2017 May - June Torque by james fitzgerald

May - June 2017

Inside This Issue Michigan Region 2016 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: Roy Margenau’s 1922 Isotta Fraschini Tipo 8 Torpedo Boat Tail……....7 How to Say Isotta- Fraschini……………………………………………………….…11 Back Cover Story: Richard Harding’s 1928 Auburn 8-88 Speedster………….…..…12 2017 Michigan Region Crank Up ……….……….…………………………….…….16 Jim Quinlan Interviews Denny Deusenberg…………………………………………18 1941 Cadillac Window Regulator Repair….………………………………….…..…22 The Great 2016 Fender Skirt Catastrophe.………………………………………..…24 Door Alignment in Older Classics…………………………….……………………...26 Recreate Your Own Decals………………………………….……………………….29 ReTorque………..………………………………………………………….………..30 The Steering Column…………………….…………………………………………..32

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

Board of Managers Director

Publications Committee Torque Editor

Tlanda McDonald

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

(248) 563-5651 tlmcdonald999@comcast.net

Assistant Director

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

Secretary/Torque Editor

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

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

Treasurer

Torque Cover Editor

Club Photographer

Greg Kosmatka

(586)201-3391 donwoodiii@gmail.com

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Membership

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

Projects/Advertising

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

Activities

Classic Vibrations Editor Staff

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

Activities

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

(248) 851-4069 dlekizian@yahoo.com

Activities

Don Wood III

Paul Ayres

Bram Over

Wally Donoghue

Ed Meurer III

Janet Welch

Diane Ekizian

Cover Photos: Don Wood III

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

Grand Classic

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

Grand Classic

Area Head Judge

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

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

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

Torque Magazine

Historian

May - June 2017

Bruce Thomas (248) 594-6499

No.449

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.

May - June 2017

Michigan Region 2017 Activities Calendar May 6, Saturday - Judges & Tabulators Seminar May 21, Sunday - Spring Tour June 2-4, Friday-Sunday - CCCA Museum Experience July 7-8, Friday-Saturday - Michigan Region Grand Classic July 23, 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

May - June 2017

From Your Editor By Rich Ray

As I write this, I have just returned from three weeks in St. Thomas, U.S. Virgin Islands and Florida - a good break from what has actually been a mild Michigan winter. However, Michigan got revenge for my brief abandonment of the winter wonderland by delivering a 60+ mile per hour wind storm knocking out power for 800,000 homes including mine. In any event, we are definitely approaching spring and time to get our Full ClassicsÂŽ on the road again. It is obvious that Phil Fischer will have his ClassicÂŽ ready based on the articles he submitted for this issue. While Phil focuses on his experiences with his 1941 Cadillac Series 62 Coupe, the techniques and clever ideas he offers are relevant to our Classics regardless of make or model. Taking a page from the network news shows, I guess it is my duty to create some controversy in each issue to assure that someone will read the magazine. This month it is the correct pronunciation of Isotta Fraschini. For most of us, just spelling Isotta Fraschini is enough of a challenge, but in addition to the articulation offered by Roy Margenau in his excellent cover story about his 1922 Isotta Fraschini Tipo 8, I unearthed the late Paul Clancy's elocution from the November-December, 2008 Torque. The differences are minimal, but I'm sure there are some other opinions out there depending on one's fluency in the Italian dialect so let's hear them.

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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.

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Roy Margenau’s 1922 Isotta Fraschini Tipo 8 Torpedo Boat Tail

By Roy Margenau Images by Don Wood III

Europe was in shambles after the First World War, both physically and emotionally. Jobs were scarce as industry tried to convert back to a peacetime economy. Rumors of war profiteering abounded, adding to the feeling of general discontent. People were not happy; they were uncertain about the future and not reassured by the past. Expensive luxury cars were the last thing on the minds of the masses. In this chaotic, uncertain environment, Isotta Fraschini introduced their magnificent Tipo 8. Società Milanese d'Automobili Isotta Fraschini & C. was founded in 1900 by Cesare Isotta and Vincenzo Fraschini in Milan, Italy as an import company for the French automobile Renault. Isotta Fraschini (pronounced ēSOta fraSKEEnēē) started production of its own car in 1901, making its official debut at the Giro Automobilistico d'Italia (the Automotive Tour of Italy) April 27th of that year. During the First World War, Isotta Fraschini's head engineer, Giustino Cattaneo, designed an inline eight-cylinder engine to power Italy's airplanes. This Engine proved so successful and reliable that an entirely new automobile was designed around it after the War. The Tipo 8, as it was called, was officially introduced in 1919 and was the world's first automobile powered by an inline eight-cylinder, nine main-bearing engine. The motor displaced 6.0 Liters and produced 90 brake horsepower with twin side-draft Zenith carburetors and overhead valves. Bosch high tension magneto ignition supplied current to the single spark plug per cylinder. Sitting on a 146.5 inch wheelbase chassis featurMay - June 2017

ing four-wheel brakes, which Isotta Fraschini had introduced in 1910, and riding on 26 inch wheels, these were big impressive automobiles with big impressive price tags to match. The chassis price was a whopping $9,200 in 1919 and rose to more than $10,000 by the early 1920s. Coachwork was additional, built to the owner's discretion by any of many coach building firms lining up to display their latest creations on the Isotta Fraschini chassis. One of these coach building firms was Carrozeria Italiana Cesare Sala. Located in Milan just around the corner from the Isotta Fraschini factory, Sala bodied more Isotta Fraschinis than any other coachbuilder. Sala was known for its "serene designs of simple beauty". One if its creations on an Isotta Fraschini chassis won the Gold Cup at the very first Concorso d'Eleganza at the Villa d'Este in 1929. Another of its creations was purchased by an avid automobile enthusiast, Queen Marie of Romania. The queen took delivery of her Isotta Fraschini from the Company dealership on the Champs-Élysées in Paris, late in 1922. The car was a magnificent Torpedo Boat-Tail, massive in size but light in scale. Sala designed the body along the nautical lines of the "Skiff" that Henri Labourdette had introduced a decade earlier. The belt molding started directly behind the radiator cap as two half-round German silver moldings that diverged and dropped over the vertical edges of the hood as they travelled rearward. They separated the upper deck of the body from the sides as they flowed rearward, finally meeting in a sharp point at the rear to form the boat-tail. Sala echoed this sharp point on the leading edges of the front fenders, the trailing edges of the rear fenders, the rear 9

