Torque 2016 July/August

July - August 2016

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Created with a

Car Culture An Equal Opportunity Employer © 2012 Kelly Services, Inc.

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The Duesenberg was designed with a vision to be the world’s finest motor car.

Kelly Services , the worldwide staffing leader, was also built with a vision to be the world’s best staffing services company. ®

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Inside This Issue Michigan Region 2016 Activities Calendar………...…..………....………….…….…4 From Your Editor…..…….….……….……….….….….….….…..….…….…………5 Cover Story: Gerry Szostak’s 1926 Willys-Knight 66 Cabriolet……………………..7 Back Cover Story: Ron Wertz’s 1940 Packard 1806 Club Sedan…………………...10 Spring Driving Tour: Automotive Heritage Museum & Roy Marganau’s Collection………14 The Col. Jesse Vincent Home Tour:………………..………………….….………….18 The Story of Col. Jesse Vincent & the Home of Windmill Pointe Drive…………….21 1941 Cadillac Fuel Pump Heat Shield.……………….…….…………………….….23 “I’m shocked! Shocked!!”……………….…………………………………….…….24 What Might Have Been…………………..…………………………………………26 Obituaries: Marion Clancy and Matt Boyer……..…………………………..….…...28 ReTorque.……………………………………………………………………………30 New Member Profiles……………………………………….……………………….29 The Steering Column…………………….…………………………………………..32

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

Board of Managers Director

Publications Committee Torque Editor

Paul Wise

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

(313) 492-0284 sandrawise@me.com

Assistant Director

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

Secretary/Torque Editor

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

Projects/Advertising

(248)722-8375 Bobish1@comcast.net

Club Photographer

Wally Donoghue

Classic Vibrations Editor Staff

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

Activities

Paul Ayres

Bram Over

Wally Donoghue

Ed Meurer III

Ann Donoghue

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

Activities

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

(734) 455-0177 wally@plaidpants.net

Activities

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

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

Membership

Bob Ferrand

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

Treasurer

Torque Cover Editor

Cover Photos: Don Wood III

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

Grand Classic

Nancy Seyfarth

Area Head Judge

(313) 436-8327 nancyseyfarth@aol.com

Grand Classic

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

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

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

Torque Magazine

Historian

July - August 2016

Bruce Thomas (248) 594-6499

No.444

Torque Magazine is published bi-monthly at 24000 Research Drive, Farmington Hills, MI 48833-2606. Change of address and all correspondence should be mailed to Torque, c/o Rich Ray, 12664 Lashbrook Lane West, Brighton, MI 48114. Subscription price is $35 per year for members and $50 per year for non-members. Periodicals postage paid at Farmington Hills, MI and additional mailing offices. Postmaster: Send PS Form 3579 to 12664 Lashbrook Lane West, Brighton, MI 48114. Written or pictorial material in the Torque Magazine may not be reprinted without permission from Torque Magazine or its authors and credit given to the Michigan Region Torque.

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Michigan Region 2016 Activities Calendar July 9, Saturday - Grand Classic in Ohio August 7, Sunday - Ice Cream Social September 11, Sunday - Steak Roast October 16, Sunday - Fall Color Tour November 6, Sunday - Annual Dinner Meeting

Stay in Touch!

If your email, mailing address or telephone numbers change notify Jerry Medow at medowg@aol.com or call (248) 737-0637. This assures that you will receive your Torque Magazine as well as activity notices in a timely fashion.

This also applies to those seasonal moves, either up north, down south or out west.

Classic & Exotic Service Experts in the Restoration and Maintenance of Prewar Cars Supplier of Specialty Parts for Prewar Cars

Classic Car We offer a wide range of services to the Classic and Antique Car Owner Including but not limited to:

Classic & Exotic Service, Inc. has been restoring the finest American and European Classic cars since 1988. Located in Troy, Michigan, with over 30,000 square feet of floor space and a staff of 30, we are one of the Midwest's largest and most experienced restoration facilities. Our customers will attest that we provide only the highest quality restora tion.

In our restorations, the mechanical functionality of the car is as im portant as the cosmetic appearance. We have completed many resto rations for Pebble Beach, Meadow Brook, St. John's, CCCA Grand Classic and for touring. We have experience with a wide variety of automobiles.

From the mighty Duesenberg, luxurious Packard, Lincoln, Pierce Arrow or Cadillac, sporting Bugatti or Bentley, our knowledge, skill and experi ence will make your automobile perform and look its best

Classic & Exotic Service, Inc. 2032 Heide Dr., Troy, MI 48084 USA Phone: 1-248-362-0113 Fax: 1-248-269-9365

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GENERAL SERVICE MAINTENANCE DETAILING RESTORATION WORK MECHANICAL SERVICE Pickup and delivery is available in an enclosed trailer for Classic Car repairs

EMS CLASSIC CAR CARE, INC. 11530 Timken, Warren, MI 48089 1/4 mile South of Stephens (9-1/2 mile), just west of Hoover

Ed & Emica Syrocki Phone: 586-754-3728

July - August 2016

From Your Editor

By Rich Ray As I write this column, Michigan's weather has finally started to feel springlike. While we have had some nice days so far this spring, more have been cold and miserable. But the recent days finally tell me it is time to get the Full ClassicsÂŽ on the road. As you will see in the two activities covered in this issue, the April tour to Ypsilanti and Roy Margenau's collection and the May visit to the Colonel Jesse Vincent home, many members have already exercised their Classics. That's great and made these activities even more enjoyable to see the cars out.

