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AMERICA’S DEFINITIVE COLLECTOR-CAR MAGAZINE

SEPTEMBER 2022

#216

CROSS-COUNTRY

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1958 PONTIAC CHIEFTAIN WAGON

1962 ABARTH 2400 COUPÉ ALLEMANO

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1957 BUICK SUPER RIVIERA

STOPPING POWER

RESTORED—PART II

BRAKE UPGRADE: DRUM-TO-DISC SWAP

1932 FORD MODEL B STANDARD TUDOR

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CONTENTS HEMMINGS CLASSIC CAR

•

SEPTEMBER 2022

• VOLUME 18, ISSUE 12

48 PERSPECTIVE 6

Terry McGean

10

Lost & Found

14

Recaps Letters

16

Matthew Litwin

18

Pat Foster

72

Jim Richardson

FEATURES 8 20

MARKETPLACE

News Reports

68

Auction News & Highlights

driveReport: 1957 Buick Super Riviera Model 56R

70

HemmingsAuctions.com

34

TECH

28

1932 REO Flying Cloud

12

Products & Parts

34

1958 Pontiac Chieftain station wagon

40

48

1962 Abarth 2400 Coupé Allemano

Tech Upgrade: Drum-to-Disc Brake Conversion

56

Restoration Profile: 1932 Ford Model B Tudor Sedan—Part II

64

Tech Upgrade: Electronic Ignition Conversion

spotlight road ready 2

64

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

28

CONSIGN TODAY | OCTOBER 20-22 | HOUSTON | 480.421.6694

SOLD - $1,980,000 1979 PORSCHE 928 - “RISKY BUSINESS” MOVIE CAR

SELL YOUR COLLECTOR CAR WHERE THE BIDDERS ARE Over 270 Auction Records Broken So Far In 2022 Contact a consignment specialist at Barrett-Jackson.com or 480.421.6694

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PUBLISHER Jonathan Shaw, President EDITORIAL Douglas R. Glad, Head of Content Terry McGean, Editor-in-Chief Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily Sadie Buckallew, Managing Editor Matthew Litwin, Senior Editor Mark J. McCourt, Senior Editor David Conwill, Associate Editor Jeff Koch, West Coast Associate Editor Daniel Strohl, Web Editor Roberta Conroy, Graphic Designer Joshua Skibbee, Graphic Designer Tom Comerro, Editorial Assistant Editorial Contributors: Thomas A. DeMauro, Patrick Foster, Gérald Guétat, Barry Kluczyk, Jim Richardson, Jim Smart VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Melanie Barsness, Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton Robin Burdge, Ad Trafficker HEMMINGS DIGITAL Nate Wardwell, Director of Digital Product Mark Nordyke, Director of Engineering Robert Hayman, Technical Lead Jeremy Meerwarth, Engineering Manager David Richied, Web Developer Orhys Brown, Web Developer Cody Walton, Web Developer Clara Poston, UX Designer Wayne Archer, Quality Assurance MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Rachelle Ferguson, Kerry Paige, Missy Telford, Erika Woods Graphic Services: Samantha Corey, Graphic Services Director Christopher Brown, Carrie Houlihan, Todd Koch, Stephanie Rawling, Mathew Sargent Information Services: Gregory Hunter, IS Director Facilities: Joe Masia, Facilities Manager Brad Babson, Paul Bissonette, Matt Williams CIRCULATION Scott Smith, Circulation Director David Argentieri, Claudia Birkland, DeLena Boutin, Glory Daignault, Alaina Krawczyk, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley HEMMINGS AUCTIONS Terry Shea, Director of Auction Operations Kurt Ernst, Managing Editor Auctions Specialists: Allen Boulet, Karissa Crandall, Nicole Deuel, Chris Drayton, Raina Kosich, Chad Thompson ADMINISTRATION Brandy Smith, Administrative Assistant HEMMINGS CLASSIC CAR ISSN# 1550-8730 • www.hemmings.com Published monthly by Hemmings • 222 Main St., Bennington, VT 05201 TO SUBSCRIBE: Online: www.hemmings.com/subscribe Mail: 222 Main St., Bennington, VT 05201 Mail: PO Box 2000, Bennington, VT 05201 E-mail: hmnsubs@hemmings.com Subscription rates in the US and Possessions; 12 issues for $18.95. Canada $30.95; (CDN price includes surface mail and GST tax). All other countries $32.95 in US funds.

Occasionally, we make our subscriber list available to carefully screened companies that offer products and services that we believe would interest our readers. If you do not want to receive these offers and/or information, please advise us at P.O. Box 76, Bennington, VT 05201, or call 800-227-4373.

TO ADVERTISE: Online: www.hmn.com/sell E-mail: adsales@hemmings.com Periodicals Postage Paid at Bennington, Vermont and additional mailing offices.

POSTMASTER: send address changes to: Hemmings Classic Car, PO Box 196, Bennington, VT 05201 Hemmings Classic Car is a publication of American City Business Journals, Inc., 120 West Morehead St, Charlotte, NC 28202 Ray Shaw, Chairman (1989-2009) Whitney Shaw, CEO

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terrymcgean The Flame Still Burns

R

...to put in a full day of commercial wrenching and then set to work on things that don’t necessarily have to be done. That’s a real enthusiast.

6

ecently, I’ve been hearing that the old car hobby is going to fade away as today’s players “age out.” This sort of talk has been going on for years, and I’ve argued the point that the hobby is alive and well on more than one occasion. As a challenge, I’m usually asked, “Okay, so where is it hiding?”

The people asking don’t necessarily want to know about the next generation of enthusiasts interested in vehicles from the ’80s and ’90s — the cars of their own youth. The real question is, usually, “What happens to the vintage hardware of earlier periods?

Does it become obsolete and unwanted?”

I’ll cut to the chase and say that I don’t think so.

There’s been interest in cars and trucks from periods that predate certain enthusiasts’ lives by a few generations now, though I admit that it’s good to see proof of this from time to time. I got a chance recently while working on a story for another one of our magazines.

A friend of mine is attempting to install a later-model overdrive manual gearbox in an earlier pickup truck, which requires some internal modifications to the transmission. Neither my friend nor I trusted ourselves to successfully dismantle a transmission we were unfamiliar with, so we enlisted the help of a professional. In this case, it was the proprietor of an independent transmission shop a couple of towns over.

I’d driven past the place on numerous occasions and always took note of the number of interesting old cars and trucks sitting in the lot out front. I didn’t know who owned the business or the vehicles, but I planned to — eventually — stop in and investigate.

That opportunity came when we set off to get our transmission modified and my friend turned into that very same lot. The mystery transmission expert would be our guide through the gearbox.

Walking into the shop revealed the sort of scene I’d expected after seeing what was outside: The place was packed not just with transmissions, but with engines, parts, vintage machine equipment, and other forms of specialized tools. It gave the appearance of many decades’ worth of accumulation, so I was surprised when the owner emerged and appeared to be younger than me. Not a “kid,” mind you, but probably on the low side of middle age.

Turns out, he’d started the business about 15 years prior, and his penchant for the cars, parts, and tools of yesteryear led to the place looking like it had been there since the ’50s. Don’t misunderstand — the shop is not an indoor junkyard. Rather, it looks like the sort of place a well-seasoned expert with a passion for his trade would have created to ply his craft.

That’s just what our host did for the next couple hours, after the regular workday had ended. He

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

tore into our transmission, identified what needed to be done, and smoothly and methodically moved through the process. He worked on a bench that was clearly set up just the way he needed it to be, with frequently used tools hanging on hooks on the backstop and a shelf of more essentials just above.

It was refreshing to watch — I hadn’t been in a place like this, with a seasoned veteran of the work at hand, in many years. And it was good to see that the guy doing it wasn’t anywhere close to thinking about retirement.

But what about the old cars that first attracted my interest? Yeah, they’re all his. The gathering consisted mostly of Mercurys from the ’60s; it turned out the best examples were inside an extension of the building, away from the main section where custom work went on. After spending his days taking care of late-model customer jobs, the shop owner would often step over and put some time into his own projects. I can tell you from my own experience and observations over the years that it takes serious dedication to put in a full day of commercial wrenching and then set to work on things that don’t necessarily have to be done.

That’s a real enthusiast.

In fact, after working on our transmission until nearly 10 p.m., our new friend told us there was no charge when we tried to settle up. When pressed to accept some sort of compensation, he said it had been a long time since he’d had the opportunity to hang out in the shop, work on something interesting, and talk about old cars with other gearheads.

The process still provided the kind of enjoyment that made him feel as though what he was doing was not actually work.

My friend who owns the gearbox is a metal fabricator, and when the shop owner refused monetary payment, the two worked out a barter deal for some fab work on one of the classic Mercs. Everyone left smiling and more than one old-car project seemed to take a step or two forward as a result.

So, does the old car hobby still thrive with younger generations? I’d say yes, and it lives in places like that shop where I spent an enjoyable evening. During our time there, my friend and the shop owner spent a fair amount of time referring to other people in their respective “networks” who each felt might be able to help the other. They were just two car guys from neighboring towns helping each other out, keeping cars much older than themselves — and a hobby — alive. I don’t think we have anything to worry about.

Write to our editor-in-chief at tmcgean@hemmings.com and follow him on Instagram @tmcgean.

Bad to the Bone Full tang stainless steel blade with natural bone handle —now ONLY $79!

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he very best hunting knives possess a perfect balance of form and function. They’re carefully constructed from fine materials, but also have that little something extra to connect the owner with nature.

If you’re on the hunt for a knife that combines impeccable craftsmanship with a sense of wonder, the $79 Huntsman Blade is the trophy you’re looking for.

The blade is full tang, meaning it doesn’t stop at the handle but extends to the length of the grip for the ultimate in strength. The blade is made from 420 surgical steel, famed for its sharpness and its resistance to corrosion.

The handle is made from genuine natural bone, and features decorative wood spacers and a hand-carved motif of two overlapping feathers— a reminder for you to respect and connect with the natural world.

This fusion of substance and style can garner a high price tag out in the marketplace. In fact, we found full tang, stainless steel blades with bone handles in excess of $2,000. Well, that won’t cut it around here. We have mastered the hunt for the best deal, and in turn pass the spoils on to our customers.

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NEWSREPORTS Labor Day Weekend Early Ford V-8 Swap Meet THE EARLY FORD V-8 FOUNDATION MUSEUM HAS ANNOUNCED ITS SWAP MEET WILL

take place during Labor Day Weekend. Several 20 x 30-foot spaces are available, with a free space available to every museum member. This will coincide with the Auburn Cord Duesenberg Festival held at the same time in the city.

The Fall Swap Meet will allow the sale of automobiles, parts, tools, literature, automobilia, and more.

Located in Auburn, Indiana, the Early Ford Foundation Museum’s swap meet will take place September 2-4, from 9 a.m. to 5 p.m. at the museum’s campus.

Visit fordv8foundation.org for more information and a registration form.

Three New Members to be Inducted into Corvette Hall of Fame

BY TOM COMERRO

SEPTEMBER 2-4 • Springfield Swap Meet & Car Show Springfield, Ohio • 937-376-0111 ohioswapmeet.com 4 • Sumter Swap Meet Bushnell, Florida • 727-848-7171 floridaswapmeets.com 8-10 • Triumphest 2022 San Diego, California • 619-414-7333 triumphest2022.com 8-11 • Adirondack Nationals Lake George, New York • 518-380-1874 adirondacknationals.com 15-18 • Southeast British Car Festival Dillard, Georgia • 866-279-9728 peachtreemg.com 16-17 • OOB Annual Car Show Old Orchard Beach, Maine • 207-934-2500 oldorchardbeachmaine.com

THE NATIONAL CORVETTE MUSEUM ESTABLISHED THE CORVETTE HALL OF FAME IN

1998 to bestow special recognition upon the Corvette’s most important and influential personalities. The nominees are chosen based on their achievements in the Corvette universe and are selected by a panel of 100 anonymous Corvette experts. Each year, a member is selected from one of three categories: GM-Chevrolet, Racing, and Enthusiast.

The first member-elect is Ed Welburn, retired VP of GM Global Design.

His roots at GM date back to his 1971 sculpting internship at the company (pictured). He would begin work there in 1972 as an associate designer, moving his way up to become the first Global VP of Design while overseeing more than 2,500 people working in GM design studios around the world.

By bringing together design staff from all parts of the globe, Welburn helped spearhead the styling of the C7 Corvette.

The founders of Pratt & Miller Engineering, Gary Pratt and Jim Miller, were elected members of this year’s racing category. The two businessmen teamed up in 1989, and by 1996, Chevrolet approached them about building a factory-backed racing effort with the C5 Corvette. As a result, Corvette Racing has tallied eight Le Mans wins and 15 championships since its debut in 1999.

Finally, “The First Lady of Corvette,” Elfi Arkus-Duntov, rounds out the 2022 Hall of Fame class. Elfi married Zora Arkus-Duntov in 1939, and the couple remained together throughout his career with Chevrolet as Chief Engineer of the Corvette. Elfi became more prominently known to enthusiasts after Zora’s retirement, as the couple attended numerous events, including the grand opening of the National Corvette Museum in 1994. Her enthusiasm, philanthropy, and love of her husband and Corvettes would carry on until she died in 2008.

“This year’s inductees are simply remarkable,” said Sharon Brawner, President and CEO of the National Corvette Museum. “The Corvette has long engendered a very passionate following, and we are thrilled that these deserving individuals have been recognized for their own extraordinary Corvette stories.”

The induction ceremony will take place September 1-3 at the Museum’s anniversary event in Bowling Green, Kentucky. For more about the organization, visit corvettehalloffame.org.

8

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

17• Corvette Funfest Effingham, Illinois • 866-309-3973 corvettefunfest.com 17-18 • Dayton Concours d’Elegance Dayton, Ohio • 937-866-2222 daytonconcours.com 23-25 • Englishtown Swap Meet Old Bridge, New Jersey • 732-446-7800 etownracewaypark.com 23-25 • Jefferson Swap Meet Jefferson, Wisconsin • 608-244-8416 madisonclassics.com 24-25 • Midland Antique Festival Midland, Michigan • 989-687-9001 miantiquefestival.com Please note that these events are active as of press time despite the ongoing COVID-19 pandemic. We recommend you verify the status before making plans to attend.

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Today these tributes to a gentleman’s power, prestige, and posture are fetching as much as $200,000 at auction. Because Stauer takes the quicker and less expensive route and goes right to the source, we can offer you the vintage-worthy Liberty Walking Stick for only $59!

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Experience the comfort and class of the Liberty Walking Stick for 30 days. If you’re not feeling more liberated, simply send it back within 30 days for a refund of the item price. At Stauer, we walk the talk.

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• Eucalyptus wood with cast brass handle containing genuine obverse U.S. Walking Liberty Silver Half Dollar (1916 -1947); rubber tip • Supports up to 250 pounds

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LOST&FOUND

BY DANIEL STROHL

Sir Vival Shuffles

WHILE THE TALE OF SIR VIVAL DOESN’T EXACTLY FIT INTO THE

Lost & Found narrative — we’ve known where the oneoff safety vehicle has resided for decades — it’s worth mentioning here and now because it will be far more recognizable once new owner Jeff Lane, of the Lane Motor Museum, restores it.

Walter C. Jerome’s disappointment at the lack of safety features in new cars of the Fifties—more precisely, at Detroit’s insistence that “safety doesn’t sell”—led him to purchase a step-down Hudson Hornet in 1958 from Bellingham Auto Sales in Bellingham, Massachusetts. He then began the process of transforming it into Sir Vival, an articulated safety car with center, turret-style steering, rollers, seat belts, perimeter bumpers, parallelogram doors, and a slew of other safety features.

