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Created with a
Car Culture An Equal Opportunity Employer © 2017 Kelly Services, Inc. 17-
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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. ®
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Inside This Issue Michigan Region 2018 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: Dick Kughn’s 1941 Cadillac Imperial Formal Limousine…………..….7 Back Cover Story: Ed DeVries’ 1935 Cadillac Series 20 Convertible Sedan………..10 A Classic Valentine’s at Cantoro’s….………………………….….……………..…..14 “Cars & Coffee” with Paul & Sandy Wise…………………………………………..16 Road Testing Cars of Distinction: 1935 Bentley 3 ½ Litre…….………………….…18 Edsel’s Classics® Revisited.……………………………………………………….….23 A Forecast of the Coming Motor Designs..…………………………………….……28 Obituary…………………………………………..………….……………..……..…30 New Member Profile.….………………….……….……………………….…….…..31 ReTorque………………….….………………………………………………….…..31 The Steering Column…………………….…………………………………………..32
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2018 Leadership www.classiccarsofmichigan.com 4717 Maddie Lane Dearborn, MI 48126
Board of Managers Director
Publications Committee Torque Editor
Tlanda McDonald
Assistant Director
Phil Fischer (734) 377-6553 corbuck6147@att.net
Treasurer
Torque Cover Editor
Club Photographer
Greg Stachura Jerry Medow (248) 737-0637 medowg@aol.com
Projects/Advertising
Wally Donoghue (734) 455-0177 wally@plaidpants.net
Annual Meeting
Classic Vibrations Editor Torque Staff
Ara Ekizian
Paul Ayres
Wally Donoghue
Ed Meurer III
Janet Welch
Paul Wise Diane Ekizian
(313) 492-0284 sandrawise@me.com
Grand Classic
Jay Fitzgerald (313) 885-3641 jayf3641@ sbcglobal.net
(248) 851-4069 dlekizian@yahoo.com
Activities
Don Wood III (586)201-3391 donwoodiii@gmail.com
(734)397-3000 gstachura@comcast.net
Membership
Bob Ferrand (248)722-8375 bobish1@comcast.net
Greg Kosmatka (313) 882-7980 grk129@sbcglobal.net
Secretary
Rich Ray (810) 333-2498 richray2@hotmail.com
(248) 563-5651 tlmcdonald999@comcast.net
Nancy Seyfarth (313) 436-8327 nancylouseyfarth@gmail.com
Grand Classic
Lee Barthel (248) 476-0702 lfbarthel@yahoo.com
Torque Editor
Area Head Judge
(810) 987-8977 ternest@sbcglobal.net
Rich Ray (810) 333-2498 richray2@hotmail.com
Terry Ernest
Assistant Area Head Judge Marcus Shelley (313)881-5109 red.auburn851@gmail.com
Classic Vibrations/Website Jay Fitzgerald (313) 885-3641 jayf3641@sbcglobal.net
Historian
Bruce Thomas (248) 594-6499
Torque Magazine
May - June 2018
No.455
Torque Magazine is published bi-monthly at 24000 Research Drive, Farmington Hills, MI 48833-2606. Change of address and all correspondence should be mailed to Torque, c/o Rich Ray, 12664 Lashbrook Lane West, Brighton, MI 48114. Subscription price is $35 per year for members and $50 per year for non-members. Periodicals postage paid at Farmington Hills, MI and additional mailing offices. Postmaster: Send PS Form 3579 to 12664 Lashbrook Lane West, Brighton, MI 48114. Written or pictorial material in the Torque Magazine may not be reprinted without permission from Torque Magazine or its authors and credit given to the Michigan Region Torque.
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Michigan Region 2018 Activities Calendar May 20, Sunday - Spring Tour: Bicycle Collection June 3, Sunday - CCCA Museum Experience July 11-14 - Ohio Mini-CARavan & Grand Classic July 22, Sunday - Ice Cream Social July 27-29 - Concours d’Elegance of America at the Inn at St. John’s September 9, Sunday - Annual Steak Roast October 21, Sunday - Fall Color Tour November 3, Saturday - Annual Dinner Meeting at the DAC
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
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GENERAL SERVICE MAINTENANCE DETAILING RESTORATION WORK MECHANICAL SERVICE Pickup and delivery is available in an enclosed trailer for Classic Car repairs
EMS CLASSIC CAR CARE, INC. 11530 Timken, Warren, MI 48089 1/4 mile South of Stephens (9-1/2 mile), just west of Hoover
Ed & Emica Syrocki Phone: 586-754-3728
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From Your Editor By Rich Ray As I write this, some signs of spring are starting to show through the late winter snow. Hopefully, when you read it, we will be fully engaged in the Full Classic® car season. This issue features two unique Cadillacs: Dick Kughn’s 1941 Imperial Formal Limousine and Ed DeVries' 1935 Series 20 Convertible Sedan. We got to photograph these two great cars at the CCCA Museum Experience at the Gilmore last June and they are quite unique and interesting. We have coverage of two late winter activities, as well as, the 1935 Bentley 3 ½ Litre chapter from Ed Miller's interesting book Road Testing Cars of Distinction. The article Edsel's Classics, published in the January 2016 issue of Torque, elicited considerable interest with many of you offering information on other cars he owned and correcting errors in the article. As a result, I took a deeper dive into Edsel's vehicles generating a list of over two hundred cars that he owned, many with serial number detail. You will find this follow up on page 23 and I look forward to your further comments. By the way, as you prep your car for the Classic season, be sure your fire extinguishers are up to date. Kidde has recalled more than 40 million fire extinguishers used in homes, vehicles, and boats because they can become clogged or fail to discharge during a fire. They were sold under dozens of different brand names. Call Kidde at 855-271-0773 or go to www.kidde.com. for free replacement. So take a break from detailing your Classic® for the road, sit back and enjoy.
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Torque Advertising Rates One Year (6 Issues)
Single Issue
Color Full Page ½ Page ¼ Page
$1,100 $600 $320
$220 $110 $70
Black & White Full Page ½ Page ¼ Page
$1,000 $550 $285
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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:
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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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Dick Kughn’s 1941 Cadillac Imperial Formal Limousine
By Bob Ferrand Richard Kughn’s 1941 Cadillac Fleetwood Imperial Formal is one of only 98 examples produced for the 1941 model year. The car was purchased new by the Singer family, of Singer sewing machine fame, and was intended for use on the family compound located at Singer Island, Florida, where the car remained until 1976. The Limousine was willed to Mrs. Singer’s chauffeur, who eventually sold the car to an auto collector.
Images by Don Wood III and the Author There is a control panel located at the right armrest in the rear seating area that houses the radio control panel, as well as a control for the power antenna. The radio is contained in the trunk compartment along with the antenna which was relocated from its typical position on the left front fender to a new location on the right rear body of the car, adjacent to the deck lid. Additionally, a rocker switch is provided allowing the rear seat passengers to raise or lower the motorized divider glass which separates the passenger compartment from the driver’s area, allowing greater privacy. The passenger compartment is spacious while the plush upholstery and well-engineered design of the rear seat provide passengers with firm support providing relaxing comfort while seated. Two additional jump seats located in the division compartment directly behind the driver’s seat fold discretely out of sight when not in use.