The Jesse Vincent home was particularly interesting since the Colonel himself is such an interesting character, like many of his contemporaries in the early automotive industry. His interests reached well beyond the Packard cars for which he is noted, but also to aviation and marine applications. His boat racing endeavors were notable during his life and who would have thought of a diesel powered airplane. It seems an oxymoron to me, but it made sense and almost made it to market.

Don Wood III, Bob Ferrand and I will be photographing cars at the Grand Experience and the Grand Classic for the 2017 covers. We may be asking to photograph your car if you are showing it at one of these events. If you have a car that you would like to have considered for one of the covers, and are willing to write the accompanying article, and won't have it at one of these events, contact me and we may be able to arrange a photo shoot elsewhere so that your car and its story can be featured.

In any event, enjoy this issue while showing your car at the Grand Classic or some other Michigan Region activity - it might make a good sunshield if nothing else.

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Torque Advertising Rates One Year (6 Issues)

Single Issue

Color Full Page ½ Page ¼ Page

$1,100 $600 $320

$220 $110 $70

Black & White Full Page ½ Page ¼ Page

$1,000 $550 $285

$190 $100 $55

Ad copy should be submitted in print ready PDF X-1a format with all fonts embedded. Contact the editor for specific ad dimensions.

Copy should be suitably CCCA Full Classic® oriented.

Ad will appear in the first non-assembled Torque issue following receipt of payment and camera ready art. Torque closing dates are: January 1, March 1, May 1, July 1, September 1 and November 1.

Make check payable to: Michigan Region CCCA Mail to:

Wally Donoghue, Torque Advertising 5130 Curtis Road Plymouth, MI 48170

The Classic Car Club of America A club founded for the development, publication and interchange of technical, historical and other information for and among members and other persons who own or are interested in fine or unusual foreign or domestic motor cars built between and including, in the main, the years 1915 and 1948, and distinguished for their respective fine design, high engineering standards and superior workmanship, and to promote social intercourse and fellowship among its members; and to maintain references upon and encourage the maintenance, restoration and preservation of all such Full Classic ® cars. Contact the CCCA at P.O. Box 346160, Chicago, IL 60634 or www.classiccarclub.org

What is a “Full Classic®” car?

A Full Classic ® as defined by the Classic Car Club of America, is a “fine” or “distinctive” automobile, American or foreign built, produced between 1915 and 1948. Generally, a CCCA Classic was high-priced when new and was built in limited quantities.

Other factors including engine displacement, custom coachwork and luxury accessories, such as power brakes, power clutch, and “oneshot” or automatic lubrication systems, help determine whether a car is considered to be a “Full Classic®”. The complete list of the Club’s recognized Classics may be obtained by writing the CCCA, P.O. Box 346160, Chicago, IL 60634 or at www.classiccarclub.org.

The Enthusiast Garage, LLC Where you would send a friend Classic and Antique Restoration and Service Including But Not Limited To: Mechanical, Body, Paint, Upholstery General Service and Maintenance Full Ground Up Restorations

The Enthusiast Garage, LLC Jocko McNeal, Proprietor 2720 N. Monroe, Frenchtown, MI 48162 Phone and FAX: 734-637-1421 Email: highlander809@gmail.com 8

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1926 Willys-Knight 66 Cabriolet

By Gerry Szostak

Photos by Don Wood III & the Author

In 1971, I was looking for an antique car when I came across an interesting car for sale at a gas station in Dearborn. While looking at the car, the seller started it up for me and I was impressed how very quiet it was. I thought the seller said it had a C valve motor.

When I got it home, I told my dad all about the car and he informed me that it was a "sleeve" valve, not a "C" valve engine. As a young engineer, this began my lifelong interest in sleeve valve engines as well as air cooled, brass and steam cars.

In addition to the subject car, a 1926 Willys-Knight Model 66 Cabriolet, I have two other Willys-Knights, a Federal-Knight truck, a 1926 Yellow Cab (with a sleeve valve engine) and a 1921 single cylinder air cooled sleeve valve farm generator. Over the years, I have worked on many sleeve valve engines including, Willys Knight, Stearns Knight, Minerva, Voison, Daimler, Yellow Cab, Stoddard Dayton and Brewster.

As a young man, John North Willys began selling bicycles in his hometown of Canandaigua, New York, and within a few years began manufacturing his own line of bicycles.

Around the turn of the century, he entered the automobile retailing business in Elmira, New York successfully selling the Overland brand of automobiles.

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Ongoing supply problems with the Indianapolis, Indiana based Overland factory led Willys to acquire the company in 1907. He proved an astute operator and quickly turned the company's sagging fortunes around. In 1909 he added the Marion Motor Car Co. of Indianapolis, Indiana and a few years later shifted operations to a production facility bought from the bankrupt Pope Motor Car Co. in Toledo, Ohio.