Clockwise from above left: The front view of the Issotta is stunning with the radically winged fenders appearing ready for lift off; the rear quarter view is equally stuning; the pointed rear fender end treatment corresponds with the front fenders; even the horn is elegant; the rear boattail features a prominent prow.

edge of the top, the running board kick plates and even the license plate mount. The windshield also echoed this sharp point design concept. Sala created a sharply vee'd and raked windshield to flow with the lines of the car rather than using a flat windshield that would break those smooth flowing lines. Such continuity of design is a hallmark of great styling. The fenders were canted at an angle over the wheels, adding to the nautical theme and giving the impression of speed and power. The construction of the fenders was quite unusual: two sheets of aluminum, about an inch and a half apart, started at the chassis and merged at the outer edges which were then bound by a bead of German silver along their entire length. This construction formed a self-supporting triangulation and eliminated the need for any fender bracket. The undersides of the fenders, smooth and flowing, harmonized with the clean lines of the body. The top was made from tubular German silver with solid machined pieces forming the joints. Knurled knobs connected the individual pieces together to form the framework which the canvas fabric covered. The top, therefore, did not fold but disassembled into its individual components. Two halves of the body, behind the rear seat, lifted off revealing a storage compartment for the top assembly. If done in the correct order, all the structural tubing and the 10

canvas top could be tucked into the compartment and the two halves of the body replaced leaving a clean unobstructed line to the flowing coachwork when the top was not in use. Inside, the design was rather simple. The seating surfaces had simple pleats and the side panels and doors were smooth with simple pocket flaps. Each door carried a rectangular mahogany trim piece that was inlaid with a thin band of sterling silver. The front seat was divided in half by a fixed trim piece upholstered to match the seat. Two small mahogany glove boxes, inlaid with sterling silver, flanked the central dash which was also mahogany, framed by a bead of German silver. The instruments, which were supplied by Isotta Fraschini, were exquisite. These jeweled instruments were made by Jaeger-LeCoultre and were the finest available. There were a speedometer, an oil pressure gauge, a fuel gauge and a clock, all keeping the driver informed of the current conditions, be that driver a chauffeur or the Queen who was quite an accomplished motorist in her own right. There were cabinets built into the rear of the front seat, framing the two simply upholstered jump seats. These cabinets were again made of mahogany with sterling silver inlaid banding. The rear seat was a single seat, providing room for two in supreme comfort. The entire May - June 2017

Clockwise from upper left: The imposing inline 8-cylinder, nine mainbearing 6.0 liter engine produces 90 brake horsepower with twin sidedraft Zenith carburetors and overhead valves. Bosch high tension magneto ignition supplied current to the single spark plug per cylinder; Isotta Fraschini is proudly proclaimed on the valve cover; even the oil pan has design interest; finished wood running boards fit the nautical design theme, large diameter spoked wheels give a lightness to the carâ&#x20AC;&#x2122;s appearance; the head- and spot-lamps are distinctive designs.

passenger compartment was surrounded by a mahogany trim piece, continuing the nautical theme. The Queen's car was quite a sight. Imposing, flamboyant and refined, it was in stark contrast to the plebeian masses of vehicles on the roads of Europe at that time. Equally imposing was the price tag: $19,985. You could buy 66 Model T Fords for the same price but, then, that was not something that would concern a queen. Queen Marie drove the Isotta Fraschini for many years, keeping it until her death in 1938. Sometime after the Second World War, the car made its way to the United States and eventually wound up in the Harrah Collection. Looking a little worse for wear with a sloppy repaint and a bit worn around the edges, the car just sat until after Bill Harrah's death. The Imperial Palace bought the car when the collection was auctioned and did a partial Restoration in the mid1990s. The Isotta was then sold at the 2000 Hershey auction to RM in Blenheim, Ontario, Canada. Three years later, I had the opportunity to acquire the Isotta from RM. Not running, missing parts and blowing tires right and left, it's good that I was up to the challenge of returning the Isotta Fraschini to its former glory. The engine, vacuum fuel pump, magneto and starter were all rebuilt. The wiring was all redone and new rims and tires were installed. A new top was made and the interior was reupholstered in Italian leather. May - June 2017

Clockwise from left: The instrument cluster includes a clock, speedometer, oil pressure and fuel gauge in addition to control levers; the steering wheel includes carburetor and mixture controls; the rear seat is spacious; a pair of jump seats increase passenger capacity; the driverâ&#x20AC;&#x2122;s compartment is cozy, but functional with tasteful wood trim; proud owner Roy Margenau with his Issotta Fraschini at the 2016 CCCA Museum Experience.

Once completed, it was time for a test drive. Sliding behind the wheel is not easy. Twisting, contorting and several yoga moves are required to install oneself in a position to drive. The steering is on the right. The gearshift and handbrake are in the center. The spark, throttle and mixture controls, all in Italian, are on the steering wheel hub. When the starter button on the dash is pushed, it engages with a solid "thunk" and the engine roars to life. This engine is not quiet. The rhythmic burbling leaves no doubt that this engine was originally designed as an airplane engine. Depressing the clutch is like working a weightlifting machine; it is a five-disc affair with an incredibly heavy spring. When the clutch is released, you'd better be hanging onto the steering wheel. Hesitation is not in the Isotta Fraschini's vocabulary. The torque is incredible and the car takes off immediately. Steering and braking are effective but also quite heavy. Sitting up high on those 26 inch wheels, looking out over the long hood through the vee'd windshield and feeling the pull of the engine gives the most amazing feel of raw power. There is nothing sublime or subtle about driving this Isotta Fraschini; it is an in-yourface flamboyant, flashy, loud and utterly impressive automobile. The perfect conveyance for a motoring queen. 12

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How to Pronounce Isotta Fraschini By Paul Clancy In the earlier days of CARavanning, the guys used to have a lot of fun just standing around in a biggish group talking about cars and other subjects. Usually it was the cars, but it could be politics or taxes or prices or just any subject you can imagine. It was a lot of fun, and, occasionally, if you kept up with it, you could learn something. It could be funny or useful or even worthwhile depending on which way the wind was blowing. At one time we had as a member a fellow named Sergio Franchi. Sergio was a famous singer who made his living singing. He did operas and other high class stuff. But he had one peculiarity, or perhaps you might call it a rule of life, and that was that he refused to sing to entertain us. His reasoning was that if he got paid for it, why then it's OK. But we were too cheap, so I never heard him sing, but it was said that he was first class.

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Editorâ&#x20AC;&#x2122;s Note: The late Michigan Region member, Paul Clancy, wrote this missive for the November/December 2006 Torque.

