Buicks of 1931

Buicks 1931 Buick model 8-55 phaeton. Pete Phillips archives. o f 1931 By Pete Phillips, BCA #7338, Bugle Editor

1n 1931, Buick became an all-eightcylinder automobile, having been an all-sixcylinder automobile the year before. Adding additional cylinders was the best way to add more power to the engine. This is because compression ratios were quite low—around 4.5 to 1—and the gasoline was not that great, either.

Buick was maybe just a little bit late to offer an eight-cylinder engine. Studebaker and Packard had them by 1929; Dodge and DeSoto had them by 1930. Lincoln and Cadillac had them all through the 1920s. Nash had one in some of its 1930 models and so did Hudson. Auburn had two eightcylinder models starting in 1928. So, a Buick eight was a little overdue by 1931. Planning for the new Buick engine started in late 1929, before the stock market crash of late October.

There were three sizes of the new Buick straight eight: 220 cubic inches in the 50series; 272 cubic inches in the 60-series; and a whopping 344 cubic inches in the 80series and 90-series cars. 344 is as big as the Buick straight eight ever got, and yet it only put out 104 horsepower, due to the low compression ratio. Of course, the 344 engine had huge amounts of torque or turning power—think of it as momentum, once you get all of that cast iron and long connecting rods moving. It’s interesting to note that the largest six-cylinder Buick in 1930 had 99 horsepower, so the big eight only provided five more horses, but quite a bit more prestige. Buick engineer John Dolza, who was only 27 years old at the time, is credited with most of the design of the new engines. Making his job more difficult was an order from his supervisor that the engines should fit in the same size engine compartment as the six-cylinder engines. This meant that the bearing surfaces on the crankshaft would have to be thinner than with a six. To compensate for that, an external oil cooler or “oil temperature regulator” as Buick called it, was added to the right side of the eights. It’s basically a temperature exchanger or tiny radiator inside an enclosure, which holds the engine coolant. Note to restorers: The outer walls of the oil temperature regulator are very prone to rusting out, and good ones can be hard to find. Some restorers coat the entire outer

The other big engineering news at Buick in 1931 was the introduction of Synchro-mesh transmissions in all but the 50-series Buicks. And by mid-year, even the 50series cars had synchronizers in their transmissions, mainly because virtually every other manufacturer had that in 1931.

Automatic spark control or distributor advance was another new item on the 1931 Buicks. This meant that the spark advance lever in the center of the steering column was eliminated, but a spark knob was put on the dashboard for those who still insisted on controlling the spark advance. Therefore, the only two levers in the center of the steering wheel hub are the throttle control on top, and the parking and headlight control lever on the bottom.

1931, of course, was a bad economic year for the whole country and even the whole world. New Buick sales dropped to 90,873 cars, down from 119,277 the year before. With the new straight eights, 1931 prices had only been raised by $25 per car, yet it might as well have been $250 per car, because few people during the Great Depression could even afford a new automobile, let alone an additional $25 for anything.

So, let’s look at each series for 1931.

50-SERIES

The Marquette, Buick’s lower-priced companion car of 1930, was eliminated for 1931, but in a sense it reappeared as the 50series Buick. The early 1931 50-series Buicks used the Marquette’s 114-inch wheelbase and the Marquette’s open drive shaft (no torque tube). All other 1931 Buicks, including the late 1931 50-series cars, had the usual enclosed drive shaft or torque tube.

The straight eight in the 50-series cars was 220 cubic inches—a one-year-only size (it would be bored out slightly in 1932 to 230 cubic inches). The engine was rated at 77 horsepower with a 4.8 to 1 compression ratio and an updraft Marvel carburetor. Engine oil capacity for a dry engine is 9 quarts. The tires and wheels are 18” diameter on the 50series cars. The cars in this series have a single-plate clutch and a floormounted transmission with three forward speeds in the familiar Hpattern.

The ‘31 Buicks began the model year with six different 50-series body styles. A convertible coupe, model 56-C, was added at mid-year, therefore it does not appear in most of the 1931 Buick literature. Here is a chart showing the models, production numbers, and selling prices.

A 1931 model 64 (top) and a 1931 66-S. Bugle archive photos.