In 1912, Willys met Charles Y. Knight on a trip to England. Knight managed to convince him that his patented sleeve valve engine had some very desirable attributes over the typical poppet valve engine.

While in England, Willys drove a Knight sleeve valve powered Daimler over 4,500 miles of English and Scottish roads in just 15 days and came away a believer. He returned to the U.S. and acquired the Edwards Motor Co of New York giving him a license to manufacture the patented Knight "sleeve valve" engine. By 1915, his company became the second largest carmaker in the United States His automobile empire offered the consumer the choice of an Overland, Willys or Willys-Knight vehicle, each relative to a specific type of engine or price range.

The sleeve valve has a number of advantages including no noisy poppet valves, no valve 9

Clockwise from above: the grille shape carries into the head and driving lamps; the add-on trunk is needed with the rumble seat; the Knight radiator cap; grille shape is also carried to the tail lamp; the cabriolet body is very elegant. The Knight in shining armor with his lance poised to impale an errant pedestrian.

springs to weaken under load or heat, a hemispherical head and could actually show measured increases in compression and power due to carbon deposits on the already close fitting sleeves. Willys Overland was the most successful sleeve valve manufacturer due to the enormous effort spent on redesigning the engine to minimize the machining costs for those high tolerances.

I purchased this Willys-Knight from a man in Chicago whose father originally bought it in 1927 and courted his mother in the car. He had the car painted in the 1980’s for a family reunion while his mother was still alive. During the reunion the family members took turns driving the car and damaged the transmission rendering the car undrivable. He could not get the car repaired and decided to sell it.

When I purchased the car, it still had the gas rationing sticker, AAA Chicago label on the windshield as well as the AAA cloisonnĂŠ medallion attached to the bumper. On the lid for the compartment behind the seat it still has the factory installed paper instructions on how to operate the top. I finished the plating as well as the wheels 10

and top on the car. I also recast the fender lights and made the trunk and installed new pistons.

The body was built by the Robbins Body Corp. which specialized in closed bodies and was best known as a production body builder for Stutz and Marmon, their Indianapolis neighbors. It has Robbins body tags and Robbins body numbers stamped into the wood.

The car has these accessories not offered by Willys Overland at that time: Buffalo wire wheels, dual taillights, dual ditch lights, dual windshield wipers, fender and cowl lights, dash mounted temperature gauge, cigarette lighter and ash tray, hydraulic shocks and biflex bumpers.

The car has been on many tours including the Glidden tour and was awarded the best orphan car on the tour. It was entered in the CCCA Grand Classic touring class but was disqualified (scored too high), so now is only entered for exhibition.

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Clockwise from top: the two-tone green color of the Willys Knight contrasts nicely with the red wheels and blackwall tires; the six-cylinder engine produces 60 horsepower; the woodgrain instrument panel is quite elegant; the woodgrain steering wheel fits nicely with the wood instrument panel and door and windshield garnish; all the needed gages are in place; the fender lights add a touch of class; the original factory installed top operating instructions; a cigarette light pulls out; steering hub contains spark controls.

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1940 Packard 1806 Club Sedan

By Ron Wertz Images by Don Wood III and the Author

I’m a lucky guy. Not only does my wife, Alice, love classic car touring but she enjoys the hobby in an open car. While we both are still excited about open car touring, the desire for a closed car crept into our minds. After fifty-six years of vintage car touring we decided we would appreciate the benefits of being protected from the blistering sun, wind driven rain and modern road noise. Also influencing our desire for a large closed car was the fact that our five grandsons, ages seven to twelve are now touring with us. Comfortable space for more than two passengers and their safety are now priorities.

With this mind set a search was launched in 2005 for a car fulfilling the following specifications: pre-war, four door, Full Classic® sedan, capable of running in modern traffic, not a project car, nor concourse quality – just a good tour car. After considering the attributes of many Full Classics the search narrowed down to either a 1941 Cadillac Series 60 or a Packard 160 or 180 Club Sedan.

Many phone calls, internet photos and miles traveled were invested in looking for the right car. One day at a Southern Florida Region meeting in the spring of 2007, Classic Car Club of America® (CCCA) Past President Dick Roach said he knew of a 1940 Packard Club Sedan in Missouri that might be available for sale. Dick made the inquiry and sure enough the owner would consider selling the Club Sedan. I flew out to meet Jack Barton, another CCCA club member and inspected the car. Jack and I struck a deal. On August 8, 2007 I became the ninth custodian at 59,114 miles of the 1940 Packard Custom Super-8 One-Eighty Club Sedan more affectionate-

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ly referred to as Body type model number 1356 Car production number 2064 As you can see this was not a one owner luxury sedan find but a series of individuals that saw the Packard for what it was and dedicated themselves to its preservation. Interestingly all owners except the first two were CCCA members. Jack Barton, owner eight, purchased the Packard from club member Tom Crook in May 2002 for the purpose making it into a custom built Packard Station Wagon. When the car was delivered Jack could not bring himself to cut up such a fine example of a Packard One Eighty Club Sedan and made a significant decision to find a more suitable touring sedan as a donor. Lucky for me! During his custodianship Jack drove the car to local events and CCCA tours.

