attached I would ship it back. Sam replied that it was time for “Linc” to move on to another owner who would be as appreciative and caring as he had been. It wasn’t our last communication. Until he died a few years later in his 90s I heard regularly from Sam, checking up on the Lincoln and asking about our trips and adventures. It finally dawned on me that during those years leading up to its purchase Sam had been vetting me, to make sure I was a worthy owner of his favorite car. In the last 20 years we have put thousands of enjoyable miles on the Lincoln and worn out two sets of tires! It has been our most reliable tour car, “the one that gets us home.” But let’s circle back to the original owner, Louis Vieillard Sr., for another entertaining part of the story. As his son, Louis Jr., remembers, “He loved cleaning and polishing that car. He made it a habit to clean and wax the car, a little bit every day. He even cleaned the engine compartment—unheard of in those days. He would have loved a classic car club. We just considered him eccentric”. November - December 2016

more than 60 years later remembered the exact configuration of the Beals & Selkirk trunk luggage. “We caused a mild sensation everywhere we went. “When my parents went shopping at the big stores in New York City we had no trouble parking. We would drive up to the main entrance and the doorman, dressed like an admiral, would say, ‘Just leave it there, sir.’ Same at the Waldorf-Astoria.” One of Dr.Vieillard’s favorite stories involved his father and uncle and their Lincolns. “I was only eight years old when I picked up on the fact that there was a sense of competition or ‘oneupsmanship’ between my mother and father and Uncle David and Aunt Elsie. In 1932 we received a call from the dealership. They wanted to see the Lincoln because, as best I recall, there was an adjustment or repair that was necessary for the lubrication system—a ‘factory recall.’ “Because my father had taken such wonderful care of the Lincoln, the dealer (Schildkraut Ford-Lincoln) made the necessary modifications to my father’s car free of charge. However, they charged my Uncle David because he was not so serious. This pleased my parents to no end! The repair was mentioned as $170—real money in 1932.” Throughout the years, the car was simply referred to by the Vieillard family as “the Lincoln.”

“My father retired from the Long Island Railroad as chief signal engineer when the Pennsylvania Railroad bought the LIRR. He felt they would ruin it—which they did.” Vieillard Sr., who had earned an electrical engineering degree from Pratt Institute, purchased the Lincoln new in the summer of 1931 from Schildkraut Ford-Lincoln in Queens, N. Y. He and his brother-in-law, David Weaver, visited the Schildkraut showroom, where Weaver purchased a Lincoln Town Sedan off the showroom floor. Vieillard Sr. ordered his car the same day. “Uncle David’s car was two shades of grey, with chrome-trimmed side mount covers,” remembered Dr. Vieillard. His father ordered his Town Sedan in all black with side mounts, dual whitewall tires and a trunk. The purchase came to about $4,900. He traded in a ‘golden maroon’ Winton six, for which he received $700. “I can remember that the Lincoln came to Jamaica (Queens) in a railroad boxcar. It was delivered to the house by a chauffeur in an elegant uniform—double-breasted coat with high collar, two rows of buttons, riding pants and puttees.” The Vieillard family took the Lincoln on many trips during the 1930s, chiefly to New York’s Catskill Mountains and on picnics to Long Island. Perhaps most memorable was the family’s trip to the 1933 World’s Fair in Chicago. The Lincoln was driven round-trip from Queens to Chicago on the famous Lincoln Highway. Vieillard Sr., his wife, Mary, and young Louis Jr. were passengers—their neighbor, Dan Gating, was hired for one month as their driver! “No thruways, just town to town, down the main street. No motels. We stayed in the main hotel in each city,” said Dr. Vieillard, who November - December 2016