Jerome toured the car for years, including at the 19641965 New York World’s Fair, before he dismantled it and stored it in a warehouse, from which Ed Moore of Bellingham acquired it years later. Moore kept the car on semi-public display until this summer, when he agreed to sell it to Lane.

Lane said he’d like to at least get Sir Vival running for the first time since the World’s Fair, and possibly restore it entirely once he gives it a full evaluation.

RE: Delivers Dust Now A DOZEN YEARS AGO, WE FEATURED IN THIS SPACE A PHOTO FROM

Charlie Harris of a curious Marmon-Herrington Delivr-All van. At the time, just six were known to exist, including the one that Harris came across in a junkyard in Mora, Idaho. After re-examining that topic in the context of its front-wheel-drive drivetrain for Hemmings Daily, it appears another has been found in the years since.

According to Marmon-Herrington literature, the Delivr-All was the result of years of research into how route drivers (and the mechanics who kept the vans running) went about their business. Arthur W. Herrington determined that a more economical and space-maximizing van could be built with the entire drivetrain packaged in a removable unit up front. To do so, he mounted the Willys 134-cu.in. fourcylinder transversely in between the front wheels and used a sort of transfer case and short driveshaft to send power to a custom-built front axle.

Production lasted from 1945 through 1952, though Herrington in later patents noted that the transverse layout caused cooling issues.

Marmon-Herrington expert Don Chew seemed to be the unofficial registrar for Delivr-Alls, so his recent death (and sale of the Delivr-All vans and parts in his collection) makes it difficult to determine how many more have come to light since 2010. One spotted in a 2013 YouTube video, converted into a popcorn machine and located in a junkyard in Wisconsin, appears to bring the total count up to seven.

10

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

Recently discovered a unique or noteworthy classic car? Let us know. Photographs, commentary, questions, and answers should be submitted to Lost & Found, c/o Hemmings Classic Car, P.O. Box 196, Bennington, Vermont 05201, or emailed to dstrohl@hemmings.com.

For more Lost & Found, visit blog.hemmings.com/index.php/category/ lost-and-found.

Send no money now. This commemorative die cast is payable in four payments of $42.49*; with only the first payment billed prior to shipment. Satisfaction guaranteed or your money back.

100% money-back guarantee!

Now, “The Exclusive 1:18-Scale 1957 Chevrolet Cameo Truck” die cast brings the legend to life in amazing detail — and with an authentic Turquoise & Bombay Ivory paint finish only from Hamilton!

Exclusive Hamilton die cast!

A fine example of Chevrolet’s Task Force Series, these popular pickups blurred the line between work truck and passenger car. They abandoned the no-frills models of the past with wraparound windshields, V-8 powerplants, two-tone paint, and chrome trim inspired by the premium cars of the day — especially the Bel Air!

Stylish AND practical!

Borrowing its stylish looks from the legendary Bel Air, the 1957 Chevy Cameo was “the gentleman’s pickup” — more at home in the driveway of a suburban bungalow than on a farm.

OVER 200 PARTS!

*Add a total of $22.99 for shipping and service, and sales tax; see HamiltonCollection.com. All orders are subject to product availability and credit approval.

1:18-Scale 1957 Chevrolet Cameo Truck

Presented by Hamilton. Manufactured by Round 2, LLC, who holds the license with GM.

• OVER 200 PARTS! • Sturdy die-cast metal • Hood, doors and tailgate open • Vintage Bel Air styling • Accurate chassis & interior

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The Gentleman’s Pickup blurs the line between work and play!

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Die cast measures approximately 10¼” long!

PRODUCTS&PARTS

BY TOM COMERRO

British Consoles MOSS MOTORS • 800-667-7872 MOSSMOTORS.COM • $99.99

MG and Triumph owners know that their consoles sit a little low, making them a bit uncomfortable for longer drives. New ergonomic center consoles for the 1961’72 MGB, Triumph TR2-4, and Midget/ Sprite increase the height of your console, allowing you use it as a comfortable armrest. The new console is designed to fit between the seats and can be held in place by the seat cushions. Each comes with a stainless-steel cup holder, plus a power outlet for GPS or USB charging.

Best of all, the console can be easily removed and reinstalled should you desire to keep the stock look at concours events or car shows. Consoles feature four small tabs to screw or Velcro the console in place. The cup holder measures 2 5⁄8 inches and it is recommended that the power outlet be professionally wired.

Inquire about p/n 453-965 for more information.

Hang Time WALDRON EXHAUST • 800-503-9428 WALDRONEXHAUST.COM • $306

Original-equipment-style muffler and tailpipe hangers are now available for full-size 1956-’57 Pontiacs. The reproduced set of four is identical in appearance and function to the originals used on full-size Pontiacs with a dual exhaust system. Each set is made to order, so factor in this lead time when ordering. Note, too, that the set is not complete, as it does not include the hanger used on the driver’s side rear exhaust pipe.

Ask about p/n WAF93734 for more details.

12

Caddy Pans ORIGINAL PARTS GROUP 800-243-8355 • OPGI.COM • $256.99/PAIR

After more than 65 years, it might be time to replace the front floorpans in your classic Cadillac if rust and corrosion have taken hold. These reproduced parts will fit the 1954’56 Calais, Fleetwood, Series 62, and Series 65. They are stamped with the same specifications as the factory pans, and they will fit exactly like the originals. All are made from heavygauge steel, with the same grooves and ribbing for reinforced durability.

The hardware is sold separately, and rear pans are also available. Ask about p/n CE06122-PR.

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

Protect Your Back Jack TRAC TIRE ROTATION ASSISTANCE CART • 720-231-1839 LIFTWITHTRAC.COM • $135

Tire removal and installation can take its toll on your arms and back, especially if you work in a shop.

The new TRAC Tire Jack, designed specifically for tire and wheel removal, uses precise leverage to save you physical stress. Simply slide the Tire Jack under the tire when the vehicle is jacked up, step on the plate, and pull the wheel and tire away with minimal effort.

Mounting the wheel and tire is just as easy, and no longer requires you to balance the heavy assembly while trying to spin on lug nuts or bolts.

Each tool is heavy-duty welded steel construction and has steel base rollers to provide extra support and mobility. The Trac Tire Jack is small and portable, weighing just 5 pounds and measuring 18.5 inches long, 5 inches wide, and 2 inches high. Visit the website for a video demonstration.

Prices shown are presumed accurate at the time of printing. Please confirm with seller prior to purchase.

Actual size is 38.1 mm

RECAPSLETTERS

I JUST READ TERRY MCGEAN’S COLumn, “The Dawn of Modern Motoring” in the June issue of HCC, and with regards to performance, I couldn’t agree more.

The 1950s was the decade that gave us the modern passenger car. In my view, the 1949 Ford represents a ground-breaking revolution in automotive styling. The Whiz Kids (as they were called) at Ford ushered in a new era of design by moving the engine forward, thereby evening up the front and rear portions of the car, while also incorporating the fenders into the body. It was the precursor to the modern automobile, and every car since the ’49 Ford is some iteration of this first in class.

I have attached two photos, a 1948 Ford and my own 1949 Ford Custom convertible, to highlight the stark contrast.

Ford sold 430,000 automobiles in 1948, and 1,118,000 in 1949, an increase of 160 percent, vaulting the company back into first place among all manufacturers.

Thank you, HCC, for such interesting articles, memorable stories, and gorgeous pictures.

Jack Schewel Lynchburg, Virginia

A SPECIAL THANKS TO PAT FOSTER for the excellent article on the Quantum Sports Car (February, HCC #209). During the late Seventies/early Eighties we were active in the Saab Sonett Club of Southern California. With over 50 members, some with several Sonetts, the “pride and joy” of the club was Bud Clark’s Quantum. Yes, Bud is one of those “private collectors” Pat mentions in the article. Bud restored and maintained the car to its original glory, exactly like the one in the picture. Though Saab engineers ultimately rejected Wal Kern’s masterpiece, the Quantum was the inspiration for Saab’s original Sonett 1 (of which six were built). Frankly, the Quantum was much more attractive. I had

14

EMAIL YOUR THOUGHTS AND COMMENTS TO: tmcgean@hemmings.com

You arrive, crisp and air-conditioned, your seats cooled, your body un-jounced, your ears free of noise fatigue, your clothes unseasoned by hydrocarbon fumes. You had a conversation on the way via Bluetooth.

We get used to it so quickly.

Driving that ’51 Chevy Terry recalled gave him a taste of what a trip was like in the old days — shifting and steering and Phil Zarrow negotiating the curves and hills was work!

Springfield, Tennessee You were engaged in the effort of driving.

I ENJOYED TERRY MCGEAN’S COLMuscles got used. Coordination and dexumn in the June issue very much (“The terity were put to the test. It required judgDawn of Modern Motoring,” HCC #213). ment about the ability to pass that truck He really impressed upon me that he is given the conditions. Have I enough gear, a man much in the same mindset as me or enough go? It’s fun… right? Well, sure. when it comes to the classic car.

It’s fun as long as I’m not trying to live in the modern world at that moment. Driving Often, I see the same tired sentences a car like that is best reserved for when typed on internet forums: the experience is about, well, driving a car “They don’t make them like that like that. Short distances. Town and counanymore.” try driving. Leisurely speeds. Wrinkled and “Those old cages were bulletproof — slightly exhaust-tinged clothing. all that steel protected you in an acciTerry hit on a key detail, though: dent.”

“Things were great ’til the Feds ruined This began to change right about the time that 12-volt charging systems, ball-joint everything.” suspensions, and V-8 overhead-valve I love old cars. Love them. My entire engines became the norm. By 1965, it was life has been spent dreaming about them, possible to have a car with all of the basic trying to buy one or another, turning modern conveniences: air conditioning, wrenches on them, cursing at busted power steering and brakes, decent hanknuckles in 30-degree weather, or, more happily, enjoying a summer evening or fall dling, comfortable seats, and, of course, automatically shifted cars with ample afternoon on a leisurely tour in whatever was the chariot of the moment. I can safe- power at the right foot. The car became ly say that I’ve “wasted” more time on old modern — today, we still use the same basic functions to map out the controls of cars than I will be comfortable revealing our cars. There’s no such thing as a “gas when accounting for myself in whatever pedal,” in the real sense of it; we have a afterlife awaits me. I’ll shuffle my otherpedal which emulates a gas pedal. Gauges worldly feet and blush like a schoolboy with needles, which emulate analog when the deity says, “How many hours?” instruments. Shifters which pretend to That said, I am a person who rechave linkages. In effect I still feel like we ognizes that the good old days were not are setting up the basic user experience to always good. The driveability of these old match what we strived for in the late ’50s cars was nowhere near what it is today. and early ’60s.

The comfort, convenience, and ease of This is why I think that the desirability driving a modern car is taken for granted. the opportunity to drive Bud’s Quantum — front-wheel drive, two-stroke mid-engine, light, nimble, and exotic looking — what wasn’t there to like? I seem to recall that the Quantum was the first automobile to be designed with Computer Aided Design (CAD), something that is taken very much for granted today.

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

and value of the 1955-’72 era cars has held so well. There are many cars from the era that a person can climb into and enjoy a comfortable, fatigue-free, relatively painless experience on modern roads, at modern speeds. The current shift from the ICE is a huge question mark looming over the cars of this era. Will they be relegated to the mindset of the brass era — curious and primitive anachronisms that are fun to look at but alien and difficult to operate — or will the desire of many to remain connected to the driving experience (and the current level of engagement in that experience), keep these cars fresh and desirable to a new generation? This remains to be seen.

Bob Belloff Via email

GREAT WRITE UP ABOUT THE EXPERIence with a ’51 Chevy’s cold starts and driving characteristics (“The Dawn of Modern Motoring,” HCC #213). We had a ’50 Chevy in the family for 10 years, and it was pretty much the same car as the ’51. Terry McGean’s column brought back great memories of the car, but I want to add a few behavioral traits that we learned to deal with.

Terry was right about the proper use of the choke. Our car always started but the slow cranking kept you guessing.

With straight 30W oil (as multi-viscosity oils were not available then), the challenge was even greater. We would keep the clutch down while cranking, to take the drag of a cold transmission off of the starter. Once the engine started, it tried its best to stall. You had to stay with it every second, giving it little shots of gas as it sputtered and spit, to avoid a restart until it warmed up. We were never sure of how much battery we had left after the initial start. And there was no driving that car until it warmed up.

Despite all the quirks, it was a reliable car. We kept it tuned properly. When warmed up, it drove great, and many times I wish I still owned it! Many thanks for the nice memories.

Al Sandler Via email

I WAS THRILLED ABOUT THE ARTICLE on Studebaker Golden Hawks in the June issue of HCC, but was very disappointed to see the pictured 1956 version being such a drab-looking dark solid color paint scheme! I owned a gorgeous ’56 Golden Hawk in the early ’60s that was an eyepopping red and white, which made it stand out from any angle. I have never seen a solid-color version; I just naively thought they were all two-tones.

I loved that my car was so rare as that made it even more noticeable, and as a typical recent high-school grad at the time, we all wanted to be noticed! It’s funny because I don’t recall knowing how rare it was while I owned it; that only occurred to me much later in my life. In fact, I have only seen three others in the ensuing 66 years. The car was extremely dependable for all the miles I put on it, and I really hated to let go of it when the time came.

Later, I owned an equally rare 1967 Shelby G.T. 500, but that’s another story.

Anyway, keep up the excellent work as I thoroughly enjoy your magazine. It’s most definitely one of a kind.

Dale Knowles Vashon, Washington

TO ANSWER PAT FOSTER’S QUESTION in the March issue (“The Packard Balboa That Might Have Been”) about whether such a car could have been successful, I’d have to say, “No, not as depicted in the article.” For those of us old enough to know, Packard was America’s finest remaining brand of high-quality cars after the Great Depression, and we greatly lament its passing. Talk of resurrecting the brand has come and gone more than once. The mockup model I saw about 20 years ago was ugly. The recreations built with modern engines, etc., fabricated in Oklahoma or Texas, are right up my alley, but now sell for well over $1 million.

I believe they’ve been advertised in Hemmings Motor News as 1928 models.

The Balboa Packard shown in Pat’s article reminds me of Hudson’s attempt to dress up a Nash body for its last two years of Hudson production. It didn’t fool me in 1956 (“Hey, that’s a dressed-up Nash”) but I like them now. Sorry, Pat, but that’s what I see when I look at the Balboa; a dressed-up Studebaker, much like the 1957-’58 Packardbakers. The Balboa would have to lean more toward the ’56 Packard’s appearance and look less like a GT Hawk. Its front was pretty much okay, but the top would have to be more like that of a ’57 Turnpike Cruiser or 1958-’60 Lincoln Continental, and the rear would have to retain the ’56 Packard’s hips.

Oh, let’s not forget the Packard Hawk, a clever and nicely done rhinoplasty job on the Studebaker for 1958. But it is fun dreaming “what if,” right?

Jane Honn, Sr. Alamosa, Colorado To have your letter considered for Recaps, you must include your full name and the town/city and state you live in. Thank you.

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15

matthewlitwin Road Ready or Bust

A

Braking with

caution is

something

I’m used to,

thanks in

large part to

a lifetime with

my 1952 Buick

Roadmaster…

16

funny thing happened during my trip to the Ford Nationals at Carlisle in Pennsylvania with Associate Editor David Conwill: The two of us photographed a 1960 Plymouth Fury convertible.