Packard dealer Tom Crook, owner seven, took 1356-2064 in trade from club member Conrad Wouters of Seattle, WA. in 1999. Conrad Wouters, owner six performed mechanical rebuilds on engine accessories, chassis, steering, and brakes and also replaced the engine wiring harness along with a new set of tires. He enjoyed northwest touring after purchasing it from CCCA member Greg Nolan of Vashon, WA in 1994.

Greg Nolan, owner five, renewed the top side of the engine, rear springs and replaced window seals, channels and complete interior along with a touch up of paint. Greg also expressed his pleasure in touring with the car. He had purchased the car in November 1989 from club member and recognized 1940 Packard expert Jim HolJuly - August 2016

Clockwise from above: the instantly recognizable Packard grille; a folding luggage rack for those times when the built-in trunk is not adequate; the 356 CID engine produces 160 HP.

lingsworth, author of Packard 1940 A Pivotal Year.

Jim Hollingsworth, owner four, not only shared his enjoyment in driving the Packard and the improvements made by himself and the owner before him but provided documentation as to the Club Sedan’s authenticity and history. The Packard had 44,928 documented miles at the time. Jim was helpful in the car’s restoration.

He offered information on 1940 Packards in general and 1356-2064 in particular as well as supplying new parts. Prior to his untimely death, he was a frequent source of encouragement to me in bringing the Club Sedan back to its original glory.

Jim purchased the car from club member and long-time Texan car collector and CCCA member Charles Gambulos, on April 12, 1988.

I also had the pleasure to interview Gambulos, owner three, about the history of 1356-2064. Charlie heard from a friend about the 1940 Packard Club Sedan sitting in a shed near Waco Texas. He purchased the car around 1972 from the nurse who had been employed as a caregiver to Helen Cameron. She was the wife of Waco Texas businessman William Waldo Cameron, president of William Cameron and Company, Inc. The Packard had been given to the nurse, owner two, by the Cameron family around 1959. The nurse was much better at caring for humans than automobiles. She was having her own health issues at this time and the Packard was driven very little, if any. Charlie had to cut down a small tree that grew up between the bumper and fender to push the car out of the shed and onto the road. The car was washed and waxed and went touring.

William Waldo Cameron was born in Waco on August 1, 1878. He attended the Agricultural and Mechanical College of Texas and St. Abans Military Academy in Virginia. He understood things mechanical and appreciated advancements in machine design. He joined his father in the family lumber business in 1898. Upon the July - August 2016

death of his father in 1899, the young William assumed the presidency of William Cameron & Co., Inc. The original Cameron family fortune at this time exceeded $5,000,000. William was a good leader with a vision. Under his leadership the family businesses grew and prospered. Nonetheless, Mister Cameron was unpretentious which endeared him to friends, associates and those in the community in which he lived.

Finally we come to the story of the original purchase of 1356-2064. William Waldo Cameron, ordered the 1940 Packard Custom Super-8 One-Eighty Club Sedan but ironically, would never drive or even see it.

William and Helen Cameron along with their daughter Flora Elizabeth traveled to Westover Connecticut where Flora had recently enrolled in school. Because of business William departed Westover by himself to return to Waco on or around the first of October 1939.

Upon reaching Waco that first week of October he stopped at one of his favorite eateries the Elite Café. Here he many times enjoyed conversations with friends along with tasty food. While at the Elite, close friend and local Packard dealer N. A. Flood, Jr. struck up a conversation about the newly designed 1940 Packard. N. A. began to tell William about its Speedstream modernism and exclusive elegance: The deep slender new radiator shell with catwalk side grills, slender tapering hood line and chrome louvers set off by flashing red enamel Packard medallions and the new sealed beam head lights.

When N. A. started talking about the revolutionary new Super Eight power plant William’s interest really picked up. By far the most powerful eight built for passenger car use in America at the time.

Never before has such tremendous power been so easily controlled.

Then the dealer emphasized the new car’s feminine allure. Literally with one finger you have enough strength to steer and shift this great car. Inside is an unprecedented combination of rich beauty and soft luxury for comfortable travel. It is a masterpiece of interior design that rivals the dignified elegance of a famous salon. Six people can ride as comfortably as though they were seated on your own living 13

room divan. Every appointment in the roomy interior reflects the same dignified good taste: the German silver satin finish of door, window and fittings; the ingenious deluxe steering wheel, the fine fabrics and rich custom tailoring reflects the handiwork of master craftsmen and the deep pile luxurious carpet all designed with a woman’s touch.

William began to think this would be a fine automobile for his wife and daughter. What a surprise it would be for Helen. Before the evening ended at the Café, William invited N. A. out to his ranch so that he could test drive the new 1940 Packard.

The next afternoon N. A. showed up at Cameron’s ranch with a new 1940 Packard touring sedan and his Packard Custom Super-8 OneEighty sales book. William enthusiastically got behind the wheel.

He drove down dirt ranch roads, out into the cattle ranges and then sped down the highway. He found the new Packard kept the jolts from reaching the passenger. The massive sturdiness of the chassis and big coil springs absorbed the shocks as the front wheels went over the bumps and into chuckholes. Packard’s fifth shock absorber increased comfort by absorbing the crosswise shocks while the other four absorbed those that are up-and-down. William relished the way the Packard zoomed up hills and picked up speed all the way to the top. “How much did you say the Club Sedan model weighs?” William was doing some mental calculating. “3900 pounds” N. A. replied. The One Eighty Club Sedan has an amazingly low ratio of only twenty four and four tenths pounds of car weight per horsepower. It was by far the greatest horsepower per pound of any car ever built by Packard. This explained to William the spirited driving response he was getting from this new 1940 Packard.