The guy was Italian, through and through, and handsome as could be. His wife was always along, as she loved to tour and you could not ask for a more beautiful woman. She got along famously with all the women, just one of the girls. So Sergio loved to talk, was always in the middle of all the conversations and we loved to get his viewpoints which were always entertaining. Once, someone asked him how to correctly pronounce the name of the marque Isotta Fraschini. He let out a tremendous stage laugh and declared that in the United States, no one could get it right. So he set about to teach us and it came out as "EeZo'Tah Fross Key'Nee" and he assured us that if we could get it out like that we would be "damn close,' as he put it. I'll never forget that bunch babbling "Ee Zo' Tah Fross Key'Nee" over and over again and maybe it stuck with some of them. It sure did with me!

Richard Harding’s 1928 Auburn 8-88 Speedster By Richard Harding My Dad was a lifelong hobbyist and was not afraid to delve into any new adventure that caught his fancy, and so the phone call I received from him in the fall of 1992 was really nothing new. He excitedly told tell me that he and his friends had pulled a car “out of the weeds” in New Paris, Ohio. He explained that the car was an old Auburn and he had already begun making plans to restore it. Growing up with my Dad, I was exposed to all of his hobbies. This included woodworking, boat building, and over the years many car projects, from dragsters to classics. Whatever the project, he gave me plenty of opportunity to be involved. Dad enjoyed “digging in” and the research each project would bring. It turned out the car he had discovered was a 1928 Auburn 8-115 series Speedster. His research into the Speedster led him to the Auburn Museum in Auburn Indiana and the Auburn Cord Duesenberg Club. We both became members and this was the starting point for both of us. I believe I must have inherited a variation of the same “build something” gene from my Dad. When I came out of the service in 1965, I wanted to find a job as a model-maker. Before being 14

Photos by Don Wood III drafted, I had tried college for a year and didn’t want to return to it. I had read about wind tunnel models when I was young and had always had a keen interest in the field. I was lucky enough to be hired by a company called Dynamic Devices, which was owned by two scientists who had worked at Wright Patterson AFB. In the years I spent working for them I learned many aspects of the model-making industry. When they went out of business in 1970, I partnered with a fellow employee to start our own model shop, Ketco, Inc. in Beavercreek Ohio. We specialized in aerospace and automotive prototyping, offering machining, metal fabrication, fiberglass, and wood pattern making. As technology progressed we added 5 Axis machining and CAD services. I retired after heading the company for 40+ years and left it in the capable hands of my son and son-in-law. Several years into helping my Dad with his Speedster, I received a call from a gentleman concerning another 1928 Speedster he wished to sell. He had an 8-88 Series (the small 8) and had started the restoration but lost interest and had decided to move on to another project. He contacted me through the club directory to see if I had any interest in buying the Speedster. I decided to take on the project and a deal was struck. Our plan was May - June 2017

Opposite page top: The rear view leaves no doubt this is a boat tail speedster; This page clockwise from above: The lighting capacity of the front of the speedster could probably melt any mere car being overtaken; the speedster features a golf club door; front quarter view of the car features the dramatic two-tone paint scheme and sloping windshield.

to work on both restorations simultaneously at my shop in Beavercreek, Ohio. Beginning in the winter of 2007, my goal for both cars was to complete a Concours quality restoration, though I really had no idea of the amount of time it would take. My fatherâ&#x20AC;&#x2122;s health began to fail as he approached 90, and the days he felt like working on his car became fewer. The restoration continued, but as the needs and process became different for each car, my 28 progressed further along in the restoration. My Dad never lost his interest in the cars, and we still talked about our project and he stayed involved in planning up to his passing in 2008. Research into the 1928 Auburn Speedster provided an interesting glimpse of automobile making during this time. In the late 1920â&#x20AC;&#x2122;s E.L. Cord was looking to boost both the sales and reputation of his Auburn Automobile Company. He already produced cars that were reliable, powerful and moderately priced, but he wanted one dashing enough to draw people into the showroom and fast enough to perform. With the introduction of the Speedster, Auburn would set a standard for performance that others would find difficult to match. Powered by an 88 horsepower Lycoming built in-line eight cylinder engine, the mid-range 8-88 was fast for the times and could reach top speeds of 85 mph when the speed limit on most roads was just 45. Auburn also included advanced engineering in the form of fourwheel hydraulic brakes and a Bijur one-shot chassis lubrication system. These features, usually found only on much more expensive cars were all included in the $1695 base price. The 1928 model was a fitting debut for the iconic Speedsters that would follow. Auburn produced 173 of the 8-88 Speedsters in 1928.

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One of the first items to be addressed in the restoration was the wooden structure. The floorboards, doorposts and frames all had to be replaced with new wood matching the original ash. Repairs also had to be made to the metal frame. New metal brackets had to be fabricated and riveted as in the original production. Once repaired, the frame was sent out to be sandblasted and powder coated. Front and rear springs were torn apart, sandblasted and painted individually before being reassembled. The brakes, backing plates and hardware were epoxy primed and painted. I was surprised by the sophistication of the castings for the brake shoes and in keeping with the original build process, I riveted new asbestos pads to each of them. All new copper brake lines had to be fabricated along with the hoses. The master cylinder had to be rebuilt. One of the unique features of this Auburn Speedster is the Bijur lubrication system. It consists of a tank mounted to the firewall with lines running to all the actuating components on the car. A foot pedal pressed by the driver pumps lubrication throughout the system. I had to clean and rebuild the entire system with new copper lines. The engine was completely rebuilt with new pistons and valves by Harts Machine Service in Cecil, Ohio. New Babbitt bearings replaced the original. I brought the engine back to my shop to complete the detailing and painted it there. The starter, generator and distributor were all rebuilt then detailed and painted. 15

Slowly, the progress continued. I rebuilt the clutch and transmission and put new axle bearings in the rear end before detailing it. Research led me to a company in England to have radiator cores manufactured to match the unique Auburn honeycomb core design. I sent the instrument gauges and the gas-tank sending unit out to be restored and recalibrated. The Schebler carburetor was sent to Classic Carburetor in Phoenix to be rebuilt and test run in their lab.

Clockwise from far left: Rear view mirror is mounted to the spare tire; wire wheel detail; front driving lamps turn with the steering wheel; Auburn name is proundly displayed on the radiator grille.

Finishes, Trotwood Ohio. Our last big decision was a matching leather for the upholstery and the car came to completion just in time for the Stan Hywet Concours d’Elegance in the fall of 2014.