This 75-Series Cadillac represented one of the finest examples of luxury in an American made limousine built during the 1940’s. The “F” designation at end of the body style number 7533F, stands for “Formal” which indicates that the car is built with a division partition separating the passenger compartment from that of the driver. Unlike other Cadillac models built this year which feature an attractive burled This Cadillac was previously owned by Don and wood-grained dash panel, the 7533F FleetSue Eller, who are long-standing Michigan Rewood Imperial Formal was designed exclugion CCCA members. The Ellers commissioned sively to be a chauffeur-driven limousine. an extensive restoration of the car, which was The dash panels and steering column on meticulously performed by Brian Joseph and his these cars were painted gloss black and Left rear passenger armrest features a talented associates at Classic & Exotic Restorafeatured a centrally located Cadillac scriptswitch to control the center divider tions in Troy, Michigan. The Cadillac is finished ed chromed grille, which normally supports window, an ashtray, cigar lighter and a in Antoinette Blue and sports an attractive, padded notepad and pen. the AM radio and speaker assembly. On leather roof dyed in a matching blue, which perthis model however, the grille’s function is fectly complements the body color and adding primarily decorative as the radio and speaksome distinctive style to this extraordinary car. er have been deleted. Openings that would be necessary for the The driver’s compartment features similar dark blue leather upholradio controls and station selection panel have not been punchedstery, while the passenger compartment is upholstered in an attracout on this particular casting. The radio and its related controls were tive gray, wool broadcloth with dark blue piping. The carpeting is moved to the right rear passenger area of the automobile. also gray trimmed with dark blue leather edging and custom matching floor mats were made to protect the front and rear carpeting. May - June 2018
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Top left: The Imperial Formal Limousine features Cadillac’s standard 1941 front end with fog lamps and bumper bar. Top right: the rear quarter view illustrates the “bustled” trunk providing ample cargo capacity. Clockwise from left: The closed rear quarter provides privacy for the occupants; fender skirts contribute to the long, low look of the limousine; Cadillac is spelled out under the large logo and the flying lady hood ornament; the rear quarter features the padded leather roof and the power radio antenna.
There is also an attractive lap robe in the back seat provided for additional passenger comfort in cold weather. Rear doors have real wood trim panels finished in an elegant clear coated, burled woodgrain veneer. Running horizontally along the length of the panel are three long stripes which are lighter in color. These are made from a more conventionally grained wood inlay which contrasts nicely with the burled portion of the panel. This same treatment also adorns the upper fascia of the car’s division panel and an electric clock is centrally located within the panel for the rear seat passengers. The big Cadillac rides on a 136” wheelbase chassis and is powered by General Motors’ excellent, time-tested flat-head V8 engine. Engine displacement for 1941 remained 346 cubic inches, but compression was increased that year to 7.25 to 1, raising rated horsepower to 150 B.H.P. at 3,400 R.P.M. Other improvements included new Babbitt-lined bearings; a newly designed cast iron camshaft; exhaust valves made from a new, more-durable steel alloy; redesigned valve lifters, and a lighter-weight timing chain and sprocket set. This engine, coupled with the durable, synchromesh three-speed manual transmission, moves the big limousine down the road efficiently and these cars have no trouble keeping up with modern traffic when properly geared for higher speed. Cadillacs in 10
1941 were built with three different axle ratios, but the larger 75-Series cars came with a 4.27 to 1 axle ratio as standard equipment. An optional ratio of 3.77 to 1 was offered, permitting higher speeds at lower engine RPM and improved fuel economy for longdistance, interstate driving. Dick’s car is equipped with the smaller gear which allows the car to keep pace with modern traffic without strain or undue driver fatigue. Dick has been a member of the Michigan Region CCCA for many years and has owned and enjoyed showing many Full Classic® automobiles during his years as a member. When considering the purchase of a collector car for his personal enjoyment and to further augment his collection, Dick has always been keen on adding beautiful, low production, special-cars, with the added distinction of being on the CCCA registry of Full Classics®, and of course, this beautiful 7533F Imperial Fleetwood Formal Cadillac is no exception. This car has been judged at both CCCA and Premier Concours show events and has been able to achieve high point scores, winning many 1st Place Awards… a solid testimonial to the exceptionally fine restoration work that was done many years ago.
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Clockwise from left: the 346 CID V8 engine produces 150 HP; the chauffeur’s compartment features gloss black paint and a dummy cover over the space normally occupied by the radio; the chauffeur does get a full leather seat as compensation; a jump seat adds extra passenger capacity for runs to the opera; the rear seat is very luxurious and comfortable with grey broadcloth seats with dark blue piping and a foot rest; proud owner Dick Kughn with his 1941 Cadillac 7533F Imperial Formal Sedan at the 2017 Michigan Grand Classic in Dearborn; the right rear passenger armrest features a radio and power antenna controls as well as a note pad and pen, a cigar lighter, ash tray and power switch to raise and lower the center divider window; wide whitewall tires with full wheel disc set off the dark Antoinette Blue body.
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Ed DeVries’ 1935
Article by Ed DeVries
Photos by Don Wood III and the Author
When my wife Dorothy first saw the 1935 Cadillac convertible sedan in 2014, she exclaimed, “What a pile of junk!” Four years later, she now calls the same car “Simply beautiful.” After four children, fifty years in the masonry business and even more years working on all types of cars, I was looking for another challenging project to accomplish in my retirement. I spoke to Steve Babinsky at Hickory Corners who informed me of a 1935 Cadillac in Philadelphia that was in need of a new home. I was immediately interested, so Dorothy and I drove out to Pennsylvania to take a look. Within minutes, she was a bit disgusted and back in our car and I was making an offer on the restoration project of a lifetime. After picking up the car, which was mostly in parts, I looked through all the boxes that came with it and I knew I had made the right decision. The chrome plated parts were wrapped in newspaper from 1980, and they were beautiful. Unfortunately, many were also missing. There was no steering wheel, grill, radiator, transmission, spare tire or a complete hood. I began searching for and making parts to begin the restoration. This was not an easy task because very few of these cars were produced due to the effects of the Great Depression. The four-door, five-passenger Series 20 sedan features a 136-inch wheelbase, a V8 engine, a Fisher body, side-mounted spare tires, a folding trunk rack, painted rear wheel spats and, of course, the flying goddess hood ornament. The interior includes a banjo style steering wheel, textured chrome ashtrays, a robe rail for back seat passengers, roll-up glass windows and wooden door caps.
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Cadillac 20 Convertible Sedan
I spoke with Paul Ayres who suggested I get the Build Sheet from the Cadillac. I was surprised to learn that the car was ordered in April of 1935 via Capitol Cadillac Co. of Washington DC. It was built for the 1935 A.A.O.N.M.S. Shrine Convention (known today as The Shriners) where it was used as transportation for the organization’s leaders and as a parade car. It was originally finished in Madrid Maroon, which matches the color of the Shriners’ fezzes, and had brilliant green wheels. It also came with a tan top. For three years I assembled, disassembled for painting, reassembled parts, manufactured the grill and steering wheel, had the interior reupholstered, a new top made and completed numerous other aspects of restoration. Finally I took it to Auburn Indiana Spring National Meet where it received its First Junior Award, which was truly a fun and gratifying experience. Since then it has also won a First Senior Award at Hershey, the Senior Wreath Award at Hickory Corners and Best in Class at Bay Harbor in 2017. Previously I have restored a 1939 Lincoln 4-door convertible, a 1923 Minerva Sport Phaeton and several other cars. I also have a 1909 Cadillac and a 1959 Lincoln convertible. But of all the cars, boats, and even motorcycles I have worked on in the past, this was perhaps my favorite project. We now love taking the car to shows, driving in parades and it has also been used in several weddings, including our son’s in November. Dorothy now admits she was wrong about our “pile of junk” and maybe that’s the most satisfying part of all.