MODEL # BODY STYLE WEIGHT PRICE NUMBER (LBS.) PRODUCED

50 2-dr. sedan 3,145 $1,035 3,616 54 Sport roadster w/rumble seat 2,935 $1,055 907 55 5-pass. 4-dr. Phaeton 2,970 $1,055 358 56 2-pass. Business coupe 3,055 $1,025 1,726 56-C Conv. Coupe w/rumble seat 3,095 $1,095 1,531 56-S 4-pass. Coupe w/rumble seat 3,155 $1,055 5,733 57 4-dr. sedan 3,265 $1,095 33,184

1931 Model 56 (with non-authentic paint scheme—fenders and running boards should be a darker color). Bugle archive photo.

One-half of all the new Buicks sold in 1931 were 50-series cars.

80-SERIES

60-SERIES

The 60-series Buicks were its mid-sized series, sitting on a 118inch wheelbase (same as the 40-series cars in 1930). These used the new 272 cubic inch eight, which was the mid-sized motor, rated at 90 horsepower. The compression ratio is 4.6 to 1. This engine was used from 1931 through 1933. The dry engine holds 11.5 quarts of oil, or 8 quarts on a refill without oil filter. Wheels and tires are 19” in diameter.

There were five different models or body styles in the 60-series, as follows: There were only two 80-series Buicks in 1931, and they both used the massive 344 cubic-inch eight-cylinder engine. They sat on a 124-inch wheelbase, which was the same as the 50-series cars of 1930 (yes, all of the series numbers get confusing!). In the middle of the Great Depression, it doesn’t seem very smart to have four different lines and sizes of Buicks, but Buick and GM management, as well as the United States President Herbert Hoover, all thought prosperity and the end of the depression were “just around the corner”. Tire and wheel diameter on the 80-series cars was 19 inches. As already mentioned, the engine was rated at 104 horsepower. Here are the models:

MODEL # BODY STYLE

64 Sport roadster w/rumble seat

65 5-pass. 4-dr. Phaeton

66 2-pass. business coupe 66-S 4-pass. coupe w/rumble seat

WEIGHT (LBS.) PRICE NUMBER PRODUCED

3,465 $1,335 1,050

3,525 $1,355 463

3,615 $1,285 2,732

3,695 $1,325 6,489

67 4-door sedan 3,795 $1,355 30,665

MODEL # BODY STYLE WEIGHT (LBS.) PRICE NUMBER PRODUCED

86 4-pass. Coupe 4,120 $1,535 3,579

87 4-dr. sedan 4,255 $1,565 14,731

90-SERIES

1931 was the first year of the big, 90-series Buicks, which would be the top of the line for the next 11 years, through the shortened 1942 model year, and then they would never reappear. These massive cars came to be known as the Limited series. Their eventual demise was partly due to complaints from Cadillac’s managers who felt

1931 Model 86. Bugle archive photo.

that Buick was intruding on their market. Never produced in very large numbers, the 90-series Buicks were the first Buicks to be considered Classic cars by the Classic Car Club of America.

In 1931, the 90-series cars sat on a 132-inch wheelbase (which would be enlarged in subsequent years), and they were powered by the new 344 cubic-inch engine with its long, five-inch piston stroke. This engine has tremendous, low-speed, lugging power, making it unnecessary to actually start off in first gear, if you aren’t in any hurry.

Despite the economic depression, a surprising number of these 90series Buicks were sold in 1931, perhaps proving that many wealthy people were not affected by the economic conditions. An amazing eight different body styles were offered—the 96-C convertible coupe being introduced at mid-year. Here are the numbers:

MODEL # BODY STYLE

90

90-L

91

94

95 7-pass. 4-dr. sedan 7-pass. 4-dr. limousine 5-pass. 4-dr. sedan 4-pass. Sport roadster w/rumble seat 7-pass. 4-dr. Phaeton

96 5-pass. coupe

96-C

Conv. coupe w/rumble seat 96-S 4-pass. Country Club coupe w/rumble seat

WEIGHT (LBS.) PRICE NUMBER PRODUCED

4,435 $1,935 4,159

4,505 4,340 $2,035 $1,785

514

7,853

4,010 4,125 $1,610 $1,620

824

392

4,260 4,195 4,250 $1,765 $1,785 $1,720

7,705 1,066 2,990

WHAT TO LOOK FOR WHEN BUYING ONE

These are composite-bodied cars, which means the sheet metal is built around a wood frame. If the wooden joints are loose or rotted, you have a big, expensive project ahead of you, and you will need carpentry skills on top of everything else. So, check how the doors hang when opened and check the door hinges. The floor of the car is wood, as well. To the casual observer, the 1931 and 1932 Buicks

Above; 1931 90-series coupe. Bugle archive photo. Below; The cover of the 1931 Mechanical Construction of the Series 8-90, 880 and 8-60 book. At right; A page from Mechanical Construction of the Series 8-90, 8-80 and 8-60 showing the instrument panel and the frame and brake set up.