No, it wasn’t modified to accept one of Dearborn’s hopped up FE-series V-8s, nor was it on display among second-gen Ford Thunderbirds or cavernous Mercury Park Lanes. It just so happened that the Fury was on our photography schedule thanks, in part, to its convenient location near historic Carlisle.

Having captured various examples of Dearborn cars throughout the weekend, our visit with the Plymouth was a fitting end to the trip. The Plymouth’s owner has been a dyed-in-the-wool Mopar enthusiast since the mid-Sixties, when he had an unforgettable encounter with another Plymouth originating from the late-Fifties. The Fury we saw was purchased in its restored state two years ago and was merely the latest addition to a somewhat sizable stable of steeds from Highland Park. The owner had no qualms about tossing us the keys for an unsupervised tour of the Mechanicsburg countryside.

As the sun began to set, I shifted the TorqueFlite push-button automatic into drive, softly gripped the rectangular steering wheel, and guided the convertible onto the local two-lane. Conveying acceleration impressions to Dave, who was riding in the passenger seat, we glided past residential housing that soon gave way to sprawling fields.

Warm late spring wind whipped past the A-pillars as the first few miles passed under the bias-plies; the owner’s reminder to “think ahead” when it came to braking was ever-present.

Braking with caution is something I’m used to, thanks in large part to a lifetime with my 1952 Buick Roadmaster and its unassisted braking system. As soon as a stop sign registered off in the distance, a sixth sense was triggered: Reflexively, more muscle power was transferred through the big, wide pedal. Suffice it to say, the Fury came to a perfectly controlled halt adjacent to the sign while I snickered at my flashback reaction.

When I purchased my Buick just over 20 years ago, I was cautioned that the Roadmaster’s OE-style master cylinder might need to be re-

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

placed. The seller added, “You’ll be okay if you top it off before you go anywhere.” Obediently I topped off the master and drove the four-door home on aging bias-ply whitewalls. Connecticut’s state safety inspection failed the car for inside wear on the front tires (incurring a hefty bill for a new set of wide whites) but missed the leaking hydraulic cylinder. Aside from passing inspection and rendering the Buick street-legal, the benefit of new tires was that the car didn’t shake itself to pieces on the highway due to the poor balance of the old set. All I had to do was keep the little cast cylinder well-fed with bottles of DOT-3.

One day I blanked, hopped into the Buick, and started driving it to work. Everything was fine at first, but 10 miles down the road and one town over, the pedal was notably soft. “Not a biggie,” I told myself calmly, “I can make it.” The Buick must have heard my thoughts because she wasn’t stopping at the next intersection. Nor was the 4,285-pound leviathan providing any hint of slowing as I navigated it, panic-stricken, into a gas station. A fortuitous parking lot upslope and a pair of concrete parking curbs — one for each front wheel — were suddenly my best friends on Earth.

A borrowed wrench and a new bottle of DOT-3 got me through the rest of the day without further white-knuckle moments, and I finally got smart and replaced the failed master with the freshly rebuilt spare that had been sitting on the shelf. As further precaution, the wheel cylinders and shoes were also swapped, and I crafted an emergency brake kit: fluid, wrench, rags, and a handheld air horn — as if the stock dual-note horns behind the grille weren’t loud enough to turn hair white.

The now-humorous-yet-perilous memory, spurred by the Fury’s adequate OE braking system, brought me to this month’s issue. Both cars ultimately ended up “Road Ready”— our term for this month’s theme of improving the driving characteristics of classics. It also left me wondering if there was more that could have been done for better confidence or drivability. Many enthusiasts feel that subtle, hidden upgrades — many safety-minded — can go a long way toward enhancing and encouraging the very thing we love to do with our old cars and trucks: Drive them.

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patfoster The 1966 Kaiser Reboot?

I

None of the

other U.S.

automakers

were

producing

subcompact

cars, so Kaiser

Jeep would

have had the

field to itself.

18

maintain an archive of historical American Motors-related literature called The Pat Foster Collection. It houses more than 20,000 factory photos along with thousands of brochures, catalogs, data books, and other paraphernalia for AMC, Jeep, Rambler, Nash, Hudson, Willys, AM General, and Kaiser Jeep vehicles. A particular focus of the collection is on styling.

Recently, I acquired a large collection of AMC, Willys, and Kaiser Jeep styling photos that included all sorts of concepts.

Among the most interesting was a series of mid1960s ideas for a new subcompact car — from Kaiser Jeep, of all companies. It made me wonder: Did Kaiser Industries really consider a return to the passenger car market? Or was this merely a design exercise?

These are pertinent questions, because at the time the drawings were produced, Kaiser Industries had reached a point where it had to do something about its domestic Jeep operations. The company’s heavy-duty military truck business was solidly profitable, as was its large overseas operations, which sold U.S.-built Jeep vehicles, locally assembled Jeeps, and, in Brazil and Argentina, passenger cars. In addition, Kaiser Jeep made millions of dollars each year in royalty payments for vehicles manufactured or assembled by overseas affiliates. But Kaiser Jeep’s U.S. sales operation, often marginally profitable, had become a moneyloser. So, Kaiser Industries needed to either get those operations profitable again or abandon the U.S. automotive market entirely. No business can lose more money faster than the automobile business once it becomes unprofitable.

I’m out on a limb a bit with the above statement, because Jeep management stated the company was losing money on its civilian Jeep operations only in its 1965 annual report to stockholders; no mention was made of this in the 1966 report. However, in its 1967 annual report, the company flatly states, “…the profitability of Kaiser Jeep Corporation is dependent on high-volume military production.” I think that statement is definite enough to support my surmise. It’s also clear in the numbers: of Jeep’s total 1967 sales volume of $470 million, an amazing

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

$302 million came from sales to the government.

Management also stated that existing military contracts would be finished by September of 1969, at which point, Jeep would slip into losses unless it had either new military contracts or hot new civilian products to sell.

Jeep boasted the broadest array of four-wheeldrive models in the world, including the CJ-3A, CJ-5, CJ-6, Jeepster and Jeepster Commando, Wagoneer and luxury Super Wagoneer, and a line-up of Gladiator pickups.

It also produced the FJ Postal Jeep vehicles, but these would be out of production by 1968. There wasn’t much opportunity to add additional 4WD models; the company already had most of the bases covered. Jeep also offered a number of twowheel-drive vehicles including the DJ-5, DJ-6, and aforementioned postal units. The best option for Kaiser Jeep to increase sales volume may well have been by introducing a small passenger car.

It makes sense. None of the other U.S. automakers were producing subcompact cars, so Kaiser Jeep would have had the field to itself. Foreign competition wasn’t as strong as it would be a decade later, and Kaiser Jeep had the advantage of having an existing dealer network with established customers who might need a car in addition to their Jeep vehicles.

Kaiser Jeep had its own four-cylinder engine, the ancient Hurricane, but I think for a new subcompact, it probably would have purchased a more suitable four-banger from one of its overseas partners, most likely Renault. The two companies were partners in Industrias Kaiser Argentina (IKA) building Jeeps, Ramblers, and Renaults.

What really surprised me is how similar in concept the Kaiser Jeep small car is to the later AMC Gremlin; both were small two-door hatchbacks with styling that was cute and lovable.

In any event, Kaiser Industries had to do something by September of 1969 — either build the small cars or sell the company. They chose the latter, with the sale to AMC closing in February 1970, though in the end the two firms agreed to backdate the transaction to October 1, 1969. Talk about cutting it close!

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Bit by Bit After restoration, this 1957 Buick Super Riviera was gradually upgraded for better road touring WORDS AND PHOTOGRAPHY BY MATTHEW LITWIN

Y

ou’ve heard the familiar story about the guy who found the car of his dreams sitting neglected in a garage/barn/backyard, where it had languished for decades. He inquires about the car’s availability, only to hear the standard

response, “No, I’m going to restore that car one day.”

driveReport

Week after week, month after month, our protagonist returns to try again, and each time he is turned away. Then, just as all hope of acquiring the dream car seems lost, persistence pays off and the owner relents. But what if that story were to play out the other way around?

Eastham, Massachusetts, resident Larry Perry was going about his day when a gentleman he knew called to say he had

an old car that needed to be sold. The seller, who was 90 years old at the time, said it was a four-door Buick sedan and was adamant that Larry should drive to nearby Mashpee to look it over.

“I asked him to describe the car to me, and he kept saying it was a four-door sedan. After a bit I was finally able to ascertain that it had flat tires and had not run in eight or 10 years,” Larry says.

“At that point I suspected there must have been rodents in it. I was

Buick’s 1957 Supers were fitted with the same 300-hp 364-cu.in. V-8 as found in same-year Centurys and Roadmasters. The most obvious aftermarket upgrade administered to the car was a “two-pot” master brake cylinder and new power booster.

resistant to even going to look at it, but he kept calling, asking me to please come over — for six months. Finally, he told me, ‘I’m not getting any younger and I really want to do something with this car.’ He prevailed. That was in July 2012.”

Upon arriving at the seller’s location, Larry found the supposed sedan tucked inside what was reported to be a canvasstyle shed, rather than a proper garage. A quick glance told him that the neglected Buick wasn’t a four-door sedan, but rather a two-door hardtop; the four VentiPorts on each fender suggested that it was something further up the Flint food chain than a Special, while the front end provided the year of manufacture: 1957. Beyond that, access to assess the Buick was hindered due to the structure’s tight confines.

According to Larry, “The idea of pulling the car out to look it over properly opened a can of worms. I had a heck of a time getting it out with a nylon strap hooked to my truck. All four tires were flat, and the wheels wouldn’t roll; I assumed the brake shoe metal had rusted to the drums. Well, of course the nylon strap snapped, so I hooked up a chain and I eventually had the Buick out in the open.

“My first impression was that it was basically a solid-looking Buick, but one

22

that had been badly neglected for years.

It was last registered in 2004. I opened the hood and saw that the V-8 had all of its parts in place, along with piles of acorn nuts and pinecones that had been deposited by mice and squirrels. Inside, the headliner was laying on the seats, but fortunately there were the remains of old seat covers in place, and that did a decent job of keeping the original fabric upholstery somewhat clean. On the other hand, the carpets had been soiled by rodents.

The dash and all the glass were intact, and the body was pretty solid — a few pin-hole rust spots on the bottom of the quarters and a door, but nothing that raised a red flag,” Larry says.

“Of course, once I had pulled it out of the guy’s makeshift shed, I couldn’t leave the Buick in the middle of his driveway. He was 90 years old and wasn’t capable of doing anything with it. So, I asked to see any paperwork he had and he pulled out a clean title and the last registration. At that point I made a real low offer — and he accepted. I didn’t have any thoughts that I would be buying a Buick; I was really just looking at it to be nice to this older man I had known for years.”

Larry was now the owner of what turned out to be a 1957 Buick Super

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

Riviera, or Model 56R within Buick circles (the Riviera designation referring to the hardtop design long before it was associated with the ’63 personal luxury car). The catch was that Larry suddenly had to find a means to maneuver the idle Fifties classic off the seller’s property and tell his wife Vivian about the new acquisition.

“I called in a flatbed service, and while they loaded it, I raced to the bank to get cash. After collecting the title, I escaped town and called my friends at a local full-service gas station to let them know we were on the way over with this beast that needed to be checked out; they were excited because it was a nice deviation from the usual work they did. Then I called my wife, Vivian, and told her she may want to come down and see what I ended up with.”

Larry’s adventure didn’t stop with the successful retrieval of the Super. To get the car off the flatbed, the crew of friends managed to inflate three of the four tires sufficiently; a spare replaced the fourth.

Gravity helped break the grip that rust held on the brakes once the ramp was tilted sufficiently, but upon landing, the entire exhaust system fell off. “Two mufflers, four resonators, and what was left of the pipes. At this point we had no idea

if the engine would even turn over and I immediately began thinking, ‘What did I get myself into? Maybe if we can just get it running, then I could flip it.’”

The next day, Larry and his friends attempted to resurrect the mechanical systems. Draining the fuel tank revealed extensive rust that necessitated its replacement. Fresh oil and a new battery were installed before an attempt was made to

turn the engine by hand. It wasn’t frozen, and with the aid of a temporary fuel tank, the Buick’s 300-hp, 364-cu.in. engine jumped to life. With the V-8 miraculously running smoothly, a lift helped the team determine that the Variable Pitch Dynaflow functioned perfectly. Grinding brakes accompanied by leaking wheel cylinders and hydraulic lines signaled a need for a completely new system, and despite the

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owner’s view

W

ith all the upgrades installed, this Super is very enjoyable to drive. It goes down the road nice and straight, the braking is far superior to the original front drum system, I can see if we get caught in the rain, and I can listen to music along the way. It’s never really done, though. Sooner or later I’ll put new shock absorbers on it. But first, I want to change out the original front anti-roll bar to a larger-diameter aftermarket unit; I’m thinking .75- or 1-inch diameter. Right now, the Buick leans in the corners—they all did from this period—and that should help reduce the lean. If you don’t drive quickly around corners, you’re fine, but if you plow into a turn at speed it does lean. Maybe that’s part of the charm, but that fix will be next. And then I’ll be really happy with the car. —Larry Perry

progress made in just three hours, Larry still questioned his purchase decision.

Those feelings would fade, however, and that first day of reviving the Buick morphed into a two-year restoration effort that he described as a labor of love, as he’d become rather attached to it.

“We did all the things you would expect the car would need, including a tune up, new bias-ply tires, drum brakes, complete exhaust, and a lot of detailing and rodent-damage repairs. I found a shop that was able to match the Dover White and Garnet Red paint perfectly, in lacquer, which enabled us to minimize any body repairs. That was important because every time I hit the original paint with a buffer it just got better and better; it looks like a million bucks now. Once the initial work was done, I worked on a punch list of other items, including front ball joints, U-joints, speedometer repair, and I even had the original Wonderbar AM radio rebuilt. Almost right away I thought to myself, ‘That was silly, because there’s hardly any AM stations,’ so an aftermarket AM/FM unit that

fit perfectly behind the dash was my first upgrade.”

Larry adds, “As soon as the car was in respectable shape and able to pass state inspection, I started to make some day trips. Our first was up the Kancamagus Highway in the White Mountains of New Hampshire. It ran fine, but when I hit the brakes the first time, it slowed down somewhat; the second time, not so much. The very first Prius that hit the

brakes in front of me almost became a hood ornament – the Buick’s brakes were so hot I had to use the emergency brake to stop. Those rebuilt drums, even in the best conditions, were not up to the task of slowing the big Super even if they were not overheated from the previous stop.”

Not driving the car anymore was out of the question — Larry was already bitten by the Buick and enjoyed the road experience too much. His first thoughts were to

refurbish the factory system in the hopes of yielding better performance, but that plan soon evolved.

“I was able to limp it home and then said, ‘That’s it — time to get a new power brake master and booster.’ I was going to have the old one overhauled, but rather than going with a single-pot master, I decided to buy a dual-pot upgrade. That then turned into doing a Wilwood front disc conversion,” he explains. The results soon proved better than anticipated… at least initially.

“During my test drive, I stepped on the brake and it stopped like a charm.

Once, and then it wouldn’t stop again.

I was losing vacuum, which was solved by having a complete valve job done.

After that I had plenty of vacuum for the new system and it worked better than I expected! I immediately felt comfortable driving it anywhere, but the same trip also told me I needed to administer some other upgrades.”