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Clockwise from left: Even the door hinges reflect great detail; freestanding torpedo-shaped taillamp; the flowing lines of the big Cadillac are apparent in the front quarter view, a trunk rack is included in addition to the built-in trunk; Cadillac V8 ornament adorns the hood vents,
Clockwise from left: Detail on the rear view mirror; the chrome hubcap mounted on the fender skirt says it all; the hood, radiator shell, headlamps and front fenders all flow together beautifully; winged badge above the grille with prominent red horizontal bars; the banjo steering wheel dominates the spacious driver’s compartment; the 353 CID V8 engine produces 130 HP; beautiful detail in the instrument panel and cluster.
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Clockwise from lower left: Spacious rear passenger compartment with chromed convertible top bows; the front door trim is simple and elegant. plenty of room in the driver’s compartment with individual adjustable seat; rear entry is enhanced with the rear hinged door; rear door handle and ash receiver detailing.
Left top and bottom: Ed works painstakingly rebuilding the grille; the nearly completed grille with its many vertical and horizontal components. Clockwise from above right: the spokes and hub for the new banjo steering wheel; spokes assembled to the hub and ring; spokes and ring were positioned in the mold to create the plastic rim; the completed banjo steering wheel assembly. Below left: the body is painted and ready for assembly. Below right: Ed DeVries with his Cadillac at the 2017 CCCA Museum at the Gilmore.
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A Classic Valentine’s at Article & Images by Phil Fischer
Clockwise from above: Cantoro’s Chianti wine cart; a custom Italian motorcycle stands above the market area of Cantoro’s; Sandy Wise enjoys appetizers with her family guests; Paul Wise checks out the appetizer platter on its way to the table; Cantoro’s wine cellar provides an intimate venue for a private gathering.
On Saturday, February 10th, Michigan Region members and friends once again enjoyed a wonderful meal at the Cantoro’s Italian Market & Trattoria, in Plymouth, Michigan. Since Valentine’s Day was approaching, the theme of the luncheon celebrated it early. Small red and pink hearts were spread around on the tables and on each was a small vase containing a flower arrangement to brighten the room. Of course, “Dove” chocolate hearts and “York” peppermint hearts were on the tables. Forty-two hearty souls ventured out on snow-covered roads to attend the event. But Michigan’s recent snowstorms, with several inches on the ground, didn’t prevent those attending from having a great time. The round tables were filled with hungry people enjoying a full course Italian meal. Appetizers allowed everyone to socialize, mingle and enjoy a glass of wine. The luncheon consisted of fresh baked bread followed by individual salads. The pasta course was rigatoni with meat sauce. The main course was Chicken Sorrento with seasoned Italian potatoes. And finally, in what has become somewhat of a tradition with the Michigan Region, we enjoyed a desert of strawberry gelato. 16
The guests included Lee & Floy Barthel, Lee Belf, John & Linda Bertolone, Carol Bray, Jerry & Patricia Brochstein, Alex & Faye Buchan, Wally & Marlene Donoghue, Dave & Mia Donoghue, Ara & Diane Ekizian, Phil & Helen Fischer, Vicky Garling, Larry Gloweczewski, Kent & Amy Jidov, Bob & Linda Leich, Jerry Medow & Judy Kudla, Tlanda McDonald, Dan Sommer & Marty Boda, Greg & Jean Stachura, Gerald & Helen Szostak, Mike & Lynn Ware and Paul & Sandy Wise. The weather didn’t dampen anyone’s spirit nor did it prevent many members and their friends from attending since we, as “Michiganders”, have long since learned, weather is sometimes no more than a minor inconvenience. May - June 2018
Clockwise from left: Tlanda McDonald, Jean & Greg Stachura enjoy their lunch; Ara Ekizian, Greg Stachura wait for the appetizer buffet line; Paul Wise doesn’t seem concerned that no one is sitting with him; Ted & Mitsuyo Delphia enjoy lunch; Ara Ekizian, Mike & Lynn Ware chat during lunch; Bob Leich (standing) chats with Wally, David, Mia and Marlene Donoghue; Linda & John Bertolone with Jerry Medow; Roger Luksik, Floy & Lee Barthel, Amy & Kent Jidov.
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“Cars & Coffee” with Paul & Sandy Wise Article & Images by Rich Ray
Fueled with coffee, donuts and a politically correct fruit platter, a group of Michigan Region members gathered Saturday, March 10 to view at Paul and Sandy Wise's collection in Farmington, Michigan. After a solid week of snow, it was nice to have a small respite with sunny, but cold weather. With melting snow and accumulated salt lurking on the area's roads, only the truly hard-core Phil Fischer brought out his Full Classic® 1941 Cadillac Series 62 Coupe. Paul and Sandy's collection is located in an industrial building that is nicely finished with plenty of automobilia along with tools and equipment to do real work on cars. A half dozen hoists increase the vehicle storage capability as well as facilitate the work that Paul, a professional mechanic, does on his cars as well as those of friends and fellow Michigan Region members. The entrance is through a carpeted showroom containing several Non Classics including a 2014 Mustang, a 1939 Ford Deluxe 2-door convertible, a 1941 Ford Pickup with a ¾ cam, Offenhauser heads and tri-power carburetors, a BMW Z3 and a 2003 Ford Thunderbird. Beyond the showroom is the shop area dominated by Paul and Sandy's car trailer which 18
currently contains their 1940 Cadillac Sixty Special. Sandy's summer driver, a 1971 Chevelle SS hardtop with a “stroker” motor and a specially foamed seat to give her a high perch to view the road is on the floor near Tlanda McDonald's 1941 Lincoln Continental Cabriolet. Paul's 1941 Cadillac Series 62 Convertible Coupe sits next to a 1982 Chevy S-10 pickup sits on a hoist awaiting conversion to a Pro-Street drag racer. Although there was no planned program, the group managed to solve all the problems of cars, Full Classics® and the world for that matter. Michigan Region members in attendance included Lee & Floy Barthel, Lee Belf, Karl & Carla Bekemeier, John Bertolone, Jeff & Jennifer Blado, Bob Denk, Marlene & Wally Donoghue, Ara & Diane Ekizian, Phil & Helen Fischer, Amy & Kent Jidov, Bob & Linda Leich, Rich Ray, Brian Segrest, Larry Seyfarth, Jerry Szostak, Paul & Sandy Wise. Many non-member guests were also in attendance to get a sense of Michigan Region hospitality. Thanks to Phil Fischer for organizing the event and especially to Paul and Sandy Wise for hosting. May - June 2018
Opposite page clockwise from top left: John Bertolone and Paul Wise at the sign in table; the showroom includes several Non Classics including a 2003 Thunderbird, 2004 BMW, a 1939 Ford convertible and a 1941 Ford Pickup; Marlene Donoghue, Kent Jidov, Lee Barthel and Wally Donoghue; Larry Seyfarth and Bob Denk chat over coffee; Floy Barthel, Helen Fischer, Le Belf and Amy Jidov relax with coffee. Opposite inset: Mr. Goodwrench purportedly works in Paul and Sandy’s shop. This page clockwise from top left: Barb Leich demonstrates restraint to Ara Ekizian by sticking with the fruit plate; Bob Leich and Karl Bekemeier; Sandy Wise’s 1971 Chevelle SS (NC) “summer car” and Tlanda McDonald’s 1941 Lincoln Continental; Paul’s 1941 Cadillac 62 Conv. Coupe sits next to a future Pro-Street racer (NC); Sandy Wise chats with David Ray; Lee Belf strolls past a 2014 Mustang; Paul’s automobilia display; Brian Segrest and Phil Fischer check out the 1972 Firebird, Paul’s office and display room; Sinclair’s Dino guards the 1941 Ford Pickup.