1931 Model 91, 4-door touring sedan. Bugle archives photo.

Cover and engine illustrations from the 1931 Buick Reference Book.

The early 1931 models have olive green engines, while the later 1931s have black engines, so either color is correct. Convertible top colors in 1931 can be tan or brown. The back window in a convertible top should be rectangular with rounded corners. Wood spoke wheels were standard equipment on all 1931 Buicks. Wire wheels (painted or chromed) and disc wheels were optional. The diameter is 18 inches on the 50-series and 19 inches on the larger series. Spare tires can be either rear-mounted or sidemounted on the front fenders. Dual rear-mounted spares are a rare option on any model. Up front, check to see that the crank hole cover is in place—they are sometimes missing. ♦ The 344 engine was produced from 1931 through 1935, so some engine parts can be found if you really look, though they are not plentiful, and never were. Tune-up parts and other minor engine parts are available and reproduced. Be sure to check the condition of the exhaust manifold, as they are known to crack and can be very expensive to replace. Another fragile item is the electrical connections and switches at the bottom of the steering column, which can be very difficult to find in any condition.

The electrical wiring in these cars is not very complex, but it is fabric-covered, so check for bare wires. Wiring can be replaced and several vendors make wiring harnesses for these cars. In the closed cars, check the condition of the rubberized fabric roof insert.

WHAT TO LOOK FOR WHEN JUDGING ONE

1931 Co lor Charts

Charts Co lor 1931

1931 Co lor Charts

CLOSING OF THE MCLAUGHLIN BUICK CLUB OF CANADA

Dear Friends:

On September 30, 2021, the McLaughlin Buick Club of Canada will close after 50 years. We will miss this wonderful club and the friends we made over the years. As we close, we have given all our members information about the BCA including application forms.

I would be remiss if I did not thank the many members of our club who served on our Board over the years. In fact, Mr. Wes Ebbs #6, served from day one and is still on the board. Over the 50 years, we had 70 different members on the Board. We had 4 members who served over 40 years, three serving over 30 years and five serving over 20 years. We had three of our American club members serve on our Board of Directors over the years, Joe Taubitz, Bob Montgomery and Dean Tryon and we thank them.

As President, I would like to thank the many members of the Buick Club of America who have supported us over the years by joining us on some of our tours and joining the club as members. Thanks to the Bugle editors over the years who published articles about our club activities.

Wendy and I personally have made lifelong friends in the MBCC and BCA and have been saddened when many of them died. As members of the BCA, in 2003, we created the Modified Division of the BCA. We thank Bob Starzyk for continuing with the modified judging. We were proud in 2012, when I was the only nonAmerican to be elected to the BCA Board. We were proud recipients of the Buick Heritage Award in 2019 for our over 30 years of work in the old car hobby especially with McLaughlin Buick.

May the BCA continue to grow and support its members. Remember, Buicks were built to be driven.

I really enjoyed reading the stories on the 1941 Buicks (May 2021 issue), one of my favorite models! Reading the stories made me think about the day in 1959 while driving my 1934 Ford coupe home from work in Oakland, California. I saw a 1941 Roadmaster sport coupe pass me going in the way I had just come. I immediately made a U-turn and chased the car. When I got next to it, I could see the car was in excellent condition and the driver was an older gentleman—about my age now, 85. I got him to stop and asked if he would consider selling the car. “Follow me home,” he said.

When we reached his home (an apartment) he invited me in to meet his wife. Over a cup of coffee we discussed the possibility of my purchasing the Buick. They pulled out a large envelope full of pictures and information on the car. It seems they had taken a train from Oakland to Detroit to pick up the car in 1941. They shared their story bout the trip with me. I could tell they were reliving the train ride as well as the drive home. After much reminiscing, he looked at his wife and said, “You have been telling me I am too old to be driving. Do you think we should sell the car to this young man?” She immediately said “Yes!” and that was how I bought my first 1941 Buick. I loved the car and drove it for several more years.