Larry says that the New Hampshire trip convinced him to make the switch from bias-ply to vintage-appearing radial tires, as the Super was “all over the road” during the return route. This now-common swap has since provided him with straight tracking while also improving the Buick’s road-handling manners. Simultaneously, the old vacuum windshield wiper system — exceptionally efficient while going downhill, but useless going uphill — was converted to an electric system. Larry also

installed an electronic ignition system.

A final touch was the fitting of seat belts matched to the interior.

“My Buick is safer and much more up-to-date compared to the day I bought it.

Rarely do I receive any negative comments at cruise nights or car shows. I’m pleased with the improvements I selected — most of them are not very obvious, so they aren’t even noticed by most people. I am proud to say I have driven this car from Cape Cod all the way to Ohio, Pennsylvania, New York, Maine, New Hampshire, Vermont, Rhode Island, and Connecticut. It’s a great automobile and it will do most everything a late-model car can do. Plus, it is much better looking than anything on the road today.”

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1957 BUICK SUPER RIVIERA MODEL 56R ILLUSTRATION BY ROBERTA CONROY

SPECIFICATIONS WHAT TO PAY LOW AVERAGE HIGH

$9,000 - $17,000 $18,000 - $30,000 $31,100 - $40,000

CHASSIS & BODY

$3,536 Wonderbar AM radio; power brakes; perimeter heater and defroster; Easy-Eye glass.

SUSPENSION

PRICE BASE PRICE OPTIONS

CONSTRUCTION BODY STYLE LAYOUT

FRONT REAR

ENGINE TYPE DISPLACEMENT BORE X STROKE COMPRESSION RATIO HORSEPOWER @ RPM TORQUE @ RPM VALVETRAIN FUEL SYSTEM EXHAUST SYSTEM

Buick OHV V-8; cast-iron block and cylinder heads 364 cubic inches 4.125 x 3.40 inches 10.0:1 300 @ 4,600 400-lb-ft @ 3,200 Hydraulic lifters Single Carter four-barrel carburetor; mechanical pump Dual manifolds; dual mufflers and outlets

TRANSMISSION TYPE RATIOS “DRIVE” “LOW”

Variable-pitch Dynaflow automatic with two turbines* 1 x converter ratio 1.82 x converter ratio

Independent; ball joints, coil springs, tubular shock absorbers, anti-roll bar Solid axle; coil springs, tubular shock absorbers, radius rod

WHEELS & TIRES WHEELS FRONT/REAR TIRES FRONT/REAR

Stamped steel 15 x 6 inches Bias ply (Currently: Coker Classic whitewall radial) 7.60-15 (Currently: P225/75R15)

WEIGHTS & MEASURES WHEELBASE OVERALL LENGTH OVERALL WIDTH OVERALL HEIGHT FRONT TRACK REAR TRACK CURB WEIGHT

127.5 inches 215.3 inches 77.6 inches 61 inches 59.5 inches 61 inches 4,271 pounds

* Maximum converter ratio at stall: 3.5 @ 2,800 rpm

CALCULATED DATA

DIFFERENTIAL

BHP PER CU.IN. WEIGHT PER CU.IN.

TYPE GEAR RATIO

Torque-tube drive, semi-floating rear axle with hypoid gears 3.07:1

STEERING TYPE TURNING CIRCLE

Buick “Safety Power Steering” 44.6 feet

BRAKES TYPE FRONT REAR

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Body-on-frame Two-door, six-passenger hardtop Front engine, rear-wheel drive

Hydraulic four-wheel, power assisted 12 x 2.25-inch cast-iron drum (Currently: Wilwood 14-inch disc with two-piston caliper) 12 x 2.25-inch cast-iron drum

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0.82 11.73

PRODUCTION: During the 1957 model year, Buick built 70,250 Supers in total (excluding 385 stripped chassis), of which 26,529 were Model 56 two-door Riviera hardtops.

PERFORMANCE* 0-60 MPH ¼-MILE

10.1 seconds 17.6 @ 81 MPH

* Listed results are from a February 1957 Motor Trend road test of a 1957 Buick Century four-door equipped with a 300-hp 364-cu.in. engine, Dynaflow transmission, power steering and brakes, and a 3.07:1 final drive ratio.

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What’s in a Name?

REO’s 1932 Flying Cloud 6-21 Sport Sedan was a high-end, high-style independent

BY JEFF KOCH • PHOTOGRAPHY BY MATTHEW LITWIN AND EMMA DENNIS

“W 28

hy can’t cars have names anymore?” we hear this rather more often than you’d think. Ever sit in traffic, look at the trunk lid of a car and try to decode the alphabet soup that appears there?

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Badges are combinations of letters and numbers that mean something — to the company that builds them and the staff who try to shift them out of America’s dealerships, and to the enthusiasts who keep track of the changes in that ever-shifting alphanumeric broth. What’s an XG350, an NX2000, or a 6000SUX? What does that mishmash of letters and numbers mean? What does it make you feel? Modern? Confused? In these contemporary technology-driven times, perhaps it makes you feel nothing. In an era of new-car-as-appliance, the car companies may well want it that way.

Names are visceral and easily identified. Animals, technology, geography, and dominance of the American highway have all been fertile targets for Detroit’s finest marketing minds. Mustang.

Satellite. Bel Air. Roadmaster. You know what they are, and you know what they stand for.

Alas, in our globalized world, with cars of all descriptions pouring in from across either ocean, letters and numbers are often less problematic than names. (Recall Ford’s early attempts to sell the Mustang in Germany, only to see it rebadged as the T-5 because another company held the trademark for the

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Our featured REO’s “6-21” designation translates as six-cylinder engine and 121-inch wheelbase chassis. While the latter is self-explanatory, the engine was a 268-cu.in. L-head design, rated for 85 hp.

Mustang name for vehicles there until the late ’70s.) Recall the tired urban legend of the Chevy Nova that didn’t sell well in Spanish-speaking countries because “no va” means doesn’t go — no matter whether it’s true or not. When you’re a car company dependent on export, selling in a hundred lands speaking a hundred tongues, suddenly selling the EIEIO8000 makes a little more sense.

So, it may come as a shock to recall that — in the infancy and teenage years of the automobile, before World War II and even before the Great Depression — names for cars were missing from Detroit’s mighty marketing agenda. This might be because, in many car lines, there was one basic model, easily enough identified by the brand name on the grille shell. Many used body style descriptors — Club Coupe, Phaeton, Sedan, Cabriolet, et al. — and quantities of passengers in lieu of names. Some used the number of cylinders under the hood — Six, Eight, 12, 16 — as a sort of shorthand to do the job of bragging for them. Some used words like DeLuxe, Superior, or Senior to indicate a degree of trim, but again these were often descriptive of a single chassis.

And some simply used letters and numbers after the word “Model” to suggest identity within some sort of greater hierarchy, whether aspirational or chronological. Ford Model A. Buick Model 40.

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The changeover was quiet at first, and quite gradual. The original Jordan Playboy, arriving in the late teens, was a pioneer in this regard; the open roadster very much suited the carefree nature of its moniker — but it was an outlier, hardly a roaring success. Studebaker launched its President in 1926 and had committed to names fully by 1927, adding Commander and the unfortunately named Dictator to the lineup. And then there was the REO Flying Cloud. It wasn’t the first car to have a name, but it was certainly among the pioneers in this regard.

REO was already familiar with issues surrounding naming convention. Founder Ransom E. Olds launched Oldsmobile in 1897 and left his successful outfit in 1905; he wanted to name his new endeavor the R.E. Olds Motor Car Company, but Olds Motor Works (parent company of Oldsmobile in those pre-GM times) threatened to sue. Ransom E. pivoted to using his initials, REO, and crisis was averted. REO models (pronounced as a single two-syllable word, rather than spelled out as the eponymous rock band does) were high-end cars, luxurious enough that only a handful needed to be built in order to keep the company ledger in the black. By 1907, the company grossed $4.5 million in sales, and in 1908, the year General Motors was formed with Oldsmobile as part of its starting lineup, REO outsold

Oldsmobile four to one. REO was regularly in the top eight of American automobile sales in the company’s first decade, as high as third overall in 1907. Ransom E. handed the day-to-day operations and general manager title to Richard H. Scott, and in 1923 he resigned the company’s presidency, though he retained his position as chairman of the board. REO remained in the black clear through 1925.

Seeing the democratization of the automobile unfold, watching the transition from rich man’s plaything to necessary tool, and wishing to put more cars in more hands (and make more money in the process), Scott decided to diversify and expand REO’s lineup to be more competitive. The result was the 1927 REO Flying Cloud. Never mind about the car itself for the moment — what a name! A beguiling combination of speed and smoothness, much like air travel, which was then starting to make some sense as a commercial proposition. But who needed an airplane when you had a Flying Cloud to handle all of your comfort-at-high-velocity needs? To the average Joe who didn’t pay attention to cars, taking a ride on or in a Flying Cloud sounded a lot more appealing than climbing aboard a DeLuxe Four-Door Sedan or a Five-Passenger Model X. Yes, it was styled

by Fabio Segardi, who had done work for Hudson, Olds, and

Willys here, as well as Fiat and deDion-Bouton in Europe. Yes, it was the first car to run Lockheed’s newly developed internally expanding four-wheel drum brakes, for far surer stopping. So what? The name evoked dreams of swift, painless travel.

The gambit worked. With the Flying Cloud starting at $1,595, in a day when a Model T Ford cost $260, REO broke its previous sales records and banked a healthy $67 million in the process. It worked so well that REO quickly developed an even lower-line Flying Cloud; the original was now the Flying Cloud Master, with the junior model dubbed Flying Cloud Mate. The company’s profits for 1928, when it sold 29,000 cars, nearly matched record 1927 numbers. The Flying Cloud was restyled in late 1930, with style duties handled by Segardi and touted as having “Royale styling,” named for REO’s new high-end luxury Royale launched earlier that year. The grille introduced a gentle V-shape. The roof featured rounded corners, rather than a sun visor jutting out over the windscreen, and the car’s distinctive front fenders rolled forward to cover more of the tire. Combined, these traits suggested a certain attention to aerodynamics and the silence that naturally followed. The smoother airflow was a quality perfectly in keeping with a car calling itself Flying Cloud.

(Much of this attention came at the behest of Murray Body

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Corporation talent Amos Northup, who had also done work with Wills Saint Claire, Willys-Overland, Willys-Knight, GrahamPaige, and other independent car companies with more than one name.) This attention to aerodynamic detail would also benefit fuel mileage and shave down running costs — at least, according to the brochure.

The Flying Cloud’s 268-cu.-in., seven-main-bearing L-head six put out 85 horsepower and featured full pressure engine lubrication for smoothness, silence, and durability. The three-speed transmission featured a gear known as “silent Second,” which used “herringbone” cogs to eliminate all-too-common (and much-complained-about) second-gear whine in town. Pricing for 1930 now started at $1,195; by 1932, the year our featured Sport Sedan was produced, pricing dropped to $1,110.

Unlike car companies that launched junior models only to see their good names get diluted (we’re looking at you, Packard), REO’s two-model 6-21 series continued to do fairly well — it was the high-zoot Royale, launched as a $2,700 car just as the Depression was ramping up, which sucked up all of the company’s profits and resources. Between the restyled Flying Cloud, the Royale, eight-cylinder engines, developing a Self-Shifter transmission that would bow in 1933, and other factors, REO consistently lost money from 1930 onwards and was $11.2 million in the red in the five years (combined) from 1930-’34. If REO was planning on riding out the Depression, which seemed like only a momentary financial hiccup at first, they were wrong. Output never topped 5,000 units a year after 1931; this Flying Cloud Sport Sedan was one of just 3,900 REOs built for the year. After 1936 the company turned exclusively to heavy truck production, and even then it limped along until WWII demanded the factory contribute to the effort.

Jamie Longtin of both Benson, Vermont, and Sun City West, Arizona, has owned this example since 2019. Prior to his stewardship, this Flying Cloud was restored in the late 1990s, and has won the AACA Grand National Senior Award a total of 16 times. It has traveled less than 2,000 miles since its restoration and now spends its time in Arizona exclusively. And instead of deciphering a stick-on badge that looks like a Scrabble bag let loose, Jamie now gets to explain to car-show attendees what a Flying Cloud is instead.

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Although the Flying Cloud 6-21 Sport Sedan was one of REO’s more affordable cars, its interiors were as opulent as more expensive makes.

EMMA DENNIS

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Interstate Chieftain Much more than just the recreation of a first car, this 1958 Pontiac station wagon is a cross-country traveler WORDS AND PHOTOGRAPHY BY DAVID CONWILL

I

f you were a teenage boy in the early ’60s, chances are good that you would not have wanted to be seen in your mom’s pink-and-white 1958 station wagon. Color and parental ownership aside, a station wagon in 1962 was what a minivan is today — anathema to childless young adults trying to look cool. The 1958 model year was not known for the quality or style of its offerings.

Yet here is this car, a near-perfect recreation of that 1958 mom-mobile by the man who learned to drive in its twin as a teen. It speaks to the essential quality of the Pontiac design

that owner Ted Miskell remembered his mother’s ’58 so fondly, that after a half century he chose to track down a replacement to recondition. He now motors the restored result fearlessly, regularly, and proudly.

“I always had a love for that car,” he says. “Who falls in love with a wagon?”

Wagons, of course, have become sought-after collector cars these days, but that wasn’t always the case. Frequently the most expensive offering in any lineup, their utilitarian image (full of kids or full of cargo) was the opposite of what Pontiac was

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selling by 1959 or ’60, when Ted’s mom purchased her car from the used-car lot of a Pontiac dealer recommended to her by her mechanic.

At the time, she was driving a 1949 Buick six-passenger sedan, which her family of seven had just outgrown. “Dad hated driving, so Mom’s car was the travel car,” Ted recalls. “For a time the baby could sit on laps during the regular two-hour trips to see family. After a while, though, it got on everybody’s nerves!”

The wagon was just the ticket. It, like our feature car, was only a six-passenger model, but in those pre-seatbelt days it was natural to let kids ride in the cargo area. A horsehair mattress and hand-sewn slipcover, both courtesy of Ted’s grandmother, made the rear area an acceptably comfortable space.

“We had a lot of fun,” Ted notes of road trips with that setup.

Remarkably, the mattress outlived the original wagon and now resides in the back of this one.

In retrospect, the 1958 styling has aged better than its in-period reputation would have you believe. It could be that we’ve just seen so much worse in the interim. The General Motors line that year wore the longer/lower/wider styling of the outgoing Harley Earl to the greatest extent it ever would. Incoming styling-chief Bill Mitchell would direct a much pointier lineup of cars for 1959, in the vein of Chrysler Corporation’s earthshaking “Forward Look” restyling for 1957.

The ’58s, then, are one of a kind in terms of styling. For Pontiac, the year was also the last of the old Native Americanthemed model names. The entry-level Chieftain line, of which our subject wagon was a part, would be replaced by the Catalina (formerly the name of the hardtop body) for 1959.

All Pontiacs for 1958 came with a 370-cu.in. overheadvalve V-8 of the type introduced in 1955. Horsepower ratings

ranged from 240-hp for the low-compression engine found by default in stick-shift Chieftains and Super Chiefs through the 300-hp Tri-Power and 315-hp Rochester fuel-injected versions optional throughout the line. The original buyer of this car chose the 270-hp, two-barrel-topped version that came standard when ordering the Super Hydra-Matic. The horsepower difference was due to the increased compression of the automatic-transmission engine, 10.0:1 vs 8.6:1.