“We had but this one car and it was a central part of our lives when I was a child. It was my parents’ pride and joy,” recalled Dr. Vieillard. During World War Two, the Lincoln was stored in the family garage, where it was carefully maintained by Vieillard Sr. Only with his death in 1957 did the Lincoln leave the garage, when it was sold to the used car dealer from whom Wally Donoghue bought it. (Dr. Vieillard recalls that during World War Two their neighbors suggested his father should donate “that old Lincoln” to the war scrap effort, as the patriotic thing to do.) Fast forward to 1996. The Lincoln was now in our garage and we began the “sorting out” process, to ensure that it would continue to be a reliable touring car. The Stromberg carburetor base was cracked, the exhaust system leaked, the front end shimmied, and a horn bell was incorrect, but all of these were minor problems, easily corrected with replacement parts and elbow grease. As we examined the car it was quite evident that this car had been well cared for throughout its life. In the tradition of Louis Vieillard, Wally Donoghue and Sam Dibble, the Lincoln continued to be be driven. Over the years it took us many places--Stratton Mountain, Vt., Burlington, Ont., the CCCA Museum, Greenfield Village and CCCA CARavans—plus many local tours. (The motor was rebuilt at 75,000 miles, so it’s ready for many more years of touring.) Today, the Lincoln retains much of its originality; it has been “maintained” over the years rather than restored. Much of the paint is original—and a bit thin in spots—thanks to the polishing of Messieurs Vieillard, Donoghue, Dibble and Schultz. Someday, there’ll be another caring owner, I hope. For now, I’m the caretaker. 25

Ernest Seaholm The Classic Era's Forgotten Man As a teenager, my awareness of the name Seaholm was limited to a so-named high school in a nearby community. I did not know or particularly care where this name came from since my interest was limited to a desire to beat Seaholm in sports and find a way to meet some of the female students. I didn't do well in either category. While researching V16 engines for the recent CCCA Annual Meeting program book, I came across the namesake of this school: Ernest W. Seaholm, chief engineer of Cadillac Motors from 1921 to 1943. The high school was named for this quiet man, not for the huge contribution he made to Cadillac automobiles of the Classic Era, which all of us should appreciate, but because after retirement, he served for many years on the Birmingham, Michigan, Board of Education. Cadillac Motors has long been recognized for its engineering excellence and leadership. Founded in 1902 by the immortal Henry Leland from the ashes of the Henry Ford Company and benefiting from the incredible engineering contributions of "Boss" Kettering, Cadillac pioneered a laundry list of "firsts" in its early years and throughout its history, starting with winning Britain's Dewar Trophy, in 1908, the first for an American manufacturer, for successfully demonstrating interchangeable parts and again in 1912 for the electric starter and lights. This was followed in 1914 by the V8 engine. The man who followed these two icons was a low key, modest, but extremely talented engineer who left the limelight to others around him and, as a result, is much less well known than many of his subordinates, despite the leading role he played in a crucial era of Cadillac's history. Ernest W. Seaholm, born in Sweden in 1887 and brought to the United States as a toddler, graduated from Mechanics Art School in Springfield, Massachusetts in 1905 and joined Cadillac as a designer in 1913. He was at the bottom of the totem pole and never met Leland, but was instilled with Leland's high mechanical standards and craftsmanship. Leland's 1916 departure from Cadillac to manufacture Liberty engines resulted in management turmoil within Cadillac and a loss of engineering talent. The subsequent departure of Cadillac's chief engineer in 1918 to start Lafayette Company, along with a bevy of engineers, and then Cadillac's general manager in 1921 to promote his own car, the Collins Six, and subsequently try to resurrect Peerless, completed the near decimation of Cadillac's technical leadership capabilities. Seaholm said of this time that "all the leaders from the top down were gone and those of us left were confused and anxious". When new management arrived at Cadillac, Seaholm became their "go to" guy for technical issues. After two years of this informal relationship, he became Cadillac's chief engineer in 1923 even though Seaholm later said that he "was never designated chief engineer...in time, I found myself in charge. This went on for twenty years." Seaholm admitted later in his career of being intimidated at the time with the responsibility of following in the footsteps of Leland and Kettering.

By Rich Ray Images from the Author

Period sketch of the 90° crankshaft throws versus typical 180

One of Cadillac's first technical advancements under Seaholm's leadership was the automatic thermostatic carburetor mixture control. The expansion properties of bi-metallic strips allowed the position of the carburetor air valves to be varied by temperature eliminating the need for the driver to make any adjustment other than setting the choke at cold start. The next development was the improvement of dynamic balance of Cadillac's 90º V8 engine by setting the crankshaft throws at 90º intervals rather than the "flat" 180º throws. This offset the secondary forces by placing them in opposition and eliminating the annoying vibrations at the critical speed of 2000 rpm or 40 to 50 mph. The primary forces were eliminated by very complex counterweighting of the crankshaft requiring advanced forging and heat treating techniques. The result of this joint mathematical and engineering effort, including Kettering's GM Research organization, was a big improvement in the smoothness of the Type 63 Cadillac V8 introduced in 1924.