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Road Testing Cars of Distinction 1935 Bentley 3½ Litre Aerodynamic Sport Saloon by Rippon Brothers From the Book “Road Testing Cars of Distinction” by Ed Miller There are two types of Bentleys, a W. O. Bentley is fast, fierce and manly. It brings out the barbarian in you. Its successor is an all together different breed, it is not fierce but rather fast and yet subdued. To put it another way, it brings out your civilized persona. It is what sports cars were eventually going to become. Maybe that is why the successor Bentley is known as the “Silent Sports Car.” Starting in 1921, W. O. manufactured his cars near London, in the town of Cricklewood. A W. O. Bentley would win Le Mans five times. Walter Owen Bentley certainly was a master craftsman but he wasn’t much of a businessman. One of his admirers was Woolf Barnato. He became one of the “Bentley Boys” who couldn’t stay away from Mister Bentley’s magnificent creations. Woolf drove Bentleys to three of the Le Mans victories. More importantly, Woolf bankrolled Bentley. As an heir to the Kimberley diamond mine fortune, this wasn’t much of a strain on Woolf’s pocketbook. Whether Woolf got tired of racing or throwing money down a bottomless pit, is unknown. But in 1931, Mister Barnato’s money ceased flowing into the Bentley coffers. Enter a very nervous Rolls-Royce board of directors. Although Rolls-Royce claimed to be makers of “The Finest Automobiles in the World,” it had plenty of competition. Rolls feared the aborted Bentley 8 litre would dig deep into the Rolls-Royce Phantom II market. The rival, British Daimler company, offered a competitive twelve-cylinder motor car dubbed the Double Six. A potential adversary, D. Napier and Son, Ltd., had produced a fine automobile in direct competition with the Rolls-Royce 40/50 model until 1924 20
when the company decided to quit the automotive market and concentrate solely on the manufacture of aeroplane engines. Napier reconsidered its market strategy and was about to purchase the Bentley assets plus a long-term service contract with none other than W. O. Bentley. The possibility of a resurrected Napier coupled with the ability of W. O. to further develop cars for them must have unnerved the Rolls-Royce board. In a sealed bid auction, using a straw man, The British Equitable Central Trust, Rolls-Royce outbid Napier for the assets of Bentley which included the W. O. Bentley service contract. Before the close of 1931, the assets were transferred to a new company called Bentley Motors (1931) Limited. Two years later a completely different automobile was introduced to the world. It was a sports car unlike the Cricklewood Bentley. The new Bentley, manufactured at Derby, was much more refined and intended to be a sporty touring motor car for the upper crust. This is the story of a uniquely bodied Derby Bentley, a 3½ Litre Aero-dynamic Sport Saloon, body by Rippon Brothers. A six-cylinder in-line engine with a bore and stroke of 31/4" X 4½" forming a displacement of 3,669 cubic centimeters or 223.9 cubic inches comprised the new 3½ Litre Bentley. The engine wasn’t new. Rather, it evolved from the Rolls-Royce 20/25 power plant. Typical of Rolls-Royce, every part was meticulously manufactured. The fully machined crankshaft is composed of nitralloy steel, which May - June 2018
Dynamo Jack Hammer The firewall is one aluminum casting. Fastened to the firewall is a polished knock off hammer and a jack. The large horizontal cylinder toward the front of the engine is a dynamo. We call it a generator.
increases the life of the metal and reduces wear. This process also increases its durability. To further improve the crank, the shaft was case-hardened to strengthen the metal. This process diffuses carbon into the surface of low carbon steel thereby increasing the crankshaft’s hardness, wear resistance and fatigue strength. However, distortion can be of critical concern. This well made crankshaft is held in place by no less than seven main bearings. The crankshaft is fitted with weights combined with a friction damped spring drive and a friction driven flywheel to reduce crankshaft vibration. The crank is enveloped by a cast aluminum crankcase that was manufactured in two sections. Nonetheless, during the entire run of the Bentley 3½ Litre and its successor, the Bentley 41/4 Litre models, the threat of crankshaft problems loomed large. Therefore, if you desire one of these Full Classic® motor cars never exceed the indicated engine speed limit of 4,500 RPM. The crankshaft actuates overhead valves via rockers and pushrods from a camshaft running at half the speed of the engine. The camshaft is driven by a set of bronze helical gears and held in place by seven plain bearings high in the crankcase. Near the front of the camshaft is an additional cam which, together with a series of spring plungers balances out unevenness in torque which maintains silent operation of the timing gears. Both head and block are of cast iron. They are individual units, though the cylinders extend two inches into the block. A conventional one intake and one exhaust valve serves each cylinder. The head is of crossflow design. This May - June 2018
Firmly affixed to the firewall are twin SU fuel pumps. Speaking of twins, at the front of the engine are twin coils. If you have never experienced the foibles of English motor cars here is your opportunity. There are also twin SU carburetors attached to a large air intake which also acts as a silencer.
means the fuel enters from one side and the exhaust out the other. This promotes uniformity of fuel mixture and more complete scavenging of the exhaust gases. An unusual lozenge-shaped combustion chamber provides better combustion. Although the first few Bentley 3½ Litre cars had pistons wearing four rings, the lowest of which was a scraper ring, the remainder of the run did just as well with three rings, the lowest continuing duty as a scraper ring; the remainder as compression rings. The aluminum alloy pistons wear skirts that are split in order to deal with expansion and contraction.
For those who want to know more than they should regarding the Bentley engine, these diagrams hopefully will satisfy your desire: A-Dynamo (Generator), A1Tachometer connection, B-Starter, C-Tappet covers, D-Oil filler, D1-Oil level indicator, H-Oil pump line, RmRear bearer arms, Y-Front bearer arms, Cl-Coil, Ignition contact, breaker and distributor, K-Rocker, etc. oil line, Op-Oil pump, Sp-Spark plugs, U-Air silencer, V-SU carburetors, W-Water pump, Wm-return water pipes from induction manifold.
The connecting rods are both drilled and have external piping in order to allow pressurized oil to flow from the big ends to the gudgeon pins (wrist pins). The rods are nickel-steel forgings in the shape of an “I.” The connecting rods use shimmed steel backed metal shell bearings. Shimmed connecting rod bearings had not gone out of style. When a connecting rod bearing starts to wear, a mechanic replaces the shim with a new shim of appropriate thickness rather than scrape the bearing. Incidentally, maximum oil pressure is 32 P.S.I. Typical oil pressure, when the engine is warmed up, is 20 p.s.i. at 2,000 RPM. At idle, expect 5 to 7 p.s.i. of oil pressure. If it falls lower, turn the ignition off and tow the car to your nearest Bentley mechanic. The fuel system starts at the rear of the vehicle with an eighteen imperial gallon capacity gasoline tank. An imperial gallon is approximately 20% greater than a U.S. gallon. Two imperial gal21
Clockwise from lower left: The Aerodynamic Saloon dashboard; a drawing of a typical Bentley interior. A-Hand Throttle, B-Ignition, C-Mixture, D-Headlamps, ESpeedometer, F-Tachometer and clock, G-Switch box, H-Oil pressure gauge, JAmmeter, K-Fuel gauge, L-Coolant temperature gauge, M-Light switch, N-Starter button; the front seats of the Aerodynamic Saloon are as close to perfect as can be. The footwell was plagiarized from the Riley Monaco(nc). Footwells, located in the rear of the compartment, make a significant difference in comfort, adding several inches of usable toe room under the front seats; the position of the handbrake and in particular the shift lever make it all but impossible to use the driver’s door for a graceful entry or exit. Notice, at the bottom of the front seats bracing that only an orthodontist could appreciate. This is the very unusual and avant-garde rake adjustment.