The wheels were restored by Dayton Wire Wheel, the original manufacturer. One of the most labor intensive processes in the restoration was the chrome work. The amount of plating to be done was daunting. Many parts had to be repaired first or fabricated because they were not available. My wife was happy to join in on the “prep” work needed before plating and we spent uncounted hours doing the sanding and blocking required for a concours finish. All the finish plating was done at Brightworks in Piqua Ohio.

New to this hobby, we arrived at Stan Hywet with lots of enthusiasm to finally, after six years, be at such an event. We left humbled and gratified to have received Best in Class and the Dave Holls Award for Design Distinction.

The bodywork required repair and replacement of some of the metal panels. To get a better understanding of techniques and process, I took a course in metal forming with Mark Kennison at D&D Classic in Covington Ohio. In the original build process the body panels are nailed to the wooden structure with special countersunk body nails and I used the same process. Once completed, the body was epoxy primed and ready for K-36 Hi-Build primer. I lost count of the weeks spent blocking, sanding and priming to get the desired finish.

We took the car to Auburn Indiana for The ACD Club’s annual “Labor Day” meet and received a 1st place award.

Deciding on paint colors involved several trips to the Auburn Museum. Jon Bill was generous with his time and assistance in every aspect of our restoration. We arranged for the Museum to send the original paint samples to a Dupont dealer in Fort Wayne to be analyzed for accurate formulas. We decided on Navahoe Red and Black. The car was painted by Tom Deworski, of Superior 16

Since that show, we have participated in Concours’ at Amelia Island, St. John’s, Boca Raton, Pinehurst, Keeneland, Ault Park, and our local Dayton Ohio, and won awards at each event.

The car has received a 1st Primary, 1st Senior, and Grand National Award from the AACA. It was also awarded an AACA President’s Cup at the National Awards Banquet In Philadelphia in 2015. CCCA awards include 1st Primary and 1st Senior with each award being for a 100 pt. Car. Each show and meet we have attended has brought incredible new people and experiences into our lives. We look forward to continuing the journey as we work to complete my Dad’s car in the near future. May - June 2017

Clockwise from above: The 88 horsepower Lycoming straight 8cylinder engine displaces 247 cubic inches; the imposing grille guard and head lamp; proud owners Richard and Helen Harding with their Auburn 8-88 Speedster at the 2016 Ohio Grand Classic at the Salem Golf Club in Salem, Ohio; The red leather of the front seat and detail of the matching door trim panel; close up view of the bright instrument cluster; the instrument panel is clean and simple with all controls in the cluster or the steering wheel hub; rear end detail including bumperettes and a single tail lamp.

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2017 Michigan Region Crank Up

Article & Images by Rich Ray Saturday, February 11, 2017 was the official "Crank Up" of the Michigan Region CCCA year of activities. An early dinner at the Courthouse Grille in Plymouth, Michigan was the venue for 31 Michigan Region members to venture out from hibernation and start the countdown to the day when our Full Classics® can hit the road again. After warming ourselves with wine and other spirits, the group enjoyed a menu offering Veal Parmesan, Salmon DiSaronna or Chicken Piccatta followed by some great deserts. After dinner, Phil Fischer conducted a drawing for a very special Classic prize: a lamp he made featuring a Boyce Moto-Meter. Phil has made several lamps featuring various automotive items and this one made a great gift item for the group. Marlene Donoghue was the lucky winner. We thank Phil Fischer and Dan Clements for organizing a very enjoyable event. Clockwise from upper left: Close up of the Moto-Meter lamp; the Courthouse Grille and our special menu; Dan Clements, Helen & Phil Fischer welcome Ara & Diane Ekizian; Greg Kosmatka and Faye Buchan; Marlene Donoghue with her prize Moto-Meter lamp; Phil Fischer’s 1941 Cadillac Series 62 Coupe was the lone Full Classic® to venture out in the Michigan winter.

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Clockwise from above: Lee Barthel found a great place to hang his hat; Lee with Setsuko and Jim Martin; John and Linda Bertolone; Carol Bray, Graham Humphries, Mary Ray and Rosaline Humphries; Lee Belf, Floy Barthel and Tlanda McDonald; Mary Ray and Kathy Kosmatka; Werner Meier and Kent Jidov; Diane Ekizian and JoAnne Clements; Graham Humphries, Alex & Faye Buchan and Marcus Shelley.

Below left: the group enjoying the fine dinner. Below right: Marcus Shelley, Wally & Marlene Donoghue and Irene Shelley.

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Jim Quinlan Interviews........ Denny Duesenberg

Editor’s Note: Jim Quinlan did a series of very interesting interviews of various historic figures from the Classic Era, many of them still alive and active in the Detroit area. Since we seldom get firsthand accounts of those who were personally involved in the creation of our Classics, I thought it would be worthwhile to reprint Jim’s articles. There are not a lot of members around today, other than Jim for one, who were reading Torque that long ago, so I don’t think most readers will feel cheated with a reprinted article. Hope you agree.

Good member, Jim Robbins, made me aware that right in our midst existed a member the famous Duesenberg family! None other than Denny Duesenberg, the only son of Fred Duesenberg. He is employed as an engineer at Ford Motor Company. I contacted him by phone and asked if he would be gracious enough to permit an interview. Mr. Duesenberg was very cordial and said he wouldn't mind a bit. I think our readers will agree that Mr. Duesenberg looks like pictures we have seen of his father. A few days later we met in his office and I asked him:

automatic transmissions that were used in 1931-1932. You know he passed away in 1932. Anyway, this transmission was tested in a hybrid Model A Duesenberg that we had. It had a racing head on the engine that was formerly used in racing. It also had Model J fenders. The transmission did not have a fluid coupling like the Mercedes. Father used a special cone. This is not the example of using racing techniques in production vehicles. Quinlan: Have you seen the Duesenberg in the Greenfield Village Museum?

Quinlan: Did your father influence you to be an engineer?

Duesenberg: No, I haven't been in the museum for twenty years.

Duesenberg: No, I was always mechanically inclined.

Quinlan: The Duesenberg J had the first straight eight engine, didn't it?

Quinlan: Where did you go to school for engineering? Duesenberg: No, the Model A was the first straight eight. Duesenberg: I went one year at Cincinnati in 1933 and graduated from Texas A&M. Quinlan: Your father has been credited with using racing techniques in manufacturing practice. Do you agree with this? Duesenberg: Yes. The four-wheel hydraulic brakes were one innovation that went into production on the Duesenberg Model A. The engine of the Model A was just like the 91 CID race engine design, but it was a larger engine for the larger car. The superchargers also came from the race cars.