The Type 63 Cadillac V8 introduced in 1924

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Ernest Seaholm at the wheel of a 1927 LaSalle surrounded by the key Cadillac and GM management including Larry P. Fisher (second from left) and Harley Earl (sixth from left, towering above the others).

The next effort was the 341 series V8 introduced with the Harley Earl styled 1928 Cadillac and LaSalle cars. This larger displacement engine was designed to take advantage of ethyl fuel and was capable of higher rpm and better durability due to heavier construction. Seaholm also came up with an optional high compression head and high speed axle ratio for LaSalle customers who wanted "even more thrilling speed than that offered on the standard LaSalle." In 1926, a young California engineer by the name of Earl A. Thompson showed up in Seaholm's office doorway driving a Cadillac (his brother, a west coast Cadillac dealer, accompanied him) with his patented synchromesh transmission concept. Although the design was very complicated, Seaholm recognized the potential. He initally referred Thompson to the corporate technical committee which gave Thompson the runaround. Afraid the corporation might miss this opportunity, Seaholm hired Thompson and promoted the concept over corporate indifferThe syncromesh transmission patent. ence. It took ten different designs and testing over 1.5 million miles in 25 cars at General Motor's new proving grounds in Milford, Michigan to commercialize the feature. Introduced in all 1929 Cadillacs and LaSalles, it became an instant hit by making driving dramatically easier. The relatively high cost of the design meant that it would not migrate to lower priced cars for another four years.

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Owen Nacker was a well regarded engineer who had worked for Buick and Brush and as a consultant to T.P. Chase, one of Kettering's top mathematicians at GM Research. Seaholm hired Nacker as chief engine designer in 1927 and was immediately assigned to what became the V16 engine project. It is not clear who at Cadillac had the idea for a V16 engine. Nacker's engineering analysis determined that a V16 configuration would offer a torque curve in terms of crank angle that was the same as the V8 meaning that it could fit into the existing V8 chassis with no change in transmission and driveline except for larger clutch to accommodate the higher average torque. Lawrence P. Fisher, one of the famous Fisher brothers and president of Cadillac was looking for an ultra luxury car to try to wrest leadership in the luxury segment from Packard. With a 12 cylinder having been done before, the concept of a 16 grabbed his interest. Nacker was given a team of people to design the engine with assistance from GM Research with valve adjuster and crankshaft harmonic balancer development. Prototype V16 engines were installed in two otherwise production Cadillacs for on road testing including a vacation trip to Florida by Nacker and his wife. They were not allowed to open the hood under any circumstances. The engine proved to be completely quiet and fast. Former Indianapolis 500 driver Willard A. "Big Bill" Rader was head of Cadillac's vehicle testing programs and did the high speed testing of the V16 as well as driving Cadillac and LaSalle pace cars at the 1927, 1931, 1934 and 1937 Indianapolis 500 races.

Cutaway chassis of the Cadillac V16.

Seaholm's next project was in solving automotive suspension problems. Maurice Olley, chief chassis engineer for Rolls-Royce of America in Springfield, Massachussetts, was already known to Cadillac people since he had spent considerable time at Cadillac engineering soliciting help in adapting Rolls-Royce cars to American road conditions. With the collapse of Rolls-Royce operations in Springfield, Olley was unemployed and he approached Seaholm with a letter of introduction from Seaholm's sister whom he knew. This somewhat unorthodox approach worked as Seaholm hired him on a probationary basis to develop Cadillac's suspensions. Olley built an experimental long wheelbase limousine called the "KÂ˛ Rig" with movable weights to allow a variety of ride conditions. This testing determined that the best subjective ride was with front springs softer than rear which achieved The â&#x20AC;&#x153;K2 Rigâ&#x20AC;? used to develop improved ride. essentially "flat ride"; in other words, the vehicle did not pitch over a bump, but remained flat. However, soft front springs resulted in a lack of handling stability and front end shimmy that could only be over27