lons act as a reserve. This reserve gasoline is contained in the same tank. A separate and longer tube is used to bring it forward. This tubing is brought into play by a switch on the dashboard. Twin 13/8" Skinner Union (S.U.) side-draft carburetors mix the gasoline and air. As with any other S.U. carburetor, you can entertain yourself periodically by unscrewing the top cap and adding a few drops of sewing machine oil. Twin S.U. electric pumps force gas forward. They may be operated individually or in tandem. Just like any other S.U. electric pump, if both pumps stop working, tap one or both smartly once or twice. It will get you a few miles further down the road. The spark is provided by a twelve-volt system. The distributor has an automatic advance plus a manual advance for unusual situations and for cold starting. The 3½ Litre Bentley engine is rated at either 114 HP or 115 HP @ 3,800 RPM, depending on which book you happen to be reading. The clutch is a typical 10½ inch single driven dry plate. It is mechanically operated. The transmission is more interesting. It consists of four forward and naturally one reverse gear. The top two forward gears are synchronized. Stop rubbing your eyes, you read correctly. Only the top two gears are synchronized. This can lead to some frustration in shifting, particularly from first to a non-synchronized second using a double clutch method and then upward through the gears without double clutching. However, Bentley Motors recommends that at a stop, the driver initially accelerate not in first but second gear. First gear is reserved for starts on your typical San Francisco street. To further confuse us colonials, the gearshift lever and hand brake are located to the far right, fortunately so is the steering wheel. 22
An open driveshaft with universal joints has needle bearings that required infrequent maintenance. The rear axle is of the uncommon full floating variety. Within the rear-end casing are off-set hypoid bevel gears which reduce the noise level. The rear-end ratio is either 4.1 to 1 or an optional and rare 3.9 to 1. The leather encased springs and shackles are lubricated by a centralized lubricating system. A handle located under the dash should be applied once a day to lubricate numerous parts of the chassis. Occasionally inspect the “U” bracket bolts that secure the springs to the axles as they can work loose. Along with the springs come hydraulic double acting shock absorbers. The front pair of shocks are combined with a unique articulated triangular shaped tubing. Its purpose is to resist torsional displacement of the front axle during hard braking. Eighteen inch wheels are combined with 18 X 5.50 splined wire wheels, often covered by discs. Steering is by worm and nut with a fast turning lock to lock of 2.6. A turning circle is typical of the day at roughly forty feet. Brakes are encased in twelve inch drums. They are internal expanding mechanical brakes. 178.8 square inches of brake lining area is available to bring the Bentley to a halt. If you add the emergency brake lining area, you have 232.8 square inches. A fascinating brake feature is the brake assist. It is mechanical and complicated. It derives its power from the transmission and it would take more pages than this book to adequately describe. The Bentley, also referred to as Bensport, rests on a 126-inch wheelbase. The chassis weighs 2,510 pounds. There were no Bentley bodies. The purchaser contracted with a body builder of his May - June 2018
Left: Comprehensive comes to mind when viewing the Aerodynamic Saloon’s numerous rear compartments. Two contain tools and another holds one piece of fitted tan luggage. Below the luggage compartment is a cubbyhole for the spare tire and wheel. The final compartment is the coup de grace: a hidden fuel filler illuminated by a light covered by a frosted glass lens decorated with a star burst design. No one will ever see this little touch of the master car builder but for the owner, and now, of course you. Right: The fuel filler is too narrow to adequately photograph. Even in person it is difficult to see the star burst design etched into the glass lens covering the light. With this book in hand, walk out to your garage, open the fuel filler flap of your latest high end $100,000 plus Mercedes Benz. Is the interior of the fuel filler flap upholstered in leather?
choice. A light body probably added as little as 700 pounds, a heavy sedan body, an estimated 1,100 pounds and the Aerodynamic Sport Saloon, an estimated 900 pounds. Entry may not be impossible, but the driver’s side is blocked by both the hand brake and the gearshift lever. Better to enter and exit from the passenger side. Here there is more leg room between the “A” pillar and the leading edge of the front seat than in some modern cars. The bucket seats are among the best of their generation. They are well formed and supportive. Not only are there individual adjustments for each front seat that brings them either closer or further away from the dashboard but there is a rake adjustment. Seat rake is the angle of the entire seat in relation to the floor. There is a depression under the driver’s feet to provide slightly more room to maneuver. In the rear of the compartment, the back of the seat has insufficient padding. Yet leg-room is adequate, particularly since the first few inches of your feet can be placed under the back of the front seat without discomfort as there is a sunken foot well in the floor for each rear passenger. However entry to the rear compartment is poor. The armrests are beautiful but seriously inhibit ingress and egress. The Aerodynamic was probably purpose-built not for practicality but to make a statement about its owner’s position in life. If so, the Sport Saloon succeeds admirably. As you have brought your wife and eight year old son to experience the road test, slowly and carefully direct them into the rear seats. Now you can enter from the passenger side and the owner will follow. Once everyone is settled in the Bensport, a simple ritual of starting the Bentley commences. But first, admonish Junior to sit still. Switch on the ignition by turning the right hand lever on the switchbox to I & C. If starting from cold, set the mixture control, located around the horn button to Start. Manually retard the ignition about one-quarter of its quadrant which is also located around the horn button. Depress the starter and the engine comes to life. There is no raucous roar but subdued mechanical sounds can be heard from under the bonnet (remember this is a British motor car; bonnet is British for hood). Move the mixture control from Start to Run. Finding second gear can be a chore. To the novice there is no feel for where the gears are located. Once found and with clutch deMay - June 2018
pressed, the Bentley accelerates smoothly out onto the street. Second gear feels just like any second gear. In this case it is used as a first gear except when climbing hills. Therefore the initial gear feels extremely long legged, which it is. At 15 MPH, a shift into third gear is fairly quick and smooth. At 25 MPH the gear lever finds itself in fourth gear. Accelerating down old U.S. 41 in Bonita Springs, Florida at 45 to 50 MPH is a pleasure in the 3 ½ Litre Bentley. Fortunately, Junior is fully occupied quietly playing with his iPad. The steering is heavy, even at speed. That is the penalty you pay for quick steering. Yet, there is no discernible play. Turning left into a gated community, you discover just how quick the steering is. It is quite easy to oversteer this Sport Saloon. At 2.6 turns lock to lock the steering may be heavy but it is also fast. Bumps and dips don’t seem to particularly bother the Rippon bodied car. Coming to a stop sign, the brakes don’t have much feel and are fairly heavy, but they stop the roughly 3,500 pound car in a straight line. Once back on the open road the Bentley is allowed to accelerate through the gears. First gear doesn’t come into play. At the next stop light, the gear shift is placed in first and off we go. Shift into neutral with clutch depressed, pause, clutch as you shift into second gear with a small crunch. It works, but starting in second is much better, particularly on the teeth of the gears. What will she do? With a weight to power ratio of 29.65 to 1, whether you start it in first gear and lose time shifting into second or start in second which is a very tall gear, it will take about 18.5 seconds in the race from 0 to 60 MPH combined with a top speed of about 91 MPH. Not the best, but excellent performance for the period. But looking at your wife through the rearview mirror, you notice her smiling. Not only does she admire the exquisite Rippon body but also the impeccable manners of a true prewar sports car. As we head back to the Bentley’s garage, respect for “The Silent Sports Car” has been earned. It is silent, relatively easy to drive and comfortable, specially for a pre-WWII sports car. There is only one Rippon bodied Aerodynamic Sport Saloon extant but there are other Derby Bentleys out there for you. Try one, you will probably like it. Oh, Junior has a question: “Can we go home now?” 23
Speaking of the owner, there he is, a smiling Tim Lynch, with the sunroof cranked open. In the left front corner, where a drip molding normally would be, the Aerodynamic Saloon has a slot in the metal roof panel. Rain water is directed from the sunroof through the metal top and out this slot.