Any quality issues that may have existed when the ’58s were new have certainly been erased in this car, which Ted acquired as a project upon his full-time retirement in 2010. He found it in an online auction. The car was in Arizona and Ted was in western New York, not far from where the aforementioned Rochester fuel injection units were assembled. In lieu of an in-person inspection, he and a knowledgeable buddy pored over photos provided by the seller. The buddy pointed out that what initially appeared to be caked-on mud or even rust actually had the appearance of original undercoating.

Ted characterizes the purchase as a bit of a gamble, though it seems the risk was fairly calculated in light of the evidence. At any rate, it paid off. The car, as received, not only ran sufficiently well to be loaded and unloaded under its own power but was entirely rust free, save for three spots “about the size of a nickel.”

One was on the right front fender behind the wheel and the other two were behind each rear wheel. Ted kept one of the cutout pieces as a memento.

The restoration was a great introduction to the old-car hobby, as this was Ted’s first. He plugged into the Pontiac community from the start, courtesy of parts vendor “Bonneville Joe” Evans, a resident of Texas. Bonneville Joe proved to be a fount of useful knowledge and contacts when it came to tracking

Although the entry level station wagon in the Pontiac lineup, the $3,019 Chieftain was visually dazzling compared to something truly no-frills like a Chevrolet Yeoman V-8 four-door wagon at $2,574. That’s particularly evident when examining the ornate dashboard.

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Thanks to 10:1 compression, the 270-hp, 370-cu.in. V-8 demands premium fuel but consider that it was effortlessly delivering that power from a two-barrel carburetor at 4,600 rpm. It also put out 388 lb-ft at 2,600 rpm—perfect for getting a fully laden wagon moving.

down the right way to do things. Since then, the situation has come a full circle, and now Ted himself is a go-to guy when people have ’58 wagon questions that Joe can’t answer.

For the physical aspect of restoration, Ted initially sought out help of a neighbor, Joe Ferrero. Joe has a 31-car collection, uses a ’51 Buick as his summertime daily driver, and enjoys his hobby with a 48 x 72 shop outfitted with a couple of lifts.

Joe dove right in and restored the entire chassis — front suspension, brakes, etcetera — before health issues intervened and he needed to hand off the project to someone else. He helped Ted find another local, Mike Salter, to handle the body and paint. Ted recalls going with Joe to meet Mike the for the first time. As Mike and Ted talked, Joe seemed distracted by scrutinizing a black ’55 Pontiac nearby.

Black is a notoriously unforgiving color, but the work met Joe’s high standards. When it came out that Mike had handled the paint and body on that car himself, he advised Ted, “You want that guy.” The advice was solid, and any teething issues GM may have had with its new paint system in 1958 are moot today — the Reefshell Pink and Greystone White finish in modern materials surely outperforms the original acrylic lacquer or its nitrocellulose predecessor.

Another Mike (“the Stitch,” as Ted says he began calling him), Mike Marino, took on the interior for Ted. Mike the Stitch, resident of the Finger Lakes region of New York, is usually busy with boat work, but a car interior was the perfect project to occupy those slow winter months. Materials came via SMS Auto Fabrics of Oregon. The company handles such a massive inventory of materials for such a broad range of vehicles that it must produce many of its offerings to order. As a result, it can

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sometimes take a while for complete orders to come out. Ted got ahead of the delay by ordering well in advance, so when the final pieces came in after about 15 months, the car was ready for the interior work.

Ted was particularly complimentary of SMS’s service when it came to some trim pieces that went missing during shipping. The company not only uncovered their fate (destroyed in an accident) but went on to hunt down correct replacements in Europe, of all places. Each series of ’58 Pontiac (Chieftain, Super Chief, Star Chief, and Bonneville) used different door-panel trim, so the right bits aren’t exactly plentiful.

A third Mike (“the Wrench”), Mike Mastim, built the engine for Ted. Mike the Wrench is a hobbyist, Ted says, but a pretty serious one. He not only builds engines for fun but also has a dynamometer to test them on when done. He gave the original block a cleanup overbore, but otherwise built it back to its original specifications. Unfortunately, he wasn’t able to find the correct adapter to put a 1955-’59 Pontiac engine on the dyno, but Ted reports it runs just fine.

When the engine was pulled, Ted took the original Super Hydra-Matic to L&L Transmission in Batavia, New York. L&L has been in business since 1978, when there were still lots of used cars running around with Hydra-Matics in them. Founder Leon Selapack took on the task of rebuilding the oldie himself. Once the restoration was complete, the shop adjusted the bands via road testing, meaning that the car’s inaugural drive was from Batavia back home.

Since then, the car has racked up trip after trip. The first was a return to Auburn, New York, in tribute to all those long-ago family road trips. Asked how the modern version compares to

the original in driving manners, Ted begs off — “I last saw Mom’s car in 1965, when I was home on leave from the military.”

The handling, he says, isn’t up to the standard set by his ’13 Chevrolet Silverado, but thanks to radial tires and a four-core radiator (the original had three), the wagon will happily eat up the miles at 55 to 75 miles per hour. He even says he was toying with making the 1,200-mile trip to Tulsa this year for the annual convention of the Pontiac-Oakland Club International — though it’s a matter of whether or not his speedometer and gas gauge are back from being rebuilt by then.

Perhaps the biggest test for the car came on the return trip from the Tri-Power Nationals in August 2019. Ted had gotten his brother to accompany him on the long drive to Norwalk, Ohio, made longer by Ted’s skirting Cleveland via 55-mph roads, so as not to deal with the “combat zone” that I-90 along Lake Erie can become in the summer months.

Ted’s brother, however, wasn’t up for taking the long way around on the way back and insisted they attempt the Cleveland route. Leaving Sunday morning at 9 a.m., temperatures were already in the 70s along with the swampy humidity you find along the lakeshore.

With every window save the tailgate open (plus vents), Ted and his brother rolled along in the thick of traffic at 70 to 75 mph for four solid hours while departing from Northern Ohio.

The Chieftain never missed a beat and the temperature gauge never moved from the normal range — a true testament to the wagon’s interstate prowess if there ever was.

Perhaps there will be one better: Ted wants to take his wagon down Route 66 sometime soon. It’s a trip he’s made before, in a 2005 Buick LeSabre. The wagon is much older tech, of course, despite upgrades like the ones we’ve mentioned plus a few others (electric wipers, for one), but Ted’s delay is mostly due to his search for the right driving partner. Otherwise, his trust in the wagon is complete: “I won’t hesitate.”

spotlight road ready

Stealth Stopping A disc brake upgrade offers increased safety without sacrificing stock appearance WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK

D

espite the insistence from some diehard traditionalists that there’s no reason to upgrade a vintage car to disc brakes, sticking with four-wheel drums can be a drag — literally and figuratively.

The simple truth is that, in an era of distracted drivers plowing along in lumbering SUVs — all of them with sophisticated safety features and huge disc brakes — sharing the road in an old car with four-wheel drums is like bringing a knife to a gunfight. The nostalgia goes right out the window when you have to panic-brake around modern vehicles with much greater stopping capability.

That’s exactly what drove Tim Quiggle to finally upgrade the front drum brakes on his 1949 Ford coupe to discs.

“I’ve been driving the car for more than 30 years and the drums just didn’t feel safe to me any longer,” he says. “It’s not an overly heavy car, but the stopping distances were really long and the brakes tended to fade when they got hot in traffic.

It was a safety issue for me that affected how much I was enjoying the car.”

Disc brake upgrade kits have been around for decades, but they’re increasing in popularity for the very logical reasons Tim described. And with cars such as his running stock steel wheels, a conversion that offers no external clues — no loss of a traditional appearance — offers a great solution for gaining contemporary braking technology.

Conversion kits are a little tougher to find for “shoebox” Ford models than some other makes, but Shoebox Central has one for the classic 1949-’53 models. It uses basic components, including 10-inch-diameter, five-lug rotors for the original Ford Ranger (and Aerostar and Bronco II), produced from the mid’80s to mid-’90s. That means affordable replacement rotors, calipers, and pads are readily accessible at local parts stores.

The kit lists for around $460, but it doesn’t include a master cylinder; another available kit adds that for an additional $315 (approximately). What that doesn’t include, however, are the necessary custom hard lines that must be fabricated.

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Tim turned to Brothers Custom Automotive, in suburban Detroit, for the installation, where we followed it for this story.

The project is attainable for those with moderate mechanical experience, but there are a couple of tools required that might not be in many enthusiasts’ arsenals, including a flaring tool and tubing bender for the hard lines.

And while the project was fairly straightforward, we will admit that the instructions from Shoebox Central could have been better. They were a little short on details, particularly when it came to the orientation of the backing plates. That said, we were pleased with the overall completeness and quality of the brake and master cylinder kits; the welds on the backing plates were first-class.

Beyond simply bolting on the parts, particular attention to detail must be given to ensure proper bleeding of the system, including bench-bleeding the master cylinder prior to installation and the entire brake system once the new parts are installed. In addition to the all-important safety factor, this will ensure a firm, confidence-inspiring pedal feel. Be mindful that, with a retrofit system change such as this, achieving the desired performance and feel can require multiple test drives and adjustments.

Brothers’ owner Bill Jagenow invested about 10 hours on the project. Along with the ancillary components such as the fabricated brake lines, new brake fluid, and a few other items, the brake conversion’s bottom line came to approximately $2,000. It’s difficult, however, to put a price on the Ford’s driving experience since the project was completed. The braking performance took a leap decades into the future, with a vastly more confident feel and shorter, straighter stopping distances.

“It has made a world of difference and I couldn’t be happier with the way the car drives now,” Tim says. “It stops as well as a modern car, making it much more enjoyable — and safer — in traffic.”

That, in a nutshell, is why ditching the original drums makes sense for enthusiasts who drive their classic regularly.

techupgrade

01 04

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4. A number of fasteners, including cotter pins, hold each drum to its respective spindle. It’s important to be careful here, because it’s easy to break off old, stubborn cotter pins before they’re removed, making it hard and more frustrating to remove the remnants.

Fortunately, the accumulated grease on the suspension components here made the job a little easier because it prevented the parts from rusting. 5. The front brake lines must be disconnected next. The soft lines will be replaced with new ones from the conversion kit; the original hard lines to the master cylinder will also be replaced with custom-fabricated lines. 6. With the brake hardware removed, it’s the perfect opportunity to check the king pins in the front suspension. Simply grab each spindle and try to wiggle it up and down. There should be no movement or play. If there is, the pin and related hardware should be replaced before continuing with the brake conversion. Fortunately, all was good here. 7. The first step in adding the new brakes is the installation of the kit-supplied caliper-mounting brackets on the original spindles with supplied Grade 8 bolts. There wasn’t a specified torque value for the fasteners but suffice it to say they need to be very secure.

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1. The ’49 Ford was a modern marvel when introduced. It was the first Ford with an envelope body and it employed an all-new coilsprung front suspension — but its internal drum brake design dated from the early days of “juice” brakes, and self-adjusting shoes wouldn’t come along until the mid-Fifties. For regular driving in modern traffic, they often seem inadequate. 2. The front brake conversion from Shoebox Central requires two kits: the brakes, including the rotors, calipers, backing plates and related hardware; a second kit provides a dual-chamber master cylinder and mounting hardware that converts the system to a safer dual-circuit design.

The combined cost for the kits is about $770. By the way: It’s not a power-assisted system. 3. Removal of the original front drum brakes is the first step. Admittedly, they’re pretty large with plenty of surface area on the shoes, but they just don’t inspire confidence when it comes to braking responsiveness, feel, and stopping distance in modern traffic.

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11. An additional washer for each spindle is included, which serves as a spacer to ensure the proper location of the securing castle nut and cotter pin. 12. With the new washer in place, the castle nut is installed. The trick here is tightening the nut enough to hold the rotor in place without “play,” and backing it off enough to allow free rotation. When that’s achieved, a cotter pin is inserted to keep the nut from wandering. After that, a new dust cap is installed.

13. The calipers come next, and with the brake pads in place, they simply slip over the rotors and bolt to the caliper mounting brackets. A little Syl-Glyde silicon lubricant on the sliders keeps things moving free and easy. 14. Next, the new soft brake lines are installed, starting with the banjo fittings (with new copper seals) that mount to the rear of the calipers. Again, the fasteners need to be sufficiently tight to prevent leaks.

09 12

10 8. The orientation of the caliper mounting brackets is where the kit instructions let us down a bit. It wasn’t obvious and it took some trial and error to get it correct, but once the intended positions were determined, everything bolted up easily. 9. Prior to installing the rotors, each spindle receives a spacer ring. It slips on most of the way but must be tapped further to seat it. It should be tight enough that it doesn’t rotate. A little Loctite can help hold it in place. 10. Next up is the preparation of the rotors, starting with new wheel bearings that are included with the kit. They’ve got to be packed with the appropriate grease and, after installing them, the bearing seals are tapped into place. The rotors then slip onto the spindles. Simple as that.

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15. The opposite end of the soft line, where it connects with the hard line at a bracket on the frame, presented a minor problem: It was completely round, while the original (bottom) was flat on one side and designed to install in a matching-size port in the frame bracket.

The bracket’s hole was hogged out carefully until the hole matched the diameter of the new soft line. 16. After the bracket was modified, the new line snugged right into place, waiting to be connected to a new hard line from the master cylinder. Of course, the same procedure was carried out for the opposite-side brake assembly. 17. Next, the brake pedal is disconnected from the master cylinder and the master cylinder itself removed from beneath the driver’s side floorboard.

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21 21. The filled master cylinder is then attached to the mounting bracket under the car. From here, it’s easy to see how much room the exhaust pipe modification opened up for mounting the brake lines.

22. For a firm pedal feel, the pushrod between the brake pedal and master cylinder must be carefully adjusted. The gap between the pushrod and the master cylinder should be around .020-inch.

The pushrod’s threaded end makes adjustments easy. If the gap is too large, pedal feel will suffer and lack the desired feeling of immediate response. If it’s too narrow, the brakes may drag if there’s any heat-induced metal expansion. 23. Fabrication of the hard lines comes next. It requires a flaring tool for the respective ends and a tubing bender to shape the lines to the appropriate contours. Some trial and error will be inevitable for first-timers, but neither the flaring nor bending is difficult. Plus, it offers a perfectly justifiable reason to add a couple more items to the toolbox.

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18. Prior to installation, the master cylinder and mounting bracket were trial-fitted to check for obstructions, and there was a biggie: the exhaust system. The custom dual-exhaust for the transplanted Windsor small-block was too close to the master cylinder, eliminating the room necessary to run the brake lines. 19. The solution involved trimming the mounting bracket and slicing the exhaust system, then inserting a simple S-bend to move the exhaust tube over a couple of inches. Also visible here is the pushrod from the brake pedal to the master cylinder. 20. Bench bleeding of the master cylinder is the next step. It greatly reduces the time required to bleed the brakes on the car and starts with installing inserts and hoses in the brake line orifices and filling the master cylinder with brake fluid. A large screwdriver is used to push in and release the piston, allowing the cylinder to fill completely with fluid. The job is done when no air bubbles appear from the hoses when pushing in the piston.

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28 28. Finally, it’s time to bleed the brakes. Whether it’s accomplished with a fancy tool or the old-school way of having a friend pump the brake pedal until no more air bubbles are visible in the drain hose, as we did here, it’s the fundamental step to ensure safe, strong, and confident braking performance. 29. The test drive revealed a pedal that didn’t feel firm enough, which was traced to a necessary adjustment for the rod connecting the master cylinder assembly to the brake pedal. With that adjustment, the shoebox Ford stopped quickly and confidently, with a strong, firm pedal feel. Job done.