come with an independent front suspension. GM President Alfred Sloan had brought in Andre Dubonnet to develop the "knee-action" type suspension while Cadillac's engineers had developed their own short- and long-arm coil/wishbone front suspension. A year of development and testing took place to eliminate shimmy including steering gear redesigns. The result was one test car with the Dubonnet concept and another with the short/long-arm design. The project was expensive with Larry Fisher accusing Seaholm and Olley of being the first men in General Motors to "spend a quarter of a million dollars to build two experimental cars!" In March 1933, the two cars were demonstrated on a 70 mile test drive from Detroit to Monroe, Michigan with Sloan and the GM General Technical Committee. Fortunately for Seaholm and Olley they saw Sloan was smiling within the first two miles. Dick Grant, GM Vice President of Sales, said that at a cost of $15, even in depression year 1933, he would "find the money somehow" to get that ride. Both concepts were approved for the 1934 model year: the short/long-arm design for Cadillac, Buick and Oldsmobile and the Dubonnet for Pontiac and Chevrolet (which switched to short/long-arm design two years later). Chrysler introduced independent front suspension at the same time as GM allegedly with the help of a former GM engineer who arrived with a box of GM engineering drawings. Left and Below: the basics of the Cadillac, Buick and Oldsmobile short/long arm independent front suspension design.

Cadillac introduced a new 346 CID V8 engine for 1936 that provided 135 horsepower outperforming the V12 and equaling the V16 in performance with much better fuel efficiency. This engine was the basis of Cadillac power plants until the 1949 overhead valve engines and served brilliantly in World War II tanks and other military applications.

The 346 CID V8 introduced in 1936 and served through World War II in tanks and other military applications.

A new V16 design was developed for 1938 featuring an almost flat 135º V configuration. With Nacker serving as assistant chief engineer to Seaholm, two new protoges, John F. Gordon and Edward N. Cole, both destined to become president of GM, were intimately involved in the design of this new V16. In a period booklet describing the new V16 engine, Seaholm described the reasons for the change: "Since the total sales volume in this field is necessarily limited, a simplification was indicated. Also, development of the Cadillac V8 engine had progressed to the point where its power development was almost equal to that of the Twelve, and in power to weight ratio and general efficiency, the Eight was superior to both the Twelve and Sixteen. To realize the twofold purpose of simplification and improved engine design, the production of an entirely new model to supersede both the Twelve- and Sixteen-cylinder lines was decided upon. This engine with an all cast iron design used new foundry techniques and half the number of parts of the previous engine to reduce weight by 250 pounds, produce the same horsepower and occupy only two-thirds of the space of the old V16 and provide even greater smoothness.

The arrival of Nick Dreystadt as Cadillac general manager in 1934 created a new challenge for Seaholm. As one of the Fisher brothers who owned 15% of GM at the time, Larry Fisher was a playboy who spent freely; his own money as well as the company's. Rumors within GM were that Fisher was moved to make Cadillac profitable and Fisher was not one to control costs. Seaholm was quoted as saying that "we had never worried about costs at all - or very much anyway." Dreystadt was the complete opposite of Fisher; a conservative family man who had worked his way up the Cadillac organization after starting as a mechanic. Seaholm described him as a "real hustler, tough, and didn't make many friends, but he really lined us up where cost was concerned. Nick made us look closely at everything…if someone else made a part for two dollars, why did ours have to cost three or four?”

The new 135° V16 engine for 1938

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During this time, Seaholm's team was developing designer Bill Mitchell's new 60 Special design with larger window area, integrated trunk, no running boards and cleaner lines. 1940 saw the introduction of GM Saginaw Steering Gear's recirculating ball steering gear on the V16 Cadillac.

transmission. Due to depression budget cuts, GM Research took over the development work in the mid-30s and handed it to Oldsmobile for introduction in the 1940 models. The Hydramatic was introduced on Cadillacs for the 1941 model year and also served in military applications behind Cadillac's V8 in World War II. During his time as Cadillac's chief engineer, future GM leaders like John Gordon, Ed Cole and Harry Barr came up through Seaholm's organization. When he was complimented on his ability to develop people, Seaholm said "there was no training - I just turned them loose. I didn't make them, they made me." This modest man lead Cadillac's development from the relatively crude open cars of the

Francis W. Davis developed a hydraullic steering gear on his own and brought it to Cadillac in 1926. The system eventually became Cadillacâ&#x20AC;&#x2122;s Center Point steering system.