Clockwise from upper left: the front seat area is comfortable with a clean instrument panel and steering wheel design; the rear compartment is commodious; the steering wheel and instrument panel share their primary color; door trim panels include elegant details; the Packard in front of Jack Barton’s garage and next to a church which Ron took as God’s personal approval of this purchase; restoration underway at Gene Tareshawty’s shop,

It was a well known fact that Mr. Cameron devoted much time to his horses; particularly strong, fast horses. If you rode horse back with him he was more than willing to challenge you to a race. Did driving the new 1940 Packard give him the same kind of experience?

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Clockwise from left: the interior of the stripped body shows how Packard used wood frames for this very low volume body style as well as the insulation materials added for a quieter body; after media blasting, the lead filler is easily seen in the rear quarter as well as the filled in quarter window; final primer on the body and door panels; the engine installation nearly complete; the body in Wilshire Green paint is in Gene Tareshawty’s garage for Riviera Green upholstery; proud owners Ron and Alice Wertz with their Packard at the 2015 Dearborn Grand Classic; the iconic Packard grille and Cormorant hood ornament.

William Cameron decided to order that very afternoon, October 9, 1939 a new 1940 Packard Custom Super-8 One-Eighty. Because of its luxurious design, he had N.A. Flood, Jr. order the Club Sedan model. He specified Wilshire Green and Riviera Green upholstery.

Surprisingly he did not order air conditioning. He could easily afford that option. Even though he was a very forward looking and innovative person he may not have been ready to accept the questionable reliability of air conditioning in a car. Or, he thoughtfully decided not to give up the horsepower to drive the compressor.

Helen had stayed in Westover Connecticut with their daughter and was due to return on Saturday, October 14th. The new Packard would be a surprise for Helen. It would take time for N.A. to get the Packard into the dealership. Then he would make the arrangements with William for its surprise delivery. Cameron must have been dreaming that at least occasionally he would get to drive the Packard that acted like a frisky stallion.

Unfortunately fate soon intervened. Monday morning October 16, 1939 William was in court on a matter of continuing business litigation which is why he returned early to Waco from Westover.

Mr. Cameron died suddenly at 9:30 AM in the witness chair as he was testifying on a matter between his company and a local bank.

While testifying, Mr. Cameron suddenly slumped in his chair. The presiding judge grabbed the stricken man by the shoulder and sent a bailiff for Dr. T.E. Tabb county physician. Dr. Tabb pronounced William Cameron dead. Later he said the lumber company president succumbed of a blood clot in his coronary artery.

Helen Cameron did receive her surprise. But not with the same enthusiasm had Mr. Cameron not passed away. The car was not delivered until March 2, 1940. One can only imagine what needed to be done by Helen and the family during those months before the July - August 2016

car was delivered. Reviewing the records, Helen’s life was obviously forever altered by the passing of William. Nevertheless she did become owner number one. Notably she was the owner of 1356-2064 for the longest period of time of any owner.

The Wertz family is looking forward to putting the Club Sedan back on the road just as a tour car and surpassing her ownership record.

Bibliography: Packard Custom Super 8 One Eighty, Packard Motor Car Company, Waco History Project.org, Waco Heritage & History, Texas Transportation Archive, The Handbook of Texas, Texas State Historical Association, Waco News Tribune, Tuesday Oct. 17, 1939, Packard 1940 A Pivotal Year, James Hollingsworth and The Packard Story, Robert Turnquist.

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Spring Driving Tour Ypsilanti’s Automotive Heritage Museum and Roy Margenau’s Collection On Sunday, April 17th, the Michigan Region CCCA was blessed with a sunny, summer-like day for our outing. We had 29 members attending the event. Meeting in the parking lot of the former Ford plant at Sheldon Road and the M-14 exit, we enjoyed our traditional coffee and donuts. We began our caravan tour to our first stop at the Ypsilanti Automotive Heritage Museum in Ypsilanti’s Depot Town.

Five Full Classics® were driven on Sunday including three 1941 Cadillacs, a 1940 Buick 8 and a 1929 Duesenberg. Modern cars conveyed the other participants.

By Phil Fischer

Photos by Don Wood III and the Author

Driving at a leisurely pace, on two lane blacktop roads, we arrived at the Museum. Ypsilanti has a significant automotive heritage.

The museum features automotive products produced at factories in Ypsilanti, as well as, vehicles assembled in the area. The display includes a “movie mockup” of a Tucker that had been used in the production of the feature film on the life of Preston Tucker and his remarkable automobile. A docent at the museum provided a little history of Ypsilanti, which added to the experience as we wandered among the displays. A unique feature of the building housing the Museum is that it was, at one time, the last functioning Hudson Motor Car dealership. It finally closed its doors in the 1990’s.

After enjoying the museum, we had only to walk across the street to the SideTrack Restaurant where we enjoyed a tasty lunch on the outside patio taking full advantage of the “summery” weather.