Quinlan: Oh, yes? Wasn't the Duesenberg straight eight engine inspired by the Bugatti-Duesenberg twin-eight engine designed for the U.S. government in 1918? Duesenberg: I think you're right about that. And this is an interesting fact about that engine: When it was completed, the United States didn't have an airplane to take this large engine until five years after 1918! Later, Allison adapted much of this design for their airplane engines. Quinlan: Did the Auburn Company make money on the Duesenberg?

Quinlan: Would your father drive some of these fabulous cars home? Duesenberg: Yes, I think it was early Mercedes that he brought home that impressed me. It had a hydraulic fluid coupling. he put it up against a tree to test it's power. This led him to design the 20

Duesenberg: Well, yes. At one time, they were running in the black, but the times killed the Duesenberg. Even the people who could afford the car hesitated to buy for fear of looking too ostentatious. May - June 2017

Clockwise from above: photo of Fred Duesenberg should leave no doubt that Denny (opposite) is his son; Model J Duesenbergs on the assembly line; finished Model J chassis lined up for testing at the Indianapolis Motor Speedway before shipping. .

Quinlan: Which car was your father's favorite, the J or the SJ model? Duesenberg: Oh, the supercharged model. A little story behind the history of the supercharged Duesenberg is interesting. A Mr. Bob Allen of Allen A. Hosiery Company had a real mechanical bent on machinery. He bought a J roadster; this bodystyle was the least expensive at the time. He wanted a four-speed transmission installed with a supercharger and free-wheeling. Instead of the normal price of $12,500 for a roadster, he probably paid $40,000 for it because this was the first custom supercharged car. Mr. Starkey developed the free-wheeling. This free-wheeling design was also tried in race cars in 1930. Quinlan: Although the chassis was your father's main concern, did he have any influence on body design? Could the customer have anything he wanted? Duesenberg: I guess Gordon Buehrig could answer that better than I could. I know that Al Capone had a Duesenberg bullet-proofed. Yes, the customer, I think, could have anything he wanted. Quinlan: Was it a pleasant relationship between your father and E.L. Cord? Duesenberg: Yes, I think very good. At the time, during the twenties, Mr. Cord was using the Lycoming engine in the Auburn car and, as you know, Cord was hound on performance. He wanted to contact my father, however, my father was traveling on the train somewhere in the eastern U.S. Mr. Cord learned about my father's May - June 2017

whereabouts and made arrangements to board the train in route in order to have a special meeting. They talked about the engineering possibilities of the Lycoming engine. This was when the Duesenberg Model A was still being built. Quinlan: Rolls Royce boasted a quiet engine. Didn't your father think this was a good quality? Duesenberg: Well, the Duesenberg engine was designed with a different philosophy. I'll say this, the overhead cam tappets were sometimes noisy on the Duesenbergs, but my father did not try to make a quiet engine, but a performing one! Quinlan: Were the chassis tested before bodies were mounted? Duesenbeg: Yes, about a 500 mile road test both on the Indianapolis Motor Speedway and the highway. I can remember the road test for the Mr. Allen that I have mentioned before. I rode with the test driver to check out the first supercharger on a customer's car. It was a rainy day and we had to stop at quite a few stop lights on our to the 500 track. As we stopped and started we left a cloud of smoke at each intersection. The trouble was the oil line leading to one of the bearings was getting too much oil. We later corrected this by oiling this area with a wick so it would get a constant flow of oil. Quinlan: What kind of a man was your father? Duesenberg: He was very friendly.

Clockwise from above: The Duesenberg that won the 1925 Indianapolis 500 with Pete DePaolo at the wheel and the first to average more than 100 mph (Fred Duesenberg second from right); driver Jimmy Murphy at the wheel of his Duesenberg before winning the 1921 French Grand Prix at LeMans; the first Duesenberg 8 introduced in 1921; a roadster, the “cheapest” Model J Duesenberg, does not appear that “cheap” in this Duesenberg catalog presentation; Fred Duesenberg at the wheel of one of the first SJs, a 1932 LaGrande phaeton.

Quinlan: When we talk about Duesenberg, we mention the Duesenberg brothers as a team, Fred and Augie. Did they work pretty close on projects? Duesenberg: Particularly during the racing history. There were many brothers in the family, but Augie was the only other brother with a mechanical bent. Fred, my father, was credited with the J Duesenberg because it was his baby, not Augie's. Quinlan: Tell me something about your family? Duesenberg: Well, I'm the only child. Augie's family were my only close relatives. Mother's folks were in California, Father's in Iowa. We lived in Indianapolis during those days and Gordon Buehrig lived upstairs on the third floor of our house. He had a bed and a bath up there. As a matter of fact, he and I used to go on double dates together. I remember the night when Gordon and I left Indianapolis in a prototype of his 1936 Cord design. We headed for 22

Auburn, Indiana and the car heated up. Well, we finally made it, but in the wee hours of the morning. I asked Mr. Duesenberg if he would like to have his named printed "Dennis" and he informed me that his proper name was Denny, taken from his mother's maiden name. He later talked about the gold medal that he has as a memento of this father. The medal was awarded to Duesenberg at the 1921 Grand Prix race in France. Jimmy Murphy drove the car to it's glory. The race car is now permanently on display at the Indianapolis Motor Speedway Museum. In a casual note, I asked Denny if there were any old used Duesenbergs that he wanted to give away. He said he didn't think so. I then proceeded to thank him on behalf of the Michigan Region of the Classic Car Club of America. I'm sure many of our members would enjoy meeting this gentleman and consider it an honor as I have. May - June 2017