My first Buick purchase was a real experience. I joined the Marine Corps in October of 1953 at 17 years of age (my dad had to sign for me). After I completed boot camp in December, I was sent to the Barstow, California Marine Corps Supply Depot, where I was assigned to work in the upholstery division. It was in April of 1954 that the Buick dealership was going out of business, closing its doors forever. They were holding an auction to dispose of their inventory. Two other fellow Marines joined me as we went into town. When we saw the big tent and sale going on, we decided to see what they had for sale. None of us had a car at that time. When I saw the red 1947 Super convertible, I was in love. I could not wait for the car to come on the block to bid on it!

Well, I bid all the money I had--$200 I believe. It was not enough to buy it. There were no other bids. I asked, “What's going to happen now?” One of the workers told me that it would come back up again. My two buddies caught the bus and went back to the base to get what money they had, to see if WE could buy the car. I was going crazy waiting for them to return. I wanted that car so badly. When they returned they had the money we thought we needed to buy the car. We got the car on the next run through.

We shared the car for several months until I was able to buy them out. We made several trips to Las Vegas where, if we were in uniform playing the slots (pennies), we got free drinks. Weekends normally were a trip to Vegas! I always had a car full of Marines and filled the car with gas when I got there. If anyone won enough to buy supper, we ate; if not, we went back to the base hungry.

Go Buick, - Keith Horsfall, BCA #21432, Alliston, Ontario, Canada

hometown, Aurora, Illinois. Barstow is on Rte. 66, and it was the only way to travel in those days. Three days later, I was in Aurora where I proudly showed off my Buick. When my leave came to an end, I drove back on Rte. 66 to Barstow—a wonderful, carefree ride both ways on Rte. 66. In 1955 I was transferred to Japan. I worked nights and weekends at Barstow Auto Wreckers, so it was only natural for me to cover the car with a tarp, parking in the back of the yard to await my return from Japan.

When I came back in September of 1956, I uncovered the car, blew out the sand, and put it back on the road. In January of 1957, I purchased the Mobil Oil gas station there on Rte. 66 in Barstow with the help of my good friend and boss, Chuck Nordhoulf, the owner of Barstow Auto Wrecking. Life was good in the Buick. I have owned 17 Buicks in my lifetime. They all had a story to tell. I sold the last two a couple of years ago—an '89 Reatta coupe and a '90 convertible. I loved them, but could no longer afford to keep them. When better cars were built, they were Buicks!

- George Lewis, BCA #42220 Charlotte, North Carolina

We received the following letter from Bill Brown, who worked for Buick as the Regional Service Representative in Texas and eastern New Mexico in the 1960s-1970s and beyond. In this job he kept tabs on each Buick dealer's service department, and helped resolve any service or mechanical issues at Buick dealers in his territory.

Pete,

Your article in the March Bugle about the Walker dealership (in Alamogordo, New Mexico) reminded me of a story Wes Walker told me. Wes Walker was the dealer when I called on Alamogordo during the oil embargo. I don't recall the other name that was on the sign, only his name was there when I contacted them.

The dealership was noted for having the best wrecker service in New Mexico. They were the first called when a big rig was involved in an accident. The first time I called on the dealership, I noticed a very large rock sitting between the two uprights of the dealership sign. I asked Wes why it was there. It seems the large rock was being transported from a rock quarry through town when it fell off the transporter. It fell right in the middle of an intersection and no one had any idea how they would pick it back up, so it sat there for several years. One day Wes and his wrecker driver were talking and the subject came up, “Could our big wrecker pick that rock up?” “Let's try it !” The big wrecker picked it up and took it back to the dealership.

"What are we going to do with it now?"

"Let's keep it on display so we can tell people we have a wrecker that can pick up heavy loads like that." They decided to place it between the two uprights of the dealership sign. When they placed it there it cracked the sign's foundation right in half.

Wes said he was afraid to move it as the sign might fall down. I cannot see the rock in the Bugle picture, so I can not confirm if it's still there or not, but my guess is it still is!

- Bill Brown, BCA #36257 Arlington, Texas