Leaving Ypsilanti, we continued on secondary roads to the home of Roy Margenau in Grass Lake, Michigan. It was a pleasant drive and we enjoyed the countryside. Roy has accumulated an impressive collection of vehicles and was a gracious host providing treats and drinks for us. Roy’s mother provided homemade pumpkin bread from a secret family recipe. We wandered among his amazing collection and then he hosted a “tech seminar”, explaining the process of the restoration of the wood trim pieces found in many of the Full Classic® cars of the era. As he explained the process, he indicated that he become proficient at wood restoration through his experience restoring antique Victrola phonographs. His workmanship is phenomenal and we were able to impose upon him to see some of his phonograph collection. We then ventured into the house where we were entertained again by his collection of these wonderful phonographs.

After an enjoyable visit to Roy’s collection, we left Grass Lake and headed for our last stop in Chelsea, Michigan. Yes, you guessed it; it wouldn’t be a CCCA event without ice cream. We stopped at “Twisters” soft serve ice cream stand and enjoyed the dessert. The amazing weather, the spectacular collection of Roy Margenau and the being with a great group of people made for a wonderful Sunday afternoon.

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Top: a line of beautiful Full Classics®.

Center: participants congregate at the former Ford Sheldon Road Plant.

Bottom: Organizers Dan & Joanne Clements and Phil & Helen Fischer

Joining in the fun were Dan & Joanne Clements with their 1941 Cadillac, Phil & Helen Fischer with their 1941 Cadillac, Ara & Diane Ekizian, Lee & Floy Barthel, Kent & Amy Jidov, Werner & Chris Meier, Jay & Patty Fitzgerald, Dan & Terry Bazner, Ray & Laurie Mickiewicz in their 1941 Cadillac, Buck Mook, Robert Riggs, Tom Goad with his 1940 Buick, Dan, Marty & Mathue Sommer, Tlanda McDonald, Don Wood III, Greg & Robin Ornazian with their 1929 Duesenberg and Larry Seyfarth.

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Clockwise from left: Floy Barthel, Larry Seyfarth and Laurie Mickiewicz chat; Lee Barthel asks Werner Meier where his hat is as Kent Jidov looks on; Floy Barthel and Buck Mook; the Automotive Heritage Museum; a docent tells the group about the museum; one of the Tuckers built in Ypsilanti; the Hudson sign says it all; a 1909 Hudson Model 20 (NC); the Sidetrack Bar & Grille in Ypsilanti’s Depot Town where the group enjoyed lunch; a room full of Hydramatic transmissions. Hydramatic Division of GM was headquartered in Ypsilanti from 1953 to 2009 and built 82 million transmissions in the plant for GM plus 11 other auto companies including Rolls Royce.

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Clockwise from above: Roy Margenau’s collection occupies this large brick garage set in the woods; 1922 Isotta-Fraschini Tipo 8 Torpedo Boat Tail by Sala; Larry Seyfarth admires the 1928 Graham Paige Model 835 Boat Tail by HaysHunt; 1935 Rolls-Royce Phantom II Sport Saloon by H.J. Mulliner; the front of the Isso with its winged fenders; Roy with his Certification of Appreciation.

Clockwise from right: the bow of the 1935 Rolls-Royce fills the garage door; 1925 Packard 236 Sport Model; 1911 Ford Model T Open Runabout (NC); 1934 Bentley 3 ½ L DHC by Thrupp & Maberly; a 1938 Packard Super Eight convertible sedan awaits some TLC; the 1934 Graham Model 69 Supercharged Eight (NC) has a “patina”.

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Top row from left: the Rolls-Royce Flying Lady; part of Roy’s Victrola collection; participants admire several pieces in Roy’s collection Second row from left: the Graham Paige radiator cap; a beautiful Victrola horn; no Michigan Region activity is complete without an ice cream stop.

Left: this horn resembles a flower.

Full Classics® on the tour included clockwise from right: Phil Fischer’s 1941 Cadillac Series 62 Coupe; Ray Mickiewicz’s 1941 Cadillac Sedan; Tom Goad’s 1940 Buick; Dan Clements’ 1941 Cadillac Sedan; Greg Ornazian’s 1929 Duesenberg SJ

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The Col. Jesse Vincent Home Tour

By Rich Ray

On cold, blustery Sunday in mid-May, a group of Michigan Region members bravely gathered at the Barthel's home to cruise crosstown to the Jesse Vincent home on Lake Saint Clair in Grosse Pointe Park, Michigan. While the weather felt more like March than May (we actually had a light dusting of snow the night before, but it is Michigan after all), Jay & Patty Fitzgerald defiantly drove their 1929 Cadillac Sport Phaeton without side curtains, although they only had to drive two miles from their home to the nearby mansion.

home that is significant in Classic car history. The following article adds much more information on Jesse Vincent and his home.

After touring the Vincent home, the group moved on to the Red Crown Restaurant in Grosse Pointe Park for dinner. The Red Crown, specializing in "American Comfort Food" is located in a Standard Oil Red Crown Service Station built in 1932. The location continued as a service station until 2005 when it closed. The building stood vacant until 2013 when it was remodeled and opened as a retaurant keeping the white brick theme in the interior. The food and company were great.