Although Seaholm was a devoted family man, unlike some of his colleagues, he did move in high places such as this gathering of General Motorâ&#x20AC;&#x2122;s top engineers on board Alfred Sloanâ&#x20AC;&#x2122;s yacht with Mr. Sloan (standing on the right). Seaholm standing second from left and C.F. Kettering seated third from left.

The Hydramatic transmission, introduced on the 1940 Oldsmobile, originated at Cadillac where Earl Thompson of synchronizer fame, had begun development of a 2-speed automatic transmission in the early 1930s. While at the London Motor Show, Seaholm saw the Daimler "fluid flywheel" which he purchased for analysis by Cadillac engineers. This gave Thompson new ideas on an automatic transmission leading to the initial concept for the Hydramatic

Left: an advertising piece illustrating the operating principle and features of the Hydramatic transmission.

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1920s to the smooth riding, reliably advanced cars of the 1940s. He quietly worked among the more outgoing personalities around him in the Cadillac and General Motors organization that are much better known today. In 1943, at 56 years of age, Ernest Seaholm retired from Cadillac, well short of normal retirement age. He and his wife had no children of their own, but had adopted four, and he wanted to spend his time with family, civic and religious duties. His philosophy was that the time to step out was when you are at your peak. In 1927 when Larry Fisher became general manager of Cadillac and brought in Harley Earl, Seaholm completed the youthful triumvirate ( Fisher was 37, Earl was 34 and Seaholm was 40) that pushed Cadillac to the top of the luxury field. After 22 years as Cadillac's chief engineer, he served on the Birmingham school board, the reason a high school was named for him. Ed Cole, his former employee, described Seaholm as "responsible for bringing up more top engineering talent than any man I know (and) is the one of the men that really put the character in the Cadillac...one of the most significant men in Cadillac's engineering history." Seaholm died in 1977 at age 90. If you Google Seaholm, you will find entry after entry about the high school, but scarcely any about its namesake. A sad commentary on a man that contributed so much to our Classic cars. 29

1941 Cadillac

Dual Action Fuel Pump Rebuild Article and photos by Phil Fischer

While driving back from an event in my 1941 Cadillac, I was caught in a rain storm. The factory “dual action” fuel pump has worked flawlessly since purchasing the car. Unfortunately, on this occasion, when operating the windshield wipers, I noticed that the vacuum normally supplied by the fuel pump failed to maintain a steady rhythm of the wipers. Upon accelerating, the wipers would stop, because of the reduced engine vacuum to the wiper motor. The “dual action” fuel pump is so named because the lower chamber of the pump provides vacuum to assist the windshield wiper motor in maintaining a consistent vacuum. This got me to thinking about the condition of the fuel pump. With the use of ethanol additives in gasoline proving harmful to rubber parts, and not knowing if the factory fuel pump on my car has a rubber diaphragm, I decided that a rebuild was in order. I ordered a rebuild kit containing a diaphragm manufactured with ethanol resistant materials. The kit contained all the necessary diaphragms, “valves”, and gaskets, and other components normally replaced during the rebuild process. The first step in removing the fuel pump was to disconnect the fuel inlet line, the vacuum outlet line, and the fuel outlet line to the carburetor. There are two bolts holding the fuel pump to the front timing chain cover. These required a ½” socket to remove. With the bolts removed, the pump lifted freely up, and out of the housing. Moving to my work station, I tackled the vacuum chamber portion of the rebuild first. The screws attaching the chamber to the pump 30