27 24. Brake line tubing is comparatively easy to bend and forming new sections can generally be done by eyeballing the approximate angle required and taking a few basic length measurements. It is a time-consuming process on a project such as this, however, which can add significant time to the labor part of a shop’s bill for the job.

25. Because of the low mounting position of the master cylinder (below the horizontal plane of the calipers, which causes gravityinduced drain-back), a pair of residual pressure valves is required — one for the front brakes and one for the rear — to maintain a minimal amount of brake line pressure for consistent and strong pedal performance. The valves are from Wilwood and are offered in 2-, 4- and 10-psi versions. A 10-psi valve is used with the rear drum brakes and 2-psi valve with the new front discs. A proportioning valve is also installed to dial in the optimal 80/20 split between the front and rear brakes (80 percent to the front). 26. From the master cylinder, the new hard line feeds into a junction block, distributing brake fluid to both front brakes. 27. Another smart upgrade for the system is the replacement of the antiquated hydraulic brake lamp switch with a modern mechanical unit. Besides offering faster actuation of the brake lamps, it also eliminates the need for frequent switch replacements that typically occur because modern brake fluid isn’t very compatible with them.

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29 SOURCES: Brothers Custom Automotive 248-760-0700 • billjagsix@yahoo.com Shoebox Central 405-259-9222 • shoebox-central.com Wilwood 805-388-1188 • wilwood.com

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Size XL Scorpion The Fiat-based, Michelotti-styled Abarth 2400 Coupé Allemano was Carlo Abarth’s magnum opus WORDS BY GÉRALD GUÉTAT • PHOTOGRAPHY BY HENRI THIBAULT

A

fter hundreds of victories and world records and ten years in business as a performance parts manufacturer and tuning shop for smallcapacity engines, Carlo Abarth tried to satisfy his ambition to be

recognized as a full-fledged car manufacturer with his elegant Gran Turismos.

The luxurious Abarth 2400 Coupé Allemano was his crowning achievement.

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Earlier in life, Karl Abarth had been a motorcycle racer in his native Austria. He then moved to Italy in 1937, at which point he became “Carlo.” From his debut with Cisitalia (he became its racing manager in 1947), Abarth showed he had the mind of a car builder. The bankruptcy of that influential firm (see “Admiral’s Flagship,” HCC #211) led him to found Abarth & C. in March 1949; his friend, racing driver Guido Scagliarini, brought family financing. The new company — whose logo was a scorpion, representing Carlo’s astrological sign — also formed a squadra corse

(racing team) with excellent results from champions like Tazio Nuvolari, Piero Taruffi, and even Scagliarini who, in 1949, was crowned Italian Champion of the 1000 Sport class at the wheel of the Cisitalia-based Abarth 204 A. That same year, Carlo Abarth began manufacturing accessories to improve car performance, including free-flowing exhaust systems and intake manifolds. He quickly achieved commercial success and had to expand the small Abarth plant. Abarth began increasing its output of small cars tuned for racing, which

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Powering the 2400 was an Abarth-modified, Fiat 2100-based inline-six that sported an improved head with higher compression and triple Weber carburetors.

famously led to collaborations with Alfa Romeo, Simca, and Porsche. However, it was with fellow Turinese firm Fiat that a natural partnership was established.

For a number of years, beginning in the mid 1950s, Abarth cars shined in racing and became regarded as the queens of speed records. The nuova Fiat 500 had launched in 1957 with very modest performance, but one particular example became the unlikely star of a secret marathon in February 1958. Over seven days and nights, its average speed was 108 kph (67 mph), when the top speed of the standard version was only 85 kph (53 mph). Carlo Abarth was behind this successful initiative, and Fiat immediately understood how much its brand could benefit from an association with Abarth.

Together they strengthened a younger and sportier image.

At the time, Turin enjoyed a dynamic ecosystem, where numerous renowned car-body builders and talented young designers surrounded the powerful industrial complex founded by the Agnelli family. It was the start of a golden age for Abarth, a decade during which the company created countless high-performance cars of varying displacements. Then, in October 1971, Fiat acquired Abarth and it became the carmaker’s racing division. The Abarth name made occasional appearances on production cars over the years but, in 2007, the brand was

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relaunched as a Fiat subsidiary at the Geneva Motor Show So why did this firm, one that had been so successful in tuning and improving small-displacement engines, elect to build large GT cars? For insight, we can look to Carlo’s direct relationships with some of Fiat’s top managers. Renzo Avidano was one of Carlo’s closest collaborators from the time of Cisitalia and the birth of the Abarth company. Avidano, who died in 2018 at the age of 97, left an irreplaceable account of the daily life of Abarth & C., of which he was commercial director and, from 1956, racing director.

In April 1994, Avidano spoke at a symposium about how his friend Carlo Abarth conducted his business in the hope of being acknowledged as a full-fledged car builder. From his insider perspective: “Carlo’s close relations with Fiat really started after the record of 1958 with the 500. He was already hoping to prove he was not only an engine wizard, but that he had also the stuff of an automobile builder. Abarth won his bet by making the 500 a track star, which allowed him to sign a contract with Fiat rewarding him a bonus for every victory by a small Fiat Abarth from the factory team, or from any customer, wherever and whenever it was in the world.”

Given the fabulous record of wins for the 595 and 695, it’s understandable that much of Abarth’s income came from the

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

financial windfall paid by Fiat. In addition, thanks to its close ties, Abarth was permitted to buy the 500 and 600 models directly from the factory in a “light” state of completion — taken from the assembly lines early — thus bereft of all items Abarth’s factory deemed useless in building its sports versions.

Abarth was unquestionably favored

by Fiat, but the natural equilibrium of forces between a giant manufacturer and a small-volume “craftsman” could only remain unbalanced, often by simple ignorance on the part of Fiat. This shift became more evident from the moment Carlo Abarth wanted to scale up and make his own GTs displacing more than 2.0 liters.

Avidano recalled a key discussion between Abarth and Fiat vice president

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Prolific designer Giovanni Michelotti penned the crisp lines of Carlo Abarth’s flagship two-door, but its front and rear treatments represented the contributions of two carrozzerias: the Allemano firm, which built the body, was said to have styled the front, while Ellena’s craftsmen handled the rear.

Gaudenzio Bono in early 1959: “Carlo announced his intention to manufacture a GT based on the new Fiat 2100, with a body designed by Allemano. Bono enthusiastically approved, and so we got the chassis necessary to produce our first coupé, the 2200.” This model would be styled by Giovanni Michelotti in two versions — coupé and spider — and would be built by Carrozzeria Allemano. It was released in autumn 1959 at the Turin Motor Show.

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Abarth’s specific talent for finetuning was demonstrated on the Fiat 2100’s six-cylinder, which came from the drawing board of former Ferrari engineer Aurelio Lampredi; the small company increased its capacity to 2,162-cc and raised output to 120 hp. This same engine powered Fiat’s excellent 2300 sedan upon its mid-1961 launch, with a consequence Abarth had not anticipated, as Avidano explained.

“At the 1961 Turin Auto Show, we

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

discovered the Fiat 2300S coupé with Ghia bodywork, which was selling some 30 percent cheaper than our new 2200 model with bodywork by Ellena, displayed at the same show. We were quite disappointed! Carlo went back to Bono to tell him that this competition was going to kill our production, but the Fiat boss replied he had not thought of that for a single second.”

Despite a dependency that was sometimes difficult for Carlo Abarth to

accept, his firm was still a major asset for Fiat in terms of brand image and kept doing good business with Agnelli’s company. For example, Abarth manufactured the finned aluminum oil crankcase and various parts of the 2300S gearbox, but also officially managed the record set by this model in Monza (April 1-5, 1963), and was entrusted with improving the performance of the standard 2300S

inline-six. In addition, Fiat signed an exclusive contract with Abarth to provide the 200-km (124-mile) road test drive for each factory-new 2300S Ghia. Without knowing it, lucky Fiat 2300S coupé owners were driving a car tested and approved by the drivers of a world-famous racing team.

Despite his successful small-car production, Carlo Abarth had not yet given

up his ambitions of recognition as a true car manufacturer. In 1962, he proudly launched his ultimate “big” GT, the Fiat Abarth 2400 Coupé Allemano.

Nothing was overlooked to make this model as elegant, well finished, and efficient as possible. Under the hood, the Turin wizard had increased the capacity of the Fiat inline-six to 2,323.4 cc.

This engine wore a revised cylinder head

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as efficient in racing as they were on the road, like Alpine or Porsche: “The large and steady gains cashed in by the 595 and 695 in competition acted as a kind of drug that prompted the firm to concentrate mainly on small engines. Another crucial limitation: Carlo was a master mechanic but had a hard time dealing with the body of the car. We worked with Ellena, Sibona, and Allemano. He couldn’t handle the slightest body flaw, but we were totally dependent on the supplier in this area.”

In fact, the 2400 Coupé’s look was the result of an arbitration between the two usual bodybuilders of the small firm: Its front was handled by Allemano, while the back originated with Ellena. This was

a vicious circle that trapped Abarth’s roadcar production within narrow limits, prohibiting profitability and therefore further investment to allow the development of larger series capable of satisfying Carlo’s quality requirements.

The fact remains that Abarth occupies a unique place in the history of the automobile, having designed high-performance and high-quality cars ranging from 595 to 2,400 cc, the latter illustrated by this Coupé Allemano. In doing so, Carlo succeeded in a way, like a larger manufacturer that would build up a large catalog over time. The 70th anniversary of this special model offers a good opportunity to remember it.

with a 9:1 compression ratio and was fed by three two-barrel Weber 40 DCOE carburetors with new manifolds, exhaling through a special exhaust system. As seen here in chassis 001, this delivered a healthy 142 hp @ 5,800 rpm and 144 lb-ft of torque @ 3,500 rpm. In its top (fourth) gear, the car exceeded the 200-kph mark.

Under its Michelotti-penned skin, the 2400 Coupé retained the rear-drive Fiat’s monocoque chassis, with wishbonesupported, torsion-bar-sprung independent front suspension and a leaf-sprung live rear axle, plus front and rear anti-roll bars. Its worm-and-roller steering was manual, but the four-wheel Girling disc brakes behind 15-inch wheels were servo-assisted.

This car’s well-equipped, nicely finished 2+2 interior was worthy of the best GTs of the most prestigious Italian makers of the time. It was in perfect harmony with the elegant aluminum bodywork made by Carrozzeria Allemano, each detail of which was neat and clean. The Abarth 2400 Coupé weighed only 1,075 kg (2,370 lbs), As a factory-owned executive car, this Abarth 2400 Coupé Allemano, chassis 001, was compared to over 1,300 kg (2,866 lbs) for treated to a premium cabin accented with leather upholstery and comprehensive instruthe steel-bodied Fiat 2300S coupé. mentation the equal of those in contemporary Maseratis and Ferraris.

Dear to Carlo’s heart and remarkable in many ways, the 2400 Coupé was produced for just two years. Fewer than 10 were built, with variations in bodywork and power. Our feature car was a jewel in the Abarth collection of Swiss racer and semi-official Abarth factory test-driver Engelbert Möll. When new, it was reserved for factory use and testing for visiting customers. This model’s high price largely explained the commercial failure, despite it being widely admired for its technical and aesthetic qualities.

For Renzo Avidano, the genesis of the 2400 Coupé summed up the difficulties Carlo Abarth met in satisfying his ambition to produce series models that were

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HEMMINGS CLASSIC CAR SEPTEMBER 2022

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Long-Term Wrenching, Part 2 A 1932 Ford Model B Standard Tudor Sedan undergoes a three-plus-decade resurrection WORDS AND PHOTOGRAPHY BY THOMAS A. DeMAURO • RESTORATION PHOTOGRAPHY PROVIDED BY BUD BLOSE

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HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

When the rest o previously reb ration recommenced in ea rn uilt chassis a nd powertrain est in 2008, the surface rust. were dusty w ith a little

“B

ud is the kind of guy who, if a project doesn’t work out the first time, or even the second, he puts it on a shelf and comes back to it another day,” longtime friend Gary Goss says. “He never lost his temper during this restoration, and he was a pleasure to work with.”

To briefly recap this story from the last issue of HCC, in 1954, Foster Blose purchased this 1932 Ford Model B from a Hillsdale, Pennsylvania, dealer for his 17-year-old son, L. Eugene “Bud” Blose. The teenager drove it for a few years and then placed it in storage

until he could restore it. As has been the case for many of us, life happened, and consequently the restoration didn’t begin until 1979. It stalled a few years later. Interest was renewed when Bud approached Gary, then a WyoTech automotive trade school instructor, to barter for body and paintwork. Ultimately, the ’32 was completed by the duo after working nights and weekends from 2008 through 2010.

In Part 1, we discussed Bud’s ownership history with the Model B, the rebuilding of its 50-hp, 200.5 cu.in.

L-head four-cylinder Ford engine, and

Gary’s metalwork and body refinishing contributions. Now, we’ll delve into additional highlights of the restoration.

Back in 2008, Bud refocused on the Model B’s engine, three-speed manual transmission, 4.11:1-geared rear axle, and chassis, all of which were rebuilt in the late 1970s and early 1980s. When he refurbished the suspension the first time around, he even employed a trick he learned from his father-in-law, who was a seasoned restorer. To reduce squeaking within the front and rear transverse leafspring packs, he mixed graphite into the paint before respraying each leaf.

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Shown in 2009, the frame, suspension, engine, transmission, and rear axle have been cleaned but not yet repainted.

The now-repainted powertrain and chassis are ready to accept the restored body shell. Note the brown webbing that resides between the body and frame to thwart squeaks.

The original roof insert was well past its prime back in March of 2008; its top layers were already missing and the chicken wire was damaged.

Bud replaced the rotted rear section of the wooden roof framing with dried poplar wood. He then reinstalled the assembly using the original-style fasteners. Next, he drew chicken wire across the expanse of wooden bows and secured it with U-shaped nails. After the body was painted, he and Gary installed the headliner, attaching it to the wooden frame with staples.

The padding was added next. Some sources indicate that a canvas or muslin layer is laid down first, but Bud chose to go with just the padding.

Black textured material was placed over the padding and centered.

With its grain pattern straight, Bud pressed the locking strip into the groove on the perimeter of the roof to stretch and secure the material. At the edges, he started in the middle and worked toward the corners to eliminate wrinkles, and then he tacked it down and trimmed off the excess. During the installation, sealer was added in certain areas to keep water out. Rubber was inserted into the locking strip to complete the job.

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The original oval panel for the gauges was rusty. Though Bud preferred to retain the original parts wherever possible, in this instance he took a different route.

Bud upgraded the panel to a new engine-turned piece, which is shown being test fitted. He also noted that the original black firewall pad, as seen here, was still good enough to reuse after some cleaning.

In 2008, prior to their restoration, the seats were certainly showing their age after decades of storage.

When Bud and Gary tore the seats down, they checked the wooden sections for rot and structural integrity. Bud sandblasted all the metal parts, including the frames (shown) and repainted them. Also visible are the new toe board and floor sections that he cut from ¾-inch plywood using the original pieces as templates.

WyoTech students reupholstered the partially assembled cushions and seatbacks using new padding and premade mohair covers with the original-style pattern.

Well into the reassembly process in this photo, the ’32’s body has been reunited with the completed chassis; the radiator and its shell, front fenders, running boards, rear fenders, and new reproduction bumpers were bolted on, and the new interior was installed.