Jesse Vincent, for the non-Packardphile readers, was the Vice President of Engineering for Packard Motor Car Company from 1915 to 1948. His home was built in 1927 in a Tudor style. It is not a particularly large home since Jesse and his wife did not have children, but they did enjoy entertaining. Between the three car garage and the basement boathouse/drydock, Mr. Vincent was able to pursue his automotive and marine interests. A basement barroom next to the boathouse would also have been convenient if a boatload of bootleg liquor just happened to arrive from Cana- Above: Michigan Region members gather on a chilly da, just a couple of miles across the lake. Sunday at the Barthel’s to embark on the tour to Grosse Pointe Park.

Photos by Wally Donoghue and the Author

Participating were Rick & Carol Barrett, Dan & Joanne Clements, Bob Denk & Linda Pilous, Wally & Marlene Donoghue, Terry & Rita Ernest, Ara & Diane Ekizian, Phil & Helen Fischer, Jay & Patty Fitzgerald, Tom Goad, Greg & Kathy Kosmatka, Tlanda McDonald, Jim & Barb Morningstar, Rich Ray, Marcus & Irene Shelley, Greg & Jean Stachura, Chuck Patton and Paul & Sandra Wise. Full Classics® making the tour were the Fischer's 1941 Cadillac, the Fitzgerald's 1929 Cadillac, the Kosmatka's 1932 Packard. Dan Clements’ 1966 Cadillac (NC), formerly owned by Margaret Dunning, also made the tour.

The home is privately owned and unlike Walking up the drive to the Col. Jesse Vincent many mansions in the area, has never Top: home. been "abandoned" during its life so is in fairly good repair. New owners are rejuvenating the home and the Detroit Junior League took it over for a We thank the team of Dan & Joanne Clement, Phil & Helen Fischer couple of months for its 2016 Designer's Show House and Gardens and Ara & Diane Ekizian for organizing this very nice outing. fundraising event. That was how we were able to see this interesting 20

July - August 2016

Clockwise from left: the entrance area of the Vincent home with the garage converted into a temporary gift shop; the Barthel yard always has something interesting to view; Jay & Patty Fitzgerald’s 1929 Cadillac; Greg & Kathy Kosmatka’s 1934 Packard

Clockwise from above: Phil & Helen Fischer’s 1941 Cadillac; Dan & Joanne Clements’ 1966 Cadillac (NC); Terry & Rita Ernest enjoy a spring day in Michigan while waiting to enter the home; a docent explains the home from the front porch; a detail of the Tudor treatment of the home; Tom Goad, Jim Morningstar, Paul Wise and Greg Kosmatka await the beginning of the home tour.

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Top left: on a warmer day, the lakeside lawn would be a great place to watch passing freighters. Top right: Full ClassicsÂŽ lined the drive adding an elegant touch.

Above row from left: the canal from Lake St. Clair to Mr. Vincent’s boat house; the lake side of the home; a pair of vintage boats occupy the boathouse.

Left: the exterior of the Red Crown restaurant.

Right: another view of the boathouse

Clockwise from below: enjoying dinner at the bar of the Red Crown Restaurant are (from left) Rick & Carol Barrett, Tlanda McDonald, Paul & Sandra Wise and Barb & Jim Morningstar; seated in the main dining area are (front to rear) Patty & Jay Fitzgerald, Diane & Ara Ekizian, Phil & Helen Fischer, Chuck Patton, Dan Clements and Bob Denk & Linda Pilious; seated under the gas pump are Greg & Jean Stachura and kathy & Greg Kosmatka; a water feature just outside the boathouse.

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The Story of Col. Jesse G. Vincent and the Home on Windmill Pointe Drive

By Ann W. Baxter for the Junior League of Detroit 2016 Designers' Show House Images provided by the Author and the The Burton Collection, Detroit Public Library Born in 1880 in Charleston, Arkansas, Jesse Gurney Vincent spent his childhood on a farm near Pana, Illinois. Always a tinkerer, he set up his own blacksmith shop at the age of 10 and could be found hanging around railroad repair shops. He attended the Little Red School House for early grades and then was sent to Cote Brilliant Grammar School in St. Louis, Missouri. He quit school in 8th grade and started taking correspondence courses, through which he received his degree in engineering.

In 1897, at the age of 17, he took a job as a bookkeeper and then became a toolmaker and machinist for the next 3 years with the Universal Adding Machine Company in St. Louis. In 1902, he met and married Clarinda Brood. Not long after, they moved to Detroit where Vincent took a job with Burroughs Adding Machine Co. Alvan Macauley, then the head of Burroughs, made him Superintendent of Inventions at Burroughs, where he stayed until 1910.

He then joined the Hudson Motor Car Company and became its Chief Engineer in 1911. Macauley, his former boss at Burroughs, joined the Packard Motor Car Co., and in 1912, he called Vincent to join him. In 1915, Vincent was elevated to Packard VP of Engineering, a post he held until 1948 (33 years) with the exception of the two years spent in the U.S. Air Service. He retired as a Packard Director in 1954.