Specifications Engine Six cylinders, inline Displacement 3,669 c.c./223.9 c.i. Valves OHV Bore & Stroke 31/4" X 4½ " Compression Ratio 6.5:1 Main Bearings 7 Brake Horsepower 114/115 @ 3,800 RPM Electrical 12 Volt Lucas, coil Induction System Twin HV4 13/8" S.U. side-draft carbs Fuel System 16 gallons plus a 2 gallon reserve Fuel Pump Twin electric S.U. fuel pumps Clutch 101/2" single drive dry plate Gearbox 4 speed, synchromesh on 3rd and 4th Rear end 4.1:1 or optional 3.91:1, hypoid Wheels 18 inch wire wheels with splined hubs Tires 18 X 5.50 Brakes Mechanical boosted 12 inch drums Brake lining area 178.8 square inches Steering Worm and nut Wheelbase 126 inches Chassis weight 2,510 pounds Vehicle weight 3,410 pounds estimated 24
Bibliography Bentley 3½ & 4¼ Litre 1933 - 1940 In Detail, by Nick Walker, Bentley, The Silent Sports Car 1931-1941, by Michael EllmanBrown, www.highpowermedia.com/blog/3507/surfacehardening-of-crankshafts, Bentley 3½ Litre Instruction Book, by Bentley Motors (1931) Ltd. and Bentley Motors, On the Road, by Bernard L. King May - June 2018
Edsel's ClassicsÂŽ Revisited
By Rich Ray The article Edsel's Classics published in the January 2016 issue of Torque elicited considerable interest with people offering information on other cars he owned and correcting errors in the article. As a result of these comments, I took a deeper dive into Edsel's vehicles generating a list of over two hundred cars that he owned, most with serial number detail. The list is still incomplete since records and sources for some periods of his life are missing or never existed (how many of us can list all the cars we have owned?). In the process, another dozen potential Full ClassicsÂŽ were identified not counting the many Lincolns that Edsel Ford owned. In 1911, Edsel started a scrapbook that was an almost random collection of magazine and newspaper clippings on various automobiles, tending to focus more on automobile body styling than mechanical features. He maintained this fascinating book for the next 14 years as it grew to 248 pages. The initial pages are more devoted to chassis brands, but subsequent pages are more oriented to coachbuilt bodies. The chassis manufacturers are overwhelmingly European with only about 7 of about 50 manufacturers represented being American. Based on the number of clippings, the chassis manufacturers most drawing his interest are Hispano-Suiza, Mercedes, Crossley (the British automobile with two esses, not the U.S. Crosley with which you might be more familiar and was not large enough for two s's), Sheffield-Simplex, Argyll, Austro-Daimler, Fiat, Rolls-Royce and Sunbeam. Coachbuilders are both European and American with a broad selection of May - June 2018
Images from The Benson Ford Research Center Above: Eighteen year-old Edsel Ford in his 1912 Rolls-Royce Silver Ghost touring car. Inset: Edsel’s automobile scrapbook.
body styles evident with some focus on town cars, torpedoes and sporty types. Edsel's interest in folding top solutions, integration of the cowl into the body and other body design issues of the era is evident. A 1912 Rolls-Royce Silver Ghost Touring Car was one of Edsel's first luxury automobiles. The choice of this car is obvious for a young man with his wealth. Edsel was about 18 when he acquired this car and it reflects his fascination with European automotive design and engineering. While American manufacturers were gaining at this time, the Europeans were still considered to be the leaders in automotive technology. Edsel had a Mercedes in his father's Fairlane estate garage, according to a 1916 inventory, reflecting his interest in racing cars; over 20 pages of his scrapbook are devoted exclusively to racing and a Mercedes had strengthened its performance credentials by winning the 1915 Indianapolis 500 Mile Race. It is not clear what year or model Mercedes Edsel owned, but Daimler Motors was producing war material from 1914 to 1918 due to World War I. Marmon automobiles must have entranced Edsel since he owned a 1916 model that he later replaced with a 1922 Marmon coupe which 25
Clockwise from above: Although little information is available about the Mercedes Edsel actually owned, this 90 HP four-cylinder Mercedes chain drive with a special sporting type torpedo pattern body by Salmon and Son capable of 70 mph was included in his scrapbook; a 1914 25-30 HP Mercedes with an interesting touring body also found space in Edsel’s scrapbook; a Crossley chassis fitted with a streamline body built by Maythorn & Son from Edsel’s scrapbook; 1922 Marmon coupe similar to the one owned by Edsel for several years.
he retained at least through 1924. In 1916, Marmon's were only offered in open body configurations while closed bodies were available by 1922. In 1906 Marmon won a perfect score in the Glidden Tour establishing the company as a serious producer. That same year, they introduced the first V8 engine, creating a sensation at the New York Auto Show. In 1909, Marmon introduced their Model 32, powered by a T-head engine with four cylinders cast in pairs and a one-piece barrel crankcase, which established their performance credentials by winning the first Indianapolis 500 Mile Race. The famous Offenhauser racing engines that dominated Indianapolis for four decades later used this same crankcase design for its rigidity. The winning Marmon Wasp race car used a 6cylinder version of the Model 32 engine with two cylinders added on. The success of this engine lead to the Model 34 introduced in 1916 and probably peaked Edsel's interest in the car. The light weight Model 34 was capable of 70 mph with strong acceleration. The 340cid straight 6-cylinder engine produced 74 hp and featured dry sleeve cylinders in an aluminum cylinder block and crankcase with overhead valves. The engine was redesigned in 1920, named the Model 34B, with two cast-iron cylinder blocks of 3 cylinders each bolted to an aluminum crankcase and a one piece cast iron head. Composite pistons of aluminum with a cast iron skirt replaced all aluminum pistons. The body and chassis design were unique resulting in a lower floor and better ride and handling. Another unique feature was the location of the 15-gallon fuel tank in the cowl, where the later Model A tank was located (coincidentally?). 1916 Cadillac Type 53 V8 Town Car by Holbrook was similar to the Type 51 V8 introduced in 1914, which was the first successful volume production V8 engine offering greatly improved performance and packaging versus the 6-cylinders of the time. Edsel's purchase of the car even generated a brief mention in the Detroit newspaper: "..latest addition to Detroit's fashion show of stylish and thoroughbred motor vehicles in the Cadillac square-cornered town car landaulet of Edsel B. Ford, secretary of the Ford Motor 26
Company. It is a good example of the landaulet type of car. An oil finish gives a quiet and refined tone to the Hungarian blue-green color work. The upper panels, mud guards and wire wheels are black. The body is striped with a fine line of ivory. The interior is finished in faun-color broadcloth, tufted. The rear seat is for two persons. The body is by Holbrook. The landaulet features, however, differ very little from the Type "55" Cadillac landaulet-limousine, which Manager Joseph A. Schulte, of the Detroit retail store, is recommending this season to patrons who want a stylish, limousine type of automobile with facilities for folding back the rear portion during the pleasant weather." More information was discovered regarding the 1919 Packard Model 335 chassis that Edsel ordered from the factory on March 17, 1919 and had shipped to Holbrook in New York on May 10 to be fitted with a landaulet body. The Packard 335 chassis was a 136 inch wheelbase available in a number of body styles including a factory Landaulet. It was powered by the 424 CID V12 Twin Six engine producing 90 horsepower. Packard was one of Holbrook's best customers and later Lincoln also became a major customer under Edsel's influence. This body was removed from the chassis and replaced with a touring body in 1922 and the car was disposed of sometime before February, 1923. On February 4, 1922, Ford acquired Lincoln Motor Car Company so Edsel probably no longer felt comfortable being seen in a Packard. Edsel acquired a 1920 Brewster Town Car; 4300#; 25-6/10 and retained it through 1923. Brewster was one of the few coachbuilders to actually produce complete automobiles. Prior to the breakout of World War One, they used Rolls-Royce and Delaunay-Belleville chassis. With the supply of chassis cut off by the war in Europe, Brewster produced a 276.5 CID Knight sleeve-valve engine producing 58 horsepower. The short wheelbase was touted as an advantage in New York traffic. Although the Brewster-Knight had an oval-shaped radiator, many of its other features, such as the braking system and suspension were modeled after the Rolls-Royce chassis. May - June 2018
Clockwise from above left: The 1916 Cadillac Type 53 Town Car by Holbrook as mentioned in a contemporary Detroit newspaper clipping; this 1926 Lanchester town car is similar to the 1921 sedan owned by Edsel; a 1923 air-cooled Franklin similar to the one owned by Edsel; an auto show photo of a 1916 Packard Twin Six with a Holbrook Collapsible Cabriolet body is similar to the 1919 Packard owned by Edsel.