May - June 2017

1941 Cadillac Window Regulator Repair Article and Images by Phil Fischer

The January/February issue of the Torque magazine contained the article I had written on how I replaced the window regulator mechanism in my 1941 Cadillac Coupe. Since that time, the challenge was to discover the reason for the regulator failure. I used a functioning window regulator crank mechanism for parts, and was able to repair my failed window regulator. The following is the repair process I used. There is a housing riveted to the window regulator body containing the shaft to which the window riser handle attaches. Drilling out three rivets holding the housing onto the regulator, allows for its removal. Disassembly then revealed three moving parts that regulate the up and down action of the window glass. The window riser handle shaft, a coil spring, and a small toothed gear. Cast at the base of the window crank handle shaft is a ¾ circular drum, leaving a flat edged opening. The remaining opening of this drum has two cast triangles, strengthening those flat edges. The separate small gear at the end of the shaft, has a tab that fits into the open section of this drum. This gear has teeth that mesh with the teeth on the regulator arm. When I examined the coil spring inside the housing, I found it has two small tabs bent at an angle inward, toward the center of the spring. The tabs lock against each flat edge surface at the opening. The coil spring wraps around the small cast drum on the shaft, and rides between the drum, and the inner surface of the housing. The failure of the regulator in my vehicle was that both these tabs had broken off the spring. Without these tabs, the tension needed to create resistance when winding the window up or down, was lost. Apparently, in my case, one tab had broken off, had become lodged in between the shaft drum and the inner housing. It was only after I was able to move the crank sufficiently to have the broken tab free of the interference it created, that the window regulator would allow raising the glass, but without the needed tension, the glass would 24

drop from the up position. You could no longer partially roll down the glass, as it would immediately drop into the door. Photos show the design of the window crank shaft mechanism when assembled. The friction provided by the coiled spring against the inside surface of the housing allows the glass to be easily moved up or down, or partially stopped in any position. Missing in the photo of the coiled spring, are the two tabs. You can readily see how this simple design works. Prior to drilling out the three rivets, you can see in the photo of the window regulator, that I used a “nylon tie” as a safety measure. This secured the regulator arm in place. You can see the rather large heavy coiled regulator spring that provides a considerable amount of tension. General Motors has used this design for years, so I found a 1941 Oldsmobile window regulator on the internet for a few dollars. It uses the same mechanism as the Cadillac. The difference was the length of the crank shaft that protrudes through the door panel. I drilled out the three rivets, and removed the mechanism. I removed the coiled spring, and it was the same size as the spring used in my Cadillac window regulator. I used my original shaft, and mounted the spring. There was very little lubricant in the housing, so I sparingly lubed the coils of the spring. After reassembling the mechanism, I used three small threaded machine screws and nuts, to reattach it onto my original regulator. This repair was completed with a cordless drill, a drill bit, and a screwdriver. There were no specialized tools required. I believe you could use a “pop” rivet tool in place of the machine screws and nuts, if that is in your tool box. May - June 2017

Opposite: The repaired window regular mechanism.

Clockwise from top left: Gear fitted into mechanism ready to drop into place and bolt to regulator; coil spring side view; view of regulator with crank mechanism removed from its mounting point (teeth visible that mesh with the small gear); crank mechanism housing, spring, gear and shaft where the tabs are broken off and missing from spring; regulator locked with nylon tie for safety; crank mechanism assembly removed from regulator; crank shaft with gear showing how it fits into the notch of the crank shaft.

Editorâ&#x20AC;&#x2122;s Note: Fisher Body Division of General Motors produced all of the production bodies and body components for all GM products. The procedures described by Phil Fischer would probably apply to any GM window regulator of this era. May - June 2017

The Great 2016 Fender Skirt Catastrophe Article & Images by Phil Fischer

On November 5, 2016 the CCCA Annual Dinner Meeting was held at the Forest Lake Country Club in Bloomfield Hills, Michigan. The weather was another beautiful Michigan Fall afternoon so driving our 1941 Cadillac to the event was an easy decision. I had washed the Cadillac in preparation for attending the Annual Dinner, much the same as I had done so many times before. Our 1941 Coupe has the optional “wheel opening shields” (fender skirts) and though they add something very pleasing to the design of the car, they are a little troublesome to remove for access to the white walls when they need brightening up. Having had them off so many times in the past, I had the routine for their removal and installation down pat, so I thought. The route I had chosen to get to the dinner, included a section of freeway driving. As we were traveling on the freeway approaching the exit I was to take, my wife Helen, shouted “You’ve just lost a hubcap!” At that same time I heard the noise, I looked into the rearview mirror and to my shock I saw not a hub cap, but the right rear fender skirt flying like a “Frisbee”, spinning and skidding down the paved freeway shoulder. As safely possible, I pulled onto the shoulder, jumped out of the Cadillac and walked back to retrieve what I envisioned to be a destroyed fender skirt. As luck would have it, the damage was rather minor compared to what might have resulted. The fender skirt landed on its outer face, skidded on the chrome plated medallion and came to rest in the grass along the shoulder. I carefully picked up skirt and walked back toward the car. Being so preoccupied at assessing the damage and trying to decide about its repair, I looked up to see Helen leaning out of the passenger door, calling out and waving her arms at me. With the noise of the passing vehicles I couldn’t make out what she wanted. Unbeknownst to me, as I am walking back to the 41’, a police siren blasts behind me! Startled, I must have leaped a foot in the air. I turned to see a Michigan State Trooper in his vehicle a few feet behind me, lights flashing and all. After ascertaining that we needed no further assistance, the Trooper stood by as I loaded the skirt in the trunk of the Cadillac and we safely reentered the freeway. 26

Arriving at the dinner location, I had quite the story to relate about what had transpired on the trip there. I initially thought that I would be repairing the fender skirt myself, but sometimes the obvious solution to a problem results from discussing it with others. It hadn’t occurred to me that with Hagerty Insurance coverage on the Cadillac, all I need do was to contact them and file a claim. The following day I contacted a Hagerty representative and discovered I was covered for the damage to the skirt. I was now challenged to figure out what caused the fender skirt to become airborne that day. In the 1940’s, Cadillac employed different methods of attachment for fender skirts, depending on the year and model series. The fender skirts on the 1941 Cadillac Series 6227 Coupe attach to the vehicle with small “U” shaped brackets located on either end of the skirt. These brackets slip over the sheet metal edge of the fender capturing it where it curls under at the lower edge. There is a large “L” shaped handle that is rotated around, with an end that protrudes up at the 12 o’clock position and clamps the upper portion of the skirt in position. This arm is designed with a locking lower end to keep tension on the arm when the skirt is properly installed. After the repairs were made to my fender skirt and I attempted to install the skirt, I found the right fender was loose at the front lower edge. I could easily pull it away from the body. This caused the skirt to fit loosely and rattle badly. With the skirt installed, I found when pulling the lower end of the fender outward, the front “U” bracket became unattached. Looking in the fender well area, I found a fender bolt missing at the front lower end of the fender. As a consequence, the fender could be pulled away from the body about a half an inch. The front “U” bracket at the lip of the skirt protrudes out a few inches and the small “U” end captures the rolled fender lip. I believe that through either vibration or bumps in the road, the loose fender pulled away from the body allowing the front “U” bracket to slip away from the fender lip. The wind caught it causing the skirt to fly off the car. The locking arm was still in the locked position when I retrieved the fender skirt from the side of the road. May - June 2017

Opposite page: The damaged fender skirt as recovered from the side of the road.