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Bud upgraded to full carpeting, which was optional in his Model B Standard that normally came with a rubber mat on the front floor and carpeting in the rear. Mohair upholstery on the seats and side panels were part of an interior kit.

seen when the car is fully assembled.

Gary treated them with the same care as the rest of the body by applying PPG primer and a modern two-stage basecoat/ clearcoat finish that he wet-sanded and polished.

Ford’s multilayered roof centersection features a wooden frame and bows. Below the frame is the headliner, and above it is chicken wire, padding, and a black textured material. Muslin lining is also mentioned in some replacement top kit ads. Bud repaired the frame, purchased the remaining required items from a restoration parts supplier, and followed a specific process to install them, as is summarized in the photos and captions.

As reassembly continued, the restored firewall was bolted back into the finished body shell, which was reunited with the freshly detailed rolling chassis. Bolt-on panels were reinstalled and the glass, interior, headlamps and taillamps, bumpers, and more would follow later in the process.

The steel factory dashboard was stripped to bare metal and repainted, its oval instrument panel was replaced, and Bud cleaned up the original gauges and reinstalled them with a new line and tube for the fuel Ford’s 200.5 cu.in. L-head four-cylinder benefitted from several level indicator. He improvements for the 1932 model year to enable an increase in also fabricated new compression ratio to 4.6:1 and output to 50 horsepower. This front floor sections example is original to the car and was rebuilt in 1979.

Bud’s 2008 inspection found everything to be in proper operating condition — no miles had been put on the assembly since the work had been completed in the Reagan era, and it was stored inside. As you may imagine, however, a cosmetic cleanup and detailing were in order.

While keeping the powertrain and chassis bolted together, Bud cleaned, scuffed, re-cleaned, and masked the frame, suspension, driveshaft, and 12inch drum mechanical brakes. Bud then repainted it all with Rust-Oleum black, as he’d done in the 1980s. The engine block and cylinder head received correct Ford green engine paint. The carburetor, distributor, starter, generator and its pulley, fan, oil pan, bellhousing, and transmission were painted black.

The siderails of the frame required additional finesse, as they can be readily

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HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

from plywood. All the seats required replacement of the padding and upholstery, though their hard parts were restored.

The factory windshield wiper motor became a thorn in Bud’s side. He explains, “It’s powered by engine vacuum and made from pot metal, which had deteriorated over the years. I rebuilt mine with a kit specifically made for it and got it working again but not as well or as consistently as I’d like,” he laments. “I’d found another used unit but felt it was too expensive at $500. I could buy an electric replacement wiper motor, but I prefer to retain the original-style parts.”

He rewired the 6-volt electrical system using a kit he’d purchased, then fabricated what was necessary to install turn signals. These were incorporated into the newly added cowl lamps and the taillamps. To complete the restoration of the steel running boards, he bonded the rubber mats to the boards with contact cement, ensuring that the stretched rubber was firmly clamped to the steel during the drying process. The spoked steel wheels were sandblasted, primed, sanded, reprimed, and re-sanded before applying yellow paint and installing them with new reproduction Lester Tire Company 5.25/5.50 x 18 tires.

In late 2010, the Model B achieved road readiness for the first time since the late 1950s. “I was happy with it once Gary got all the painting done,” Bud remarks, “and I had a real feeling of accomplishment after the Ford was all back together again.” Gary adds, “Bud wanted his Model B to retain a stock appearance, so this beautiful car was restored the way Henry Ford built it.

Through the course of this project, it was

a joy to discover just how that was done.”

Bud and his wife Becky now take the Tudor sedan out for a ride about a half-dozen times per year, running it on ethanol-free gasoline. They’ve also participated in some local events with it.

Like any vintage vehicle, however, there’s always another task on the horizon. Bud reveals, “It’s been 12 years since the ’32’s restoration, so it’s ready for some repairs

just from using it. For instance, it has developed a few leaks here and there.”

He’s also still looking for the elusive wiper motor, “that works better than the one I have.”

Nevertheless, this 1932 Ford Model B has still held up quite well despite any minor repairs it may currently require.

Bud’s nephew-in-law, Jamie Cooper of Super Car Restoration in Clymer,

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Pennsylvania, buffed out the car’s black finish just before our feature photo shoot. It looked show-field ready, which is a testament to Gary’s bodywork and painting skills and Bud’s mechanical acumen and maintenance regimen. This Ford’s restoration was over three decades in the making, but the results show that the effort of all involved added up to time well spent.

Wire Harnesses Ford Passengers & Pickups Retractables ’57-’59 T-Birds ’55 & up Mercurys ’39 & up Authentic Reproductions, Molded Terminal Ends, Handcrafted Quality, Easy Installation Instructions.

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spotlight road ready

Space-Aged Spark Classic drivers can benefit from a conversion to electronic ignition WORDS AND PHOTOGRAPHY BY JIM SMART AND COURTESY OF SUMMIT RACING EQUIPMENT

W

hen you consider the nature of factory ignition systems devised a half-century ago, you’d have to wonder how they’ve endured. A buddy of mine has a nicely restored classic Mustang; its factory-original Autolite ignition is fitted with breaker points and a condenser along with Ford’s “yellow-top” coil. If you stand by the tailpipe, you’ll hear the occasional “putt-putting” of a misfire, harbinger of unburned hydrocarbons and wasted fuel.

Time for something better under the hood.

If your classic car is still fitted with points and a condenser, it may be time for an upgrade to a modern ignition system.

Install one and you’ll never have to think about breaker maintenance again. There

64

are two ways to get there: a drop-in electronic ignition conversion for your stock point-triggered distributor, or a complete replacement of your classic car’s ignition system with either a factory electronic ignition system or a high-tech aftermarket system. There are plenty to choose from.

One of the most popular drop-in ignition systems is from Pertronix, which offers its line of Ignitor-branded drop-in ignition conversions. A typical installation time for an Ignitor kit is around 30 minutes, and once it’s installed, there is no maintenance to worry about (unlike an old-style breaker point). Part of the installation involves setting the proper air gap with the thickness gauge PerTronix provides, but that’s a one-time process.

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

These units fit inside the stock distributor and are essentially undetectable once the cap is back in place — there are no external control boxes to mount.

If you own a vehicle from a manufacturer that didn’t make it to the electronic era, like Hudson, Packard or Studebaker, you’ll be limited to aftermarket conversions. Pertronix is but one of several drop-in electronic ignitions on the market. There are others from MSD, Accel, FAST, Speedmaster, AEM Electronics, AC Delco, and many more.

If you’re working with a vehicle from the ’60s or early ’70s, you may also have the option of using a factory electronic ignition system from the original manufacturer based on the

systems that were introduced in the mid ’70s. For many of those vehicles, the late factory electronic ignition systems often maintain a somewhat correct appearance, since they were original equipment for slightly newer models.

Performance Distributors, Summit Racing Equipment, and your friendly neighborhood auto-parts store can set you up with a complete factory style electronic ignition system for most classic cars dating back to the 1960s.

Chrysler was the first automaker to offer electronic ignition in 1972, followed by Ford and GM in the mid-1970s.

When installing an electronic ignition conversion, make sure to pay careful attention to the instructions. It’s important to note that vehicles with 12-volt electrics and breaker-point ignition systems used some sort of ballast resistor or a resistor wire to feed the coil as a means of reducing the power to the ignition. Most electronic ignition systems require a full 12 volts for proper operation, so conversions usually advise against reusing the factory ignition’s power feed. Again — follow instructions or reach out to the manufacturer for specific information.

American Autowire offers complete replacement wiring harnesses for many vintage vehicles and can custom tailor the wiring to include a power feed for electronic ignition if you’re planning to upgrade your wiring. Painless Performance offers wiring looms that make it easy to retrofit your classic car with a factory electronic ignition system. I’ve personally opted for Painless Performance’s Ford Duraspark harness from Summit Racing in a classic Mustang — it has worked flawlessly.

I looked to Performance Distributors for the Duraspark II distributor, which arrived tuned and ready for installation.

The Ford Duraspark controller can be found via any auto parts website.

Performance Distributors also specializes in GM-style HEI distributors and has drop-in offerings for non-GM engines. The HEI distributor offers what is essentially a self-contained electronic ignition system, with the coil, electronic pickup, and control module all located within the distributor — all you need is a source of switched 12-volt power.

With numerous options available, an electronic ignition conversion may be in your vintage car’s future, along with crisper starting and reduced maintenance.

techupgrade

01 04 4. You can retrofit your entire ignition system with the Pertronix Flame Thrower distributor, factory-style ignition wires, and the powerful Flame Thrower coil. Some installations call for the elimination of the factory resistor wire or ballast resistor to get the full 12 volts to the Pertronix unit.

02 1 . The Pertronix Ignitor line of electronic ignition retrofit kits have been on the market for decades with a proven track record.

The original black Ignitor electronic ignition has long been considered a “stealth” upgrade due to its virtually undetectable presence beneath your distributor cap.

When paired with the high-output coil it enables, the Ignitor delivers significantly higher voltage to the spark plugs for easy starts and better fuel efficiency. There are two more versions of the Ignitor, the Ignitor II and III, which feature better spark control and other improvements. 2. This is the black Ignitor for Ford six-cylinder engines with the “Loadomatic” distributors (which have only vacuum control). The Ignitor dramatically improves cold starting for any vintage six-cylinder engine.

The same can be said for Chrysler, Chevy, and AMC sixes. 3. If your factory distributor is not serviceable, Pertronix offers a line of drop-in Flame Thrower replacement distributors that maintain a factory original appearance yet will outperform the original. This is a Ford replacement with adjustable mechanical and vacuum advance.

05 5. There are two basic types of tunable vacuum advances for Ford distributors — shim adjustable (left) and Allen wrench adjustable (right). Add shims to slow the rate of advance. Remove them to ramp it up. Turn clockwise with the Allen wrench to slow the rate of advance; counterclockwise to speed it up. Adjustment occurs via the vacuum port. 6. Ford’s Duraspark and Duraspark II electronic ignitions are excellent, reliable systems that will last the life of your Ford engine. In fact, you can get the entire system from Performance Distributors. All these units need is a switchable power source and a provision for the firewall or inner fendermounted controller. You can run Duraspark with the large male terminal cap shown or a standard female terminal cap. Inside are the reluctor and ignition pick-up module.

03 06

07

10 10. This is the Pertronix Ignitor I for GM V-8s. The reluctor ring (white arrow), which triggers the module (yellow arrow) via magnetic pulses as it rotates, installs into the advance mechanism as shown. Once the Ignitor is installed and the proper air gap is set — .010- to .060-inch — your work is done. No more breaker maintenance. 11. The Pertronix Ignitor III is the ultimate evolution of the Ignitor family. It delivers multi-spark performance throughout the rpm range and has an integrated, programmable digital rev limiter with LED feedback for precise rpm setting. Adaptive dwell technology maintains peak energy, for more consistent combustion. 12. We like Summit’s “blueprinted” HEI distributor for GM applications. These units feature a 50,000-volt internal coil, medium-weight advance springs, and an aluminum housing. Most of these models include an adjustable vacuum advance for fine tuning.

Separate mechanical advance springs are also available.

08

09 7. The Ford Duraspark controller, available from any auto parts store, can be installed at the firewall or on the inside. You can still find OEM Motorcraft controllers on Amazon. 8. Spend the money on top quality ignition parts that sport brass and copper parts — not just aluminum. Copper and brass are exceptional conductors of electricity and are less susceptible to corrosion issues.

9. MSD offers terrific complete-system electronic ignitions that make light work of converting to a hotter-spark ignition system.

Though they are visually obvious upgrades that deviate from factory appearance, these billet distributors look good and should make a significant difference in performance.

66

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

11

12

13. Summit Racing’s “Ready-to-Run” billet distributors deliver an OEM look and provide reliable performance. Features include a lightweight CNC-machined aluminum housing, polished steel shafts with sealed ball bearings for stability, and a maintenance-free, high-output magnetic trigger. 14. Because electronic ignition is high energy and capable of crossfire, it is important to keep ignition wires spaced apart with good insulated wire separators. This separator is for Ford’s 4.6L Modular V-8s and offers a pristine OEM look. Summit Racing’s website offers a broad selection of different types.

15. Performance Distributors was a pioneer in the aftermarket electronic ignition business. Founded by the late Kelly Davis to take advantage of the benefits of electronic ignition for drag racing, the company is run today by Kelly’s son, Steve. Performance Distributors offers a line of OEM-style ignition systems including the “DUI” (Davis Unified Ignition) line of HEI-style distributors, where the entire system is within the cap. This is an AMC 401-cu.in. V-8.

13

16 14

16. Electronic ignitions can be curved and tuned on a distributor tester, as shown here at Ted’s Carburetor Shop in Lancaster, California. Both the mechanical advance and the vacuum advance rates of advance can be dialed in to where you experience seamless performance under acceleration and at cruise.

SOURCES: Painless Performance 800-423-9696 • painlessperformance.com Performance Distributors 901-396-5782 • performancedistributors.com Pertronix 909-599-5955 • pertronix.com Summit Racing Equipment 800-630-3030 • 330-230-3030 • summitracing.com

15

Ted’s Carburetor Shop 661-948-2340

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AUCTION NEWS&HIGHLIGHTS

BY MATTHEW LITWIN AND TOM COMERRO PHOTOGRAPHY COURTESY OF MATTHEW LITWIN AND AS CREDITED

Bonhams’ 2022 Greenwich Sale A return to a live sale format generates a $5.98 million result in Connecticut AFTER A HOT SPRING SEASON OF GAVEL ACTION, THE COLLECTOR

car auction scene slowed a bit, though only in terms of the number of sales held from mid-May into early June. One company that was active, however, was Bonhams, which held its 14th annual sale in conjunction with the storied Greenwich Concours d’Elegance, in southwest Connecticut.

The sale, which was held on June 5 at W. R. Berkley Corporation Global Headquarters — a new waterfront location for the festivities — returned to a live in-person format while delivering a total of 69 lots to registered bidders, comprised of four motorcycles, 59 vehicles (all but four of which were

1956 CHRYSLER 300B

1960 CADILLAC ELDORADO BIARRITZ

1973 JENSEN INTERCEPTOR SERIES III

Reserve: None Selling Price: $22,400

Reserve: Undisclosed Selling Price: $104,160

Reserve: None Selling Price: $41,440

Avg. Market Range: $50,000 - $115,500

Chrysler’s C-300, and follow-up 300B for 1956 — like this example — crossed markets as both a boulevard cruiser and a heavyweight in the then-soonto-blossom early muscle car segment.

The 300B also continued the C-300’s domination of AAA and NASCAR stock car circuits when showroom-new. For ’56, just 1,102 of these executive hot rods were built, and this one was reportedly a Southern California car before it migrated to the Chicago region. At Bonhams, it was presented in “mellowed” condition and could have been driven regularly postsale, or restored to concours quality. Either way, the result was a bargain.

Avg. Market Range: $125,000 - $180,000

Cadillac’s Eldorado Biarritz was still the epitome of luxury prowess when this restyled 1960 convertible was built. It was an all-inclusive line: Power steering and brakes, automatic transmission, power windows, heater, fog lamps, a 345-hp V-8, remote-control trunk lock, radio with antenna and rear speaker, power vent windows, six-way power seat, air suspension, electric door locks, extra trim, a hard top tonneau cover, and whitewall tires were all standard equipment, driving the base price to $7,401 (or $72,287 in today’s currency).