The Knight sleeve-valve engine was significantly quieter than its competition, a fact that did not go unnoticed by Brewster’s select clientele who purchased as many as five hundred examples between 1916 and 1925 when production of the outdated vehicle ended. A 1921 Lanchester Sedan acquired by Edsel was insured for $16,000 in 1924, a very expensive car in its time and the most expensive in his possession. Lanchester was Britain's first automobile company building its first car in 1895, incorporated in 1899 and launching its first production cars, 6 in total, in 1900. After the First World War, the company adopted a single model policy and the Forty was re-introduced with a 6.2-litre overhead cam engine in unit with a 3-speed gearbox still using epicyclic gears and a worm drive rear axle. It was very expensive; dearer than a Rolls-Royce Silver Ghost. The car remained in Edsel's stable at least through 1924. The 1922 Wills St. Claire Coupe was a sophisticated luxury car built by a man Edsel probably knew well. C. Harold Wills was instrumental in the design of the Ford Model T, particularly the development of vanadium steel and the Ford script logo. He left Ford in 1919 with a $1.5 million severance package. Introduced in 1921, the Wills St. Claire featured an overhead cam V8 engine, automatic spark advance, de-clutching fan, single unit starter/generator and single key ignition/locking. Wills' perfectionism slowed production and the company closed in 1927. Edsel's interest was probably the technical innovations in this new entry into the market but, he must have liked the car since he owned it at least through 1924. The 1923 Franklin Sedan was an air-cooled car which Edsel may have purchased for technical review and possibly, competitive reasons. Indications are that Ford Motor Company did not have a May - June 2018
formal competitive vehicle analysis activity until the very late 1920s, so Edsel may have been trying to fill this gap. The Franklin fits in with the 1923 air-cooled Chevrolet(NC) which Edsel also purchased. Chevrolet was challenging the Model T's market dominance in the early 1920s offering a car that was technically and visually more modern than the Model T. In late 1922, Henry Ford authorized Edsel to "make any cosmetic changes he wanted to the Model T, but he was to leave the mechanics of the car alone". Chevrolet introduced the revolutionary "copper-cooled" (air cooled) engine in 1923 which would certainly have gotten Edsel's attention. However, it came to naught as the design experienced serious technical failures and all were recalled and production ended. The engine, based on the design work of technical wizard Charles F. Kettering, was rushed into production and quickly displayed uneven cooling, significant power loss in hot weather and severe pre-ignition at higher temperatures. Of the 759 cars produced, 100 had made it to customers. GM recalled and destroyed all except two of the cars, which still exist. Edsel purchased a 1924 Cadillac Type V-63 Imperial Suburban featuring increased horsepower from the 1915 V8 engine. With a list price of $4,250, the seven-passenger Imperial Suburban was much more expensive than the standard 7-passenger sedan and was intended for both city and touring use. It included a disappearing divider glass between the front and rear compartments for owner/chauffeur operation. This car was now of competitive interest to Edsel as head of Lincoln Motor Company. Providing Ford engineers with competitive references probably motivated Edsel's acquisition of several other automobiles. A 1924 Chrysler (NC), the first to bear Walter P. Chrysler's name, was an advanced car positioned in the wide market gap between Ford and 27
Clockwise from left: A young Edsel in what appears to be one of his modified Model T speedsters; Henry Ford ponders what his son has done to his precious Model T; the 1934 Ford “Luxus” was built on a Ford Model A chassis by German coachbuilder Karl Deutsch GMBH for Edsel; Edsel’s 1920 Brewster Town Car.
Lincoln and had an advanced 6-cylinder engine and 4-wheel hydraulic brakes. Similarly, a 1925 Hudson (NC) was a minor threat to Ford but interesting for its emphasis on closed bodies. Besides, the company was named for and funded by Edsel's wife's uncle J.L. Hudson, with whom she and her mother lived after her father's death when she was 12 years old; it's always a good idea to stay on good terms with the in-laws. Edsel also customized many Ford products, especially with European coachwork, which would make them eligible for CCCA recognition today. These reflected Edsel's preference for European design of the era. An early example is a Ford Model A on which Parisian carrossier Willy Van den Plas (not to be confused with the Belgian or English Vanden Plas) built a convertible victoria body for the 1931 International Custom Body Show in Paris. Edsel reportedly brought the car back to the U.S., subdued the exterior colors and replaced the white walls with blackwalls to be more in line with his tastes. The 1934 Ford "Luxus" was a custom body built by the German firm Karl Deutsch GMBH of Koln (Cologne) Germany. It was ordered by Edsel in June 1934 and it arrived in the U. S. at the end of August. Edsel made several modifications to the body including a Brewster instrument panel and interior trim. He then had it mounted on a Ford Model 18 chassis and called it "Luxus," which means luxury in German. It featured the long hood, short deck and closed rear quarter proportions later reflected in the Lincoln Continental. The car has a custom radiator mascot created by Jacques Cartier for Edsel Ford. Edsel sold the car after one year essentially replacing it with a 1935 Ford Cabriolet, built by Jacque Kellner of Paris, another European coach builder with similar proportions which he retained for at least 3-4 years. Both cars probably influenced the design of the Lincoln Continental. 28
Edsel also purchased two 1934 Brewsters Town Cars on Ford chassis: one for his New York apartment and one for his wife Eleanor's use at home. The town cars were built with a custom design by Edsel as part of a series of thirteen cars that Brewster Carriage Company built for Ford Motor Company. Edsel's specifications included extending the chassis wheelbase to 127", a standard Ford Model 40 grille and a hood without louvers. Eleanor's car featured her unique double "F" monogram and a Rolls Royce hand mirror, since Brewster was the primary coachbuilder for Rolls Royce at the time. Edsel retained these two cars until 1940, an extraordinarily long tenure by his standards. The Brewster was delivered to the Ford's Grosse Pointe Shores residence on June 1, 1934. The Town Car was featured in the 2008 Concours d'Elegance at Amelia Island and there it was acquired by the Edsel & Eleanor Ford House to join its historic vehicle collection. The study of Edsel Ford's automobiles illustrates the interesting story of how he was influenced and exerted his influence on the Classic® car world as we know it today. These vehicles influenced Edsel in several ways. Many of these cars are esthetically beautiful automobiles. The focus of his scrapbook was as stated previously, predominately focused on automobile styling. Edsel also spent a lot of time being "tutored" in fine art by William Valentiner, head of the Detroit Institute of Arts. E.T. "Bob" Gregorie, Ford's design chief during the 1930s, considered Edsel a "keen'” automobile design "critic" who "understood" automobile design without formal design training. Gregorie stated that Edsel could conceive an automobile for the "types of friends he had. He wanted to elevate himself taste-wise... he had the feeling that a certain amount of that would dribble down into the Ford product".