This page clockwise from top left: Inside of fender skirt showing latching lever and attaching brackets; rear attaching bracket; rear bracket attaching point; front bracket attaching point on lip of fender; front bracket; repaired fender skirt in primer; completely refinished fender skirt installed on the car.

I chose Great Lakes Body & Trim located in Commerce Township, Michigan to repair the damaged fender skirt and paint both of them. I had confidence in their quality of workmanship as they are an authorized Hagerty Insurance repair facility. If there is a moral to this story, it is that youâ&#x20AC;&#x2122;re dealing with a 75year old vehicle. Just like me, as our cars are getting older, they needs a little more attention to keep them in good running order. With all the miles driven in our â&#x20AC;&#x2DC;41 Cadillac annually, I will now pay more attention to maintenance under the car, as well as the outward appearance. May - June 2017

Torque -May Issue - ountlined final.pdf 1 28/02/2017 1:15:39

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May - June 2017

Door Alignment on Older Classics Article and Photos by Jon Leimkuehler

Remove the screws from the bottom hinge at its attachment to the car’s jamb. Add a shim if you want to lift the door. If you need to lower the door, use a wood chisel to remove material. Then adjust the top hinge in the same way. Go slowly and keep checking the fit. After an hour or two you will be surprised how easily the doors close. The top hinge is fitting too tight. Some wood needs to be removed to provide more clearance when the door is closed. A wood chisel is used with a small hammer to chip out a thin layer of wood. On the lower hinge, a shim is needed to raise the door to properly align it with the latch in the door jamb. The photo shows putting into

From the Western PA Region CCCA Wiper Blade

position a 1/8 inch thick aluminum shim. Pieces of wood were trial fit to determine how thick the shims needed to be for proper alignment. You will need to put at least two screws in to hold the hinge in place when checking for the proper alignment. This takes some trial and error. With patience, you soon will have your doors opening and closing very smoothly. You will wonder why you didn’t do this sooner.

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

Feature Car: 1907 Thomas Flyer from Stahl’s Automotive Foundation

May - June 2017

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May - June 2017

Recreate Your Own Decals

It seems that on occasion one can have an “Ah-Ha” moment, at the most unpredictable time. It’s a typical Michigan winter day, I’m slightly bored in the garage, with the hood up, monitoring the “Battery Tender” on my 1941 Cadillac. I glanced over at the windshield washer solvent jar and suddenly remembered how a few years ago when the jar was delivered to me, it had a very different decal. Seeing the reproduction decal on the jar and realizing that it was not like the original decal, I decided that I would investigate the possibility of finding a more suitable replacement for it. The September-October 2015 issue of the Torque magazine contained an article I wrote dealing with the optional windshield washer system, on the 1941 Cadillac. When I purchased my Cadillac, the most important missing part of this system was the glass solvent jar. It apparently had been broken sometime in the past. I was able to purchase an original “square” jar, and when it was delivered, it had the remains of the original factory decal affixed to it. There was little left of this decal, but I could see that the print was in orange ink, on a clear back-round. Thinking back now, I should have left the decal alone, but I removed the remaining pieces with a single edged razor blade. I replaced this original decal, with the only available reproduction. The reproduction decal had white printing, on a blue back-round. Surfing the Internet, I found Buildasign.com, a company that can provide a variety of personalized license plates, banners, stickers, May - June 2017

Article & Images by Phil Fischer

Above left: the reproduction windshield washer decal that does not match the original. Above right: the clear decal developed by the author using the Buildasign.com website

signs or decals, of your own design. Buildasign.com has a step-bystep program allowing you to create any type decal you might need. Once logged onto their web site, my first step was to select the size decal I needed. The choices range from as small as 2 inches by 4 inches, up to 24 inches by 24 inches. Next I selected the material, either opaque or clear vinyl. Lastly, at the design page, I began creating my washer jar decal. The program allows you to add the “text”, (font size and color are determined here). Clip art can be selected here from a large selection provided by the web site or you can “upload images” of your own. Using the reproduction washer jar decal as an example, I discovered that I could design a decal of the same size, have it printed on a clear background and have it printed in orange colored ink. I sat at my computer and came up with as close a design as I could of the original decal. I tried to recreate the Cadillac “script” logo and I matched the print and font size to my example. The result is a very close reproduction decal and a reflection of how the original one looked on the solvent jar when it was delivered. I am by no means a computer savvy person, but it was a very simple process to create the decal I needed and the cost was reasonable. If I can successfully create a decal, anyone can. 31

Reader comments on Torque Magazine are appreciated and encouraged. It assures us that someone actually reads it! Let me congratulate you on another fine issue of TORQUE November-December 2016. Several great items. In particular your own article on Ernest Seaholm rings my bell in three ways. Karel and I lived in Birmingham, MI through most of the 70s, first on Fairway Drive and later on Bryn Mawr Road. In 1974, Karel bought her 1942 Cadillac 60S Derham Town Car from a fellow with a livery-car business on 6-Mile Road in Detroit. The car was in deplorable condition in all respects, so it was probably 1976 before we had it back following its original restoration. In the meantime someone in the MIR (probably Tom Clarke, Dave Holls or Ed Anderson) told me that we lived across the street and down half a block from Ernest Seaholm who had been Chief Engineer of Cadillac when the car was built. So soon after the car was back on Fairway Drive, on a nice sunny Sunday afternoon, I drove it across to Mr. Seaholm’s house, parked the car outside and rang the doorbell. An elderly lady, whom I assume was Mrs. Seaholm, answered the door. I determined I was at the right place, introduced myself, pointed out the car and said I thought Mr. Seaholm might be interested. Mrs. S. then took me in to meet Mr. S. who was sitting watching TV. I told him about the car and invited him to step out to see it and was astonished when he rather abruptly said he was not the least bit interested and turned back to the TV. Since he died in 1977 at age 90 he must have been 89 at the time. I assume he was not suffering dementia because he understood what I said to him and I don’t think Mrs. S. would have brought me in to see him unless she thought he might have been interested. But, you know, age does things to people. I’m 83 and still real interested in cars, but who knows, should I reach 89 what my thoughts might be. Also maybe he was seriously ill at the time and I sort of recall that his interest was more in the earlier cars. Of course, Derham may have turned him off ; they were a Fleetwood competitor and he may have thought they cobbled up his cars. Another encounter I had with Ernest Seaholm came posthumously when I was writing two brake-history articles in 2011 relating the first four-wheel brakes, the first hydraulic brake and pioneers Henri Perrot, Malcolm Lockheed, Fred Duesenberg, Bert Linderman and peripherally Vincent Bendix. In the course of my research I ran into four Seaholm brake patents. I plan to someday do another brake story covering Louis Huck, John Sneed, Ernest Seaholm and a couple others. I found 27 regular automotive patents granted to Ernest Seaholm either alone or with others that were assigned to General Motors, two that were assigned to Bendix (owned by GM 1924-48) and three design patents including two with Harley Earl that I attach below as they might interest our members. His first filing for a patent was June 13, 1919 and his last was January 29, 1938. The first was for a transmission key-lock to lock the transmission in neutral (I saw one of these in a 1926 Nash) and his last was for the design of Cadillac’s first column shift mechanism and judging by the one on the ’42 it was a terrific design; much better than the Packard setup. For a listing of all 27 see https: //patentimages.storage.googleapis.com/pdfs/ 56fa905bcc7667a4f84a/USD76428.pdf. It is remarkable that in 1938 after all those years as head of Cadillac engineering, Seaholm was still actively gaining patents.