History behind this example was scant: Retrieved from a Swedish museum in 2017, the car was restored in ’18.

LEGEND

Reserve: Minimum price owner will accept Selling Price: What the vehicle sold for (including the buyer’s premium)

68

European legends), and six automotive-themed lots.

At the conclusion of the one-day auction, a 1929 Bentley 4½ Liter Tourer— a known former race car that had been extensively toured — landed at the top of the sales list after realizing $604,500 (all listed sale prices include a 10- to 15-percent buyer’s premium). It was followed by a 1966 Aston Martin DB6 Vantage Sport Saloon that achieved $351,500, and a 1957 Porsche 356A Speedster that brought $285,500.

Aided by this trio of cars, Bonhams grossed $5.98 million with a 95.6 percent sell-through rate. For complete results, visit bonhams.com/departments/MOT-CAR/.

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

Avg. Market Range: $30,000 - $75,000

If you’ve not learned Jensen’s history, you should. The company has a legacy of fine engineering and styling, with performance bolstered by stout American engines.

This ultimate blend culminated with the Series III Interceptor, a grand tourer. This example, delivered new to the U.S. with a 330-hp Chrysler 440-cu.in. V-8, was finished in Copper Brown paint with a tan leather interior. It was restored 20 or so years ago to the current presentation of electric blue over light tan. On static display since 2012, the Jensen claimed a few minor upgrades and a stack of documentation; mechanical maintenance was recommended as a result.

Average Market Range: Values coincide with current market trends for vehicles rated from condition #2- to #1, respectively

RM SOTHEBY’S

RM Sotheby’s Monaco and Sand Lots Results gearbox. It was a part of a Ferrari collection and came with a fully documented owner’s held on May 14 in conjunction with the history. The touring Ferrari allowed ample Grand Prix Historique, realized more than $32 million in total sales with an 82 percent room for four to enjoy the Rosso (red) leather interior. The Ferrari would roll off sell-through. Most of the top sales were the block on its Borrani wire wheels for vintage F1 cars with prominent racing €218,500 ($233,600). history, but a 1966 Ferrari 330 GT 2+2 Also taking place was RM’s Sand Lots stood out on its own. The Series II by online auction, featuring vehicles primarily Pininfarina was one of 474 built by the from the United States and Canada. The iconic Italian car company, and it was final sales eclipsed the $2 million mark, powered by the “Colombo” V-12 engine. with a 1958 Cadillac Eldorado Biarritz Finished in dark blue, 330 GT 8475 had among the cars to change hands. The a matching-numbers chassis, engine, and RM SOTHEBY’S ANNUAL MONACO AUCTION,

Pair of Mercurys from The Gary Thomas Collection Among Mecum Indy Sales MECUM’S INDY SHOW CONCLUDED WITH OVERALL SALES ECLIPSING THE $125-MILLION MARK

MECUM AUCTIONS

and a sell-through of more than 90 percent. The Gary Thomas Collection was a part of the week-long auction, held May 14-21. The collection consisted of mostly Ford vehicles going back as far as 1932, the bulk of which were in original condition with low mileage on the odometer. Among those to sell from the Odessa, Texas, collection were two 1951 Mercurys. The maroon Mercury sedan was outfitted with its recognizable suicide doors, and it was believed to have racked up only 59,437 miles over its seven decades. Underneath the hood was a 255-cu.in. V-8, capable of 112 hp, mated to a three-speed transmission. The Mercury featured fender skirts, wide whitewall radials, full-size wheel covers, and a lot of chrome (including shining bumper guards). The interior was finished in its original tan upholstery. When the bidding stopped, the Mercury found a new home for $29,700.

The other ’51 Mercury was a highly original and unrestored coupe. It too had a 255-cu.in. V-8 with a downdraft carburetor and a three-speed column shifter, rear fender skirts, whitewall radial tires, and wheel covers. It had its original black paint, complimented by a beige interior. This Mercury sold for $44,000. Full results from The Gary Thomas Collection and Mecum’s Indy auction are available at mecum.com.

well-preserved California-built Cadillac was thought to be one of 815 convertibles made for the 1958 model year and had been with the same owner in Canada since 1980. It had the original numbersmatching engine, a 365-cu.in. V-8 with a single four-barrel carburetor. The white paint job was complimented with red and white leather upholstery, and it had power steering, brakes, windows, and convertible top. The North of the Border expat sold for $78,100. Full results from the two auctions are now available at rmsothebys.com.

SEPTEMBER 1-3 • Worldwide Auctioneers Auburn, Indiana 800-990-6789 • worldwideauctioneers.com 3-4 • Silver Auctions Sun Valley, Idaho 800-255-4485 • silverauctions.com 7-10 • Mecum Auctions Dallas, Texas 262-275-5050 • mecum.com 30 • Audrain Concours Auction Newport, Rhode Island 415-391-4000 • bonhams.com Please note that these events are active as of press time despite the ongoing COVID-19 pandemic. We recommend you verify the status before making plans to attend.

View and search through thousands of upcoming auction vehicles in one place at the Hemmings Auction Showroom, hmn.com/auctioncalendar.

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BY MARK J. McCOURT IMAGES COURTESY OF HEMMINGSAUCTIONS.COM HEMMINGS AUCTIONS IS OUR LIVE, ONLINE AUCTION SITE STAFFED BY

customer service professionals ready to help bidders and sellers with any questions. A wide variety of classic and specialty vehicles from all eras are up for bid. Auctions run for two weeks, and qualified bidders place their bids electronically. Once a vehicle is accepted into the auction,

the seller pays only a $99.95 listing fee. The winning bidder is responsible for a 5-percent fee on all completed auctions. The following are examples of auctions that transpired during the month leading up to press time. If you have questions, comments, or suggestions, email Director of Auction Operations Terry Shea: terryshea@hemmings.com.

1969 JAGUAR E-TYPE Reserve: $130,000 Selling Price: $140,175*

Recent Market Range: $119,420-$155,320

It’s thought that the 11,723 miles registering on the odometer of this Series 2 Open Two-Seater were genuine. Combined with the car’s recent comprehensive restoration, this Jaguar was as close as you could come to finding a new 53-year-old sports car. The headturning E-type’s Signal Red paint was ceramic coated and wrapped for protection. Its interior was equally attractive, enhanced with original A/C and a working period radio. The numbers-matching 4.2-liter straight-six and four-speed manual were said to be dry, and smooth to operate, while the undercarriage was detailed to a concours level. This Make Offer sale ended up on the high end of the Jaguar’s market range.

1931 FORD MODEL A Reserve: $26,000 Selling Price: $39,375

Recent Market Range: $24,650-$37,200

This final-year Model A pickup blew past its lowered reserve and easily bested its top value benchmark because of its head-turning, multiple-time AACA Senior-award-winning condition. The blueover-black paint scheme was rich and nearly free of damage, save for a few chips noted by the tailgate latch. The interior was as-built, containing a brown vinyl bench seat and door panels, a rubber floor covering, and a crack-free steering wheel. The undercarriage presented very well, and no issues were noted with the running gear or 40-hp, 201-cu.in. four-cylinder/three-speed manual driveline. The seller answered numerous bidder questions, and this Ford sold after an impressive 14 time extensions.

1971 MERCEDES-BENZ 280 SE 3.5 Reserve: $99,000 Selling Price: $105,000

Recent Market Range: $82,800-$115,800

The original purchaser of this flagship, V-8-powered, pillarless hardtop coupe balanced their taste for refined styling, luxury, and premium quality with a desire for sporting performance, as seen by the rare (122 believed so-equipped) four-speed manual transmission it contained. The odometer showed fewer than 83,000 kilometers — equating to roughly 51,500 miles — and the 280 SE’s condition appeared to back that up: its exterior looked virtually flawless in photos, while its red leather seats and matching carpeting exhibited appealingly honest patina. The clean chassis components were said to function properly, as did the drivetrain.

This Mercedes-Benz landed in the heart of its value range.

LEGEND

Reserve: Minimum price owner will accept Selling Price*: What the vehicle sold for, inclusive of buyer’s 5-percent fee (*sold as a Make Offer listing following the live auction)

Recent Market Range: The low-to-high value range for the vehicle based on published results of similar vehicles sold at auction over the previous 18 months

Advertisers in this issue ADVANCED PLATING ...................................45 ALUMA TRAILERS .......................................23 BARRETT-JACKSON ......................................3 BIRD NEST...................................................69 BOB’S SPEEDOMETER ................................53 CLASS-TECH ...............................................63 COKER TIRE...................................................1 COVERCRAFT INDUSTRIES .........................37 CUSTOM AUTOSOUND MFG........................25

1957 PONTIAC STAR CHIEF SAFARI Reserve: $78,000 Selling Price: $96,600

D&D CLASSIC AUTO RESTORATION ...........69

Recent Market Range: $71,220-$99,510

GOVMINT.COM.............................................13

Pontiac’s take on Chevy’s Nomad was stylish and powerful: This nut-and-bolt-restored example looked stunning. While its return to factory spec happened around 2014, there were few, if any, flaws at the time of sale. The original two-tone leather interior was swapped for vinyl, but all interior accessories were promised to work correctly. The non-original 347-cubic-inch V-8 wore a Tri-Power triple-carb setup; it and the four-speed automatic worked without flaw. With fewer than 1,500 miles added since restoration, the chassis performed like new, although the tires were noted to be older. The seller provided in-process photos and answered many questions, leading to a stunning result.

THE GREAT RACE ........................................19 THE HAMILTON COLLECTION .....................11 HILL’S CLASSIC CARS .................................53 HYDRO-E-LECTRIC......................................43 JC TAYLOR AUTO INSURANCE ....................33 JOURNEY HEALTH AND LIFESTYLE ............17 NATIONAL PARTS DEPOT.......... BACK COVER ORIGINAL PARTS GROUP ............................15 RM AUCTIONS ...............................................5 ROBERTS MOTOR PARTS............................71 ROCKAUTO, LLC ..........................................45 ROTARY CLUB OF BAILEY’S CROSSROADS ..........................63 RPM .............................................................59

1983 MAZDA RX-7 GSL Reserve: $10,000 Selling Price: $12,600 Recent Market Range: $8,500-$13,600 Early RX-7s, once commonplace, are now rarely seen. This has made these unique rotary sports cars increasingly sought, with nice-appearing examples like this one able to command prices that were unimaginable a few years ago. With premium GSL trim, the two-seat Mazda had intact leather trim, although some discoloration was noted in the carpets and interior panels and the A/C didn’t blow cold. The paint was mostly original and had only a few blemishes. Minor corrosion was noted on the lower rear valance and factory exhaust. The 101-hp engine and five-speed manual transmission had gone a mere 62,926 miles and would go many more.

Five time extensions and 20 bids proved it was a hot commodity.

1979 INTERNATIONAL SCOUT II Reserve: $35,000 Selling Price: $39,375* Recent Market Range: $32,100-$45,600

Classic International SUVs have a unique appeal to enthusiasts outside of the mainstream. This refurbished example was repainted in its subtle factory color, and its removable roof was fitted with new seals all around. The reupholstered seats used a snazzy custom plaid fabric, and complementing fresh carpet made the cabin appealing. Under the hood, the 304-inch V-8 was believed original to this Scout II, and it and the three-speed manual gearbox and four-wheel-drive system were all promised to function properly. Bidders took this truck out beyond its auction, where it found an appreciative new home after being listed in Hemmings Auctions’ Make Offer section.

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jimrichardson The Ultimate Classic?

I

The Deuce’s

clean,

handsome,

form-follows-

function

design

still looks

great today,

too.

72

have been obsessed with cars from as far back as I can remember. In 1948, when I was five years old, a fenderless, hoodless 1932 Ford roadster rounded our corner and hove into view on our street, rumbling menacingly.

Its doors were welded shut, and it had no top. It stopped at the curb, and my uncle Benny popped out wearing a T-shirt, Levi’s, and a sailor cap. A Lucky Strike dangled from his lips. He was a little younger than my father, and he and that car were the coolest things I could imagine. I wanted to be just like him. I still do all these years later.

Truth is, I think the 1932 Ford is the ultimate classic. Don’t laugh….

Before smirking, keep in mind that I know full well that the Deuce only came out late in April of its model year and not many were built because it was the depths of the Depression. The company only produced 225,000 cars that year, and more than a third of them were Model B four-bangers.

The ’32 was not a phenomenal success when it first appeared.

The V-8 engine had teething problems, too.

The complex monoblock casting was one of Ford’s great achievements, but the new engine was — shall we say — less than ideal to begin with.

It was prone to overheating despite having two water pumps, because the exhaust port runners ran down through the block instead of out the top, as with Cadillac’s flathead V-8s. And it had problems with vapor lock, too, because of the placement of the fuel pump. Also, the crankshaft was prone to fracturing, and oil consumption became a problem in short order as well.

The chassis was similar to that of a Model A, which was based on that of a Model T. As a result, it was not up to the torque of the new V-8, and was prone to twisting and cracking, which caused body parts to warp and rip. Also, the Deuce was a massproduced car built to a price, so the workmanship was adequate, but not stellar.

So how can the 1932 Ford possibly be a classic, you ask? Well, first let’s define the term “classic.” The Classic Car Club of America, an organization I applaud, would certainly not consider the Deuce a Classic. However, the term actually comes from art and architecture, and means a thing that transcended its time and influenced the future. Consider the Parthenon in Athens. It was

HEMMINGS CLASSIC CAR SEPTEMBER 2022 I Hemmings.com

built 25 centuries ago, but you still find banks and government buildings all over the world that are influenced by its architecture.

Now consider the 1932 Ford, especially the coupes and roadsters. Go to any local car show on the weekend and you will probably see a ’32, though it will likely be a replica with a later Ford or Mercury flathead, or more commonly a Chevrolet small-block V-8 in it. Why are these antiques still with us? It’s because the Deuce is the definition — and the visual icon — of the hot rod. It is small, light, and handsome, and in Uncle Benny’s day, it was a real performer. You might even say it was one of the first muscle cars, which are essentially small or midsize American production cars with big engines.

The Deuce’s clean, handsome, form-followsfunction design still looks great today, too. Its grille is subtle and understated, unlike the bright-metal snouts of earlier Fords. But what matters isn’t what the 1932 Ford was when it debuted, but what it became to future generations, and the influence it had on car culture. That’s what makes it an enduring classic even 90 years after its introduction.

In fact, the iconic Deuce roadster is so enduringly popular that Chrysler reprised it in 1993 with its retro Plymouth Prowler, which was produced between 1997 and 2002. It was a massproduced modern car that had the appearance of a golden-age hot rod. It didn’t do that well as it had stiff competition, even all these years later.

It’s possible to build your own 1932 Ford roadster or coupe from aftermarket parts produced today, including a complete chassis, all the body panels, and the engine and drivetrain of your choice.

But if you must have an original, correct ’32 Ford, be prepared to pay. They were scarce and expensive by the time I was an adolescent in the late 1950s, and they are even rarer and more expensive today. The same goes for some of the famous hot rod versions from the 1940s through the ’60s. Even the old hot rods are classics in my book, because they still influence the hobby today.

Sure, the great Duesenbergs, Packards, Marmons, and Pierces are masterpieces, but I don’t think any of them had the influence that the 1932 Ford did on the future of automobile design, and car culture. Uncle Benny, wherever you are — you were, and are, still the coolest.

2023

COLLECTOR CALENDARS SEVEN TITLES TO CHOOSE FROM

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Vintage Pickups & SUVs

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