May - June 2018
Clockwise from above left: A 1924 Cadillac V63 Imperial Suburban was of competitive interest to Edsel as President of Lincoln; Edsel’s 1934 Brewster Town Car, built on a Ford chassis, is accompanied by his chauffeur; the Ford Model A with a custom body by Willy Van den Plas of Paris; the 1922 Wills St. Claire Coupe was built by a man whom Edsel knew well and was packed with advanced technical features.
He was drawn to performance cars such as the many Model Ts he modified early in his life to improve performance. As a child, he drew performance automobiles and his scrapbook collection devotes almost 10% of its space to automobile racing. He appreciated luxury cars, especially town cars. He visited Europe regularly to study automobiles, architecture and fine arts. His scrapbook devotes 45% of its pages to custom coachbuilders and it is said that the coachbuilder industry would have died out much earlier without EBF's support both personally and through Lincoln. Gregorie said that "Edsel would never deviate toward anything radical. Edsel ...wanted something delicate looking, see? He likes fine mouldings, he liked delicate touches. He didn't want anything heavy and ponderous." European cars were a strong influence on him. Over 80% of his scrapbook is focused on European versus American automobiles and his earliest sketches reflected long hood, short deck proportions common in Europe. Again, Gregorie said "he had a taste for European-type, design styling... Italian and German custom body people would build custom bodies on Fords over there and they'd sell them through the Ford dealers and whatnot. I don't know what the arrangement was, but every now and then Edsel Ford would have one sent over or something." These cars were a key influence on Edsel Ford and are reflected in the many Ford and Lincoln automobiles over which he exerted design influence. His contributions to automotive design are well documented, although not necessarily as widely known or fully appreciated as they should be. May - June 2018
Finally, a book of Full Classic® car road tests. From a mighty Duesenberg to a supple Franklin, twenty-eight road tests of some of the most desirable and some of the most obscure Full Classic cars. Road Testing Cars of Distinction puts you in the driver’s seat for a vicarious driving experience never before offered to the public. Discover how fast a Locomobile, Bugatti or Railton are and their suitability for touring in today’s conditions. Road Testing Cars of Distinction is a 220-page book worth reading while supporting the Classic Car Club of America ®. Although available through Amazon.com, purchase a copy directly from the author and use Promo Code: CCCA for a 5% donation of the retail price to the CCCA Education Fund. To purchase, call Ed Miller (239-253-7075) or email: edpackard33@aol.com. Black & white edition $29.95; full color edition $39.95 plus tax. Road Testing Cars of Distinction captures the very essence of pre-WWII luxury automobiles. Unlike other books, Road Testing Cars of Distinction takes a very deep dive into the engineering, driving and performance that make our Classic cars extraordinary. David W. Johnson President, CCCA Education Foundation Former President, CCCA
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From Fashion - Art Magazine, February 1920
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Obituary:
Todd Nagler
Long time Michigan Region member, Todd Nagler, passed away on February 12, 2018 at age 62 after a yearlong battle with the effects of Viral Encephalitis. Todd joined the Michigan Region in 1988, but his Classic roots really go back much further. His parents, Charles and Billie Nagler, were long-time members of the Region and the Region's Nagler Distinguished Woman Award was named for his mother. Todd effectively grew up in the club. Todd owned several Full ClassicsÂŽ including a 1921 Hispano-Suiza Model 46 Tourer, a 1922 Rolls-Royce Silver Ghost, a 1938 Bentley 4 1/4L Drop Head Coupe and a Delahaye. Todd loved to drive his cars doing a lot of tours. He thought nothing of driving one of his cars 150 miles from his home in Rochester Hills, Michigan to the Gilmore for the Museum Experience. He would do the driving tour, show the car and then drive home. He did most of his own mechanical work leaving only a few of the biggest tasks to the professionals. He was an avid automotive historian with interests in the history of car companies and their products. He came into possession of a photo of his Hispano-Suiza, originally owned by Horace Dodge, taken when the car was new. With the help of his close friend, Roy Margenau, he determined the exact location where the photo was taken, in Detroit's Indian Village, and took the car there to recreate the exact image in modern times. While Todd and his wife, Peggy, never had children, Todd was determined to get young people involved in the hobby. At Greenfield Village's annual Old Car Festival, he was always willing to explain anything about his car to any young person and offer on-the-spot rides, giving these young people an unforgettable experience with a Full ClassicÂŽ. Todd is survived by his wife, Peggy and his brother, Bill. Please keep Peggy and his family in your thoughts and prayers. A celebration of Todd's life will be held at the Mary-Martha Chapel at Greenfield Village on Saturday, June 23, 2018 at 1:00 p.m. Torque - June Issue - Outlined.pdf 1 07/03/2018
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New Member Profile:
Jarvie Bentley Jarvie W. Bentley recently joined the Michigan Region CCCA on the prompting of longtime members Ralph Boyer Senior and Junior and has only been in the hobby about a year and a half. In this short time, he has moved fast acquiring a nicely restored 1941 Cadillac 60 Special. The black car of course features a Fleetwood body and was restored in 2012 by a previous owner from Tennessee. The car was originally ordered by Don Lee Cadillac of Los Angeles, California in 1940 and shipped to Hillcrest Motor company of Beverly Hills on November 26, 1940. Jarvie relates that his future plans for the car are to continue improving it from where the previous owner left off. Jarvie is self-employed and resides in Trenton, Michigan with his wife and seven children. We look forward to seeing Jarvie and his family at future Michigan Region CCCA activities in his beautiful black Cadillac.
Reader comments on Torque Magazine are appreciated and encouraged. It assures us that someone actually reads it!
I just finished reading your fascinating article on the Richelieu Motor Corporation (March-April 2018). I didn’t find an answer to your question about the reason for the name. Is the reason unknown? There has to be some reason for that strange name being chosen. I just recalled that at one time there was a Richelieu brand of canned vegetables. It is a mystery. Cliff Vogelsang, Indiana
Come be part of the 8th Annual Le Concours de Livingston Classic Car Event Overlooking the lake at Near US23 and M59 in Hartland, MI Live Music, Exquisite Food, & Adult Beverages More info at www.leconcours.org
1911 Oldsmobile Autocrat “Yellow Peril” owned by Stahls Automotive Foundation
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The Steering Column By Tlanda McDonald Greetings from Napier, New Zealand. As many of you may recall, Carol Bray and I are traveling in Australia and New Zealand with a group of local "Pack-ARD-ers". It is just wonderful. As you read this, we will have returned with lots of detail in the next issue of Torque. In the meantime, please hold a good thought for our safe trip. In February, we had the best time at Cantoro's Italian Market and Trattoria! It was so nice to venture out in the blizzardy snow and then find such a warm group of friends with whom to spend the afternoon. Really a delightful event planned by Phil and Helen Fischer to help celebrate Valentine's Day. And just as we were leaving for our trip, many of you gathered at Paul and Sandy Wise's garage for "coffee and cars" and a chance to talk cars of all makes and vintage. Always a great spot and welcome opportunity to visit. When we return from this adventure, it's just two days before we leave for the CCCA Annual Meeting in Branson, Missouri. This meeting has received lots of press in all of the club's publications, so I look forward to seeing many of you there. As mentioned previously, your participation is the way to make your club work for you! See you soon,
Tlanda P.S. A shout out to Greg and Kathy Kosmatka. Greg has just undergone very successful open heart surgery and is following Kathy's strict regimen for recovery. Greg continues to do so much for our club - both National and here at home. We need him to recover completely and send warm wishes for that to happen soon.
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