One of Seaholm’s design patents dated September 25, 1925 with GM Art & Colour head Harley Earl, for a Motor Vehicle Front Assembly.

I attended a big SAE dinner affair in Detroit in the 1970s where Ed Cole was the featured speaker. He told the audience that after graduating from GMI he went to work for Cadillac and his first job was helping design the first Cadillac V16 which fits with your article. Yours sincerely, Bill Deibel https://patentimages.storage.googleapis.com/pdfs/1cf635a32a24f 46cb938/USD72449.pdf https://patentimages.storage.googleapis.com/pdfs/7172ebdf6c1b8 196ae48/USD72746.pdf https://patentimages.storage.googleapis.com/pdfs/39546534bfd4 b531df2a/USD74393.pdf May - June 2017

Very nice article in the January - February 2017 Torque on my favorite year for Packard – 1941. I know how you and the crew at The Torque strive for accuracy and authenticity, so I thought I make a few comments on the 1941 160 Deluxe convertible coupe. The comment made in the article that, “…the dashboard that is “woodgrained” as opposed to the standard, monochromatic “body color” paint finish…” is incorrect. All Packard models in 1941 came standard with a woodgrained instrument panel. The woodgraining in the 180, 160 and 120 (NC) models was burled walnut and the 110 (NC) model was Cuban mahogany. Please see the attached page from the 1941 Packard Data Book.

be is Saratoga Beige metallic, but that is a much darker tan than shown in the pictures. Anyway, nice to see a 1941 Packard on the front cover. All the best, Roger Luksik

One could get an instrument panel painted in monochromatic, body color, but that came only with the special-order Multi-Tone interior package. The vast majority of Packards did not have this option. The author may have been misinformed on this detail as I see many 1941 Packards sporting a painted instrument panel. This is the mark of an amateur restoration where they took the less costly route and painted the instrument panel in body color instead of the proper woodgraining. I learned this lesson when I purchased my 1941, 160 convertible sedan nearly 20 years ago as it came with a body color instrument panel and I corrected it. Another item is the color of the car. In the article the color is called Desert Sand, but that color is not listed in any 1941 Packard literature. From my eye it appears to be Cadet Cream, a very popular color for that year. The next color in the tan family could

Another great issue of your publication. I thought you might want to know the location of one of the cars from the old ads. The Stutz is our car! I have a copy of the ad in the file from when I purchased it and it is immediately recognizable form the event plaques on the frame rail below the door. I wonder if any of the others will be recognized?? Carl Jensen, Wisconsin

Great issue. Again, Phil Fischer did a great job in the '41 Caddy tech articles. I think I need to name him the tech editor for the Cadillac-LaSalle Club's 1941 Chapter, which I could do, I guess. Again, always a pleasure to read the Torque! Jeff Shively, Indiana

Thank you for sending the copy of the March Torque. Nice article (about Bill Parfet’s Auburns)! I wanted to let you know four of the cars have been restored by us. The only one that has not been done by our shop is the Phaeton. The speedster was originally restored by RM and then we re-restored the car before it won Best of Show at the ACD meet in Auburn. Bill Bools contacted Eric and I regarding the Brougham and we put Mark onto it. Just a little FYI. Thanks, Vivian LaVine, Indiana May - June 2017

Received Classic Vibrations today with your note 'welcoming suggestions for improvement'. As everyone in CCCA is well aware of, Michigan Region's publications have a long history of being a superior product. Now, I am going to try to find the kindest words I can in regard to Torque over the last year or two. Well.... Torque really, really, really, really needs a good proofreader. I am going to leave it at that. The photos are beautiful. The type is great. Cover and paper stock couldn't be better. BUT! There are a lot of mistakes. Mostly misidentified Classics. Some non-classics pictured as though they were on the list. That is all I want to say. I want to say thanks for asking for feedback. Most people wouldn't do that. Tom St.Martin , Minnesota CCCA Publications Judge Editor’s Note: After discussing the above concerns with Tom, the problems are clearly the fault of the Editor and should not be blamed on the proofreaders. More care will be taken in the future to assure that Classics® are correctly described. 33

The Steering Column By Tlanda McDonald By the time you read this message, many of us will have enjoyed the Ed Muerer collection (Eds Jr and III), our spring outing at the M-1 Concours and the National CCCA Annual Meeting in Reno. So much to do and enjoy through the tireless efforts of our energetic Activities Committee. A big thank you. Also, hopefully, the weather in Michigan will have allowed us all to make that “first spring journey” in our Full Classic® to determine what havoc the winter has wrought! To me that would be one of the most important advantages to living in warmer climes – not having to put everything away and take it all out again in the spring – never being quite sure what the surprise will be!! In the last issue I challenged everyone to check out our Michigan Region CCCA website and for some of the very tech savvy – our new Facebook page. Were you among those that did? Both sites are improving every month and are worthy of your attention. And too, I trust you all read and appreciated the cover article in the last edition of Torque. I believe that the article on the Auburn Salon cars including the incredible photos of Bill and Barbara Parfet’s automobiles is one of the finest I have read. No wonder enthusiasts around the country covet our Torque magazine. Our editor, Rich Ray, does incredible work for the Region and entire club. Thank you. Rich. Moving forward I’ll plan to see each of you on our May spring tour, the Judging seminar and the June CCCA Museum Experience. Once again, much to do and much fun to be had. See you there! Very truly yours,

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May - June 2017