body are removed, with a few taps with a small hammer, the chamber broke free. A single bolt holds the cover onto the lower vacuum chamber. There is a cork gasket to seal the cover, and a small fiber gasket to seal the bolt. A replacement brass screen is included in the kit. The two “valves” in the pump chamber were replaced being careful to replace the paper gaskets with new ones from the kit. Care must be taken to insure that “valves” were replaced exactly as they were removed, since the direction they are installed, is critical to the correct operation of the vacuum chamber. I cleaned a small amount of debris from the chamber, replaced the small brass screen, and used a new gasket for the cover, and bolt. The diaphragm that provides the vacuum was next to be removed and replaced. There is a shaft on the diaphragm, with a spring. The end of the shaft has a rectangular opening designed to hook onto the metal arm that transfers motion, pulling up on the diaphragm. To remove the diaphragm, press it upward into the body of the pump, rock it at an angle to allow the end of the diaphragm shaft to unhook from the metal actuating arm. Removing the diaphragm proved easier than reinstalling it. The spring provides substantial tension, so trying to hook the shaft onto November - December 2016

the metal arm, was a little tricky. The vacuum chamber was then reinstalled onto the pump body. I used a criss-cross pattern to tighten the screws, making sure the diaphragm was properly seated. Next I tackled the upper fuel chamber. I removed the screws, and again a few taps with the hammer were needed to separate the chamber from the pump body. I removed and cleaned the glass fuel filter bowl. The fuel diaphragm was removed in the same manner as the vacuum diaphragm, unhooking the shaft from the metal actuating arm. It has spring, but not as robust as the one in the vacuum chamber. The chamber has two “valves” that were removed and replaced. Again, I made sure to replace the paper gaskets, and install the “valves” exactly as removed. The fuel chamber was reinstalled using the “criss-cross” pattern to screw it down. The glass fuel bowl gasket was replaced. This completed the rebuild.

Above clockwise from top left: 1/2: fuel pump attaching bolt locations; part number located on the fuel pump flange; timing cover opening showing top of eccentric; contents of the rebuild kit; upper portion of vacuum chamber cleaned with screen installed; upper portion of vacuum chamber. Below clockwise from top left: lower portion of vacuum chamber with valves; vacuum chamber actuating arm hooked end; lower portion of fuel chamber with valves; upper portion of fuel chamber.

Reinstalling the fuel pump bolts became an unforeseen issue. If I was able to thread in one bolt, the other bolt would not line up. I looked through the mounting opening to see the position of the eccentric on the camshaft. The actuating arm of the fuel pump rides along the top of this eccentric. I dabbed a little grease on the surface in contact with the eccentric. Using the fan blades to change the position of the eccentric, I tried to find the lowest point of rotation. After a half hour of trial and error attempting to get the bolts threaded, I gave up for the day. The following morning, refreshed and alert, I rotated the eccentric approximately another inch, and the bolts lined up perfectly. The various fuel and vacuum lines were reattached, and after priming the fuel pump with the backup electric pump, the car fired right up. A test of the wipers revealed they performed well, with ample vacuum, even under acceleration. I can now be fairly confident that gasoline containing ethanol will do no damage to my fuel pump. The tools required are a standard screwdriver, a ½” socket, a 3/8” drive ratchet with an extension, and tubing wrenches for the fuel and vacuum lines. November - December 2016

Reader comments on Torque Magazine are appreciated and encouraged. It assures us that someone actually reads it! First, thanks for the comments about the Turnquist medallion in the September issue of The Torque and the Re-torque article about the Vincent home in Grosse Pointe Park. Next, I want to mention the article on page 10 of the SeptemberOctober edition of The Torque. The titles says, “ 1940 Packard 1803 Convertible Victoria.” In all deference to Dan (and he has a fine collection of Packards) that body style is known as a convertible coupe. There was an important distinction in Packard terminology between a convertible victoria and a convertible coupe during this era. Packard reserved the term “convertible victoria” for custom-bodied

STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION (Required by 39 U.S. C. 685) Publication Number: 097-410 Title of Publication: TORQUE Date of Filing: October 1, 2016 Frequency of Issue: Bi-monthly (six times published annually). Annual subscription price: $35.00, nonmembers $50.00. Location of Headquarters of General Business Office of Publisher: 24000 Research Drive, Farmington Hills, MI 48335-2606 Publisher: Rex Publishing 24000 Research Drive Farmington Hills, MI 48335-2606 Editor: Rich Ray 12664 Lashbrook Lane West Brighton, MI 48114 Managing Editor: Rich Ray 12664 Lashbrook Lane West Brighton, MI 48114 Owner: Michigan Region Classic Car Club of America 12664 Lashbrook Lane West Brighton, MI 48114 Bankholders, Mortgages and Other Security Holders: None

cars by Darrin whether they were the 1801 models with the 282 cid I-8 motors or 1806 models with the 356 cid I-8 motors. If you had a 2-door, factory-bodied Packard, whether 1800, 1801 or 1803 it was simply known as a convertible coupe as shown at: http://packardinfo.com/xoops/html/modules/modelinfo/viewmodel. php?model=373. Your team is doing great and I don’t mean to become the resident nit-picker. Best, Roger Luksik

The purpose, function and nonprofit status of this organization and the exempt status for Federal income tax purposes have not changed during the preceding 12 months. Extent and Nature of Circulation: Average No. Average No. Issue During of Copies of Preceding Published 12 Months Nearest to Filing Date a. Total Number of Copies (net Press Run) 400 400 b. Paid and/or Requested Circulation: 1. Outside-County Mail Subscriptions Stated on Form 3541 312 312 2. Paid In County Subscriptions (include advertiser’s proof and exchange copies) 45 45 3. Sales through dealers and carriers, street vendors, counter sales and other nonUSPS paid distribution None None 4. Other Classes mailed through USPS None None

c. Total Paid and/or requested circulation (sum of b 1,2,3,&4) 357 357 d. Free distribution by mail (Samples complementary and other free) 1. Outside-County as stated on Form 3541 0 0 2. In-County as stated on Form 3541 0 0 3. Other classes mailed through USPS 0 0 e. Free Distribution Outside the Mail (Carriers or other means) None None f. Total Free Distribution (Sum of d. & e.) None None g. Total Distribution (Sum of c. & f.) 357 357 h. Copies not Distributed 43 43 i. Total (Sum of g.&H.) 400 400 j. Percentage Paid and/or Requested Circulation 100% 100% I certify that the statements made by me above are correct and complete. Paul Wise

November - December 2016

Obituary:

Kirk Walters Longtime Michigan Region CCCA member Kirk Walters passed away on August 16, 2016. Kirk was 76 years old and is survived by his wife Janet, two sons, Joel (Julie) and Jeffery(Abra) and five grandchildren, Jillian, Jacob, Carson, Nolan and Tristan. Kirk was an engineer for Chevrolet where he met Wally Donoghue who encouraged him to join the CCCA in 1967 as member number 312. He served as Editor of Torque Magazine in the late 1970s and in 1980 became the cover editor for the next 34 years creating the "look" of Torque magazine and devoting hours at the annual Grand Classic selecting cars for cover photographs. For many years he was the "voice of the Carnival of Cars" acting as PA announcer over the multi-acre event. He was awarded the Robbins Man of the Year Award in 1980. He owned a 1928 Rolls-Royce P1 Convertible Sedan by Hibbard & Darrin and a 1947 Cadillac Series 62 Convertible Coupe. We extend our sincere condolences to his entire family.

November - December 2016

The Steering Column By Paul Wise

As our 2016 season comes to a close, I would like to thank all of our Board Members who worked so hard this year to make it a very memorable year!! This year’s events began with the Annual Meeting in January, the Crank-Up Event, numerous tours and outings that were enjoyed by everyone in attendance. Thank you to all the volunteers at these events who are absolutely the best and made them so successful! The National Board is well on the way to improving our club, with many things in the works. The 2017 Annual Meeting will be held in Reno, Nevada in March, 2017. The Gilmore Museum has seen very exciting growth to ensure that our beloved Full Classics® will continue. They will be expanding our Classic Car Club of America Museum as well as the Cadillac Museum which will be even more impressive for all to see. This of course will only be possible if we continue to do our best to promote our love of these vehicles to younger people and gain their interest! I hope that everyone had a healthy and safe year and look forward to seeing you in 2017. Happy Motoring!!

Paul

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November - December 2016