Over a 6-day period in Washington, DC, Vincent and Major E. G. Hall, of Hall-Scott Motor Company, using all their past research and technical knowledge, co-designed the Liberty Engine. The 400horsepower V-12 was one of the most powerful engines at that time.

Designed to be mass-produced, and with interchangeable parts, it became the standard wartime aircraft engine. Produced by Packard, Ford, Lincoln, GM and others, more than 13,000 came off the assembly line before Armistice, and more than 20,000 were built the following year.

Used in numerous types of planes, some engines were released to the civilians market as war surplus and many were used in speedboats for rumrunning during Prohibition. The Liberty engine was eventually modified into air-cooled and supercharged versions for marine use. In 1919, while serving in the Army Reserves, Vincent was promoted to Lt Colonel, achieving the rank of Colonel in 1920.

Automotive and Marine Accomplishments Col. Vincent was responsible for the introduction of 4-wheeled brakes; automobile air conditioning, power booster brakes and the Packard Twin-Six and its automatic transmission, called Ultramatic.

Vincent’s engines established more than 150 racing records in autos, speedboats and airplanes.

In 1925 at Manhasset Bay, Vincent set a world powerboat record, averaging 49 mph. Later that Jesse Vincent, Aviation and the Liberty Engine rd With the U.S. entry into WWI, Vincent accepted a Top: Vincent with a Packard dur- year, he won the 3 Annual 150-mile Sweepstakes ing a test trip. in the Annual Detroit Regatta at the wheel of commission as Major with the Signal Corps in the Packard-ChrisCraft II, averaging 55.6 mph, beatU.S. Army in 1917, and started to build experimening Gar Wood for the Gold Cup trophy. In future collaborations tal aircraft. He was placed in command of McCook Field in 1918, with Gar Wood, his marine engines made a sweep of the Gold Cup and became reserve Military Aviation head in August of that year. races, repeatedly carrying his “Miss America” boats to victory.

He was designated Chief of Airplane Engineering in September.

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Above: Jesse Vincent during his military service.

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Other Accomplishments In 1929, Colonel Jesse Vincent was given an honorary Master of Engineering from the University of Michigan, “…in recognition of his engineering contributions to the development of the automotive industry and for the conspicuous service he rendered his country during the turmoil of war as co-designer of the famous Liberty engine and chief engineer of the Bureau of Aircraft Production.”

He was a member of the Aviation Country Club, the American Society of Mechanical Engineers, the Institute of Automobile Engineers and the Aero Club of America. He served as President of the Society of Automotive Engineers in 1920 and of AAA Michigan in 1948-49. Vincent is immortalized as “America’s Master Motor Builder” on a State of Michigan marker at the Packard Proving Grounds.

Colonel Jesse Vincent died on April 20, 1962, at the age of 82.

According to an obituary, written by Ralph R. Watts, a reporter for the Detroit News, Vincent was a “...quiet and modest man, who had more than 400 engineering patents to his credit while serving with the Packard Motor Car Co. He was one of the most respected minds in automotive, aviation and marine engineering fields.”

The House on Windmill Pointe Drive In 1921, the Vincents lived near the Packard Plant at 528 E. Grand Blvd in Detroit. A few years later, they moved into a home designed

by Leonard Willeke at 938 Balfour in Grosse Pointe Park. In 1927, they commissioned architects Benjamin and Straight to design 15500 Windmill Pointe Drive, moving in the next year.

The Vincent home is fairly modest in scale at just under 5,300 square feet. With both Tudor and Craftsman influences, details include herringbone brick work and heavy timbers, along with a conical24

Clockwise from above: diagram of the Liberty V12 engine; Col. Vincent on one of his racing boats; Col. Vincent in his later years; Vincent’s Miss America X at speed; Vincent inspecting one of Packard’s diesel powered airplanes.

roofed turret over the entry porch on the exterior; leaded glass windows and doors, and extensive use of wood paneling and ceiling beams on the inside.

The home was built to be comfortable enough for two people but grand enough to entertain dignitaries. Besides the imposing twostory living room with the original iron chandelier, carved stone fireplace and the Juliet balcony accessible from the master suite, there is a ballroom on the 3rd floor, allowing for large gatherings of friends and neighbors.

But the most unique feature of this waterfront home is the private canal bisecting the yard from Lake St. Clair to the dry dock that runs under the living room. Allowing for Colonel Vincent to work on his boats and motors at his leisure, there is also a full bath and fully equipped Tavern just inside the home from the dock, so he could clean up and relax afterwards.

Sixteen years after moving in, Mrs. Vincent passed away and Col. Vincent put the house up for sale. It was sold in 1950 and he moved to a new home less than a mile from the Windmill Pointe address.

It was sold twice more, to families with children who lived in the home, enjoyed its uniqueness and shared many happy memories of a home built for an engineer and his wife.

Information courtesy of the Grosse Pointe Historic Society, The Burton Collection, Detroit Public Library, www.antiquedistributorcaps.com, and www.oldengine.org July - August 2016

Cadillac V8 Fuel Pump Heat Deflector Shield

Article & Images by Phil Fischer

After completing a tech article for the Torque magazine on hand fabricating a heat shield that mounted to the carburetor studs, deflecting exhaust crossover manifold heat away from the carburetor, it was suggested that similar shield would be of value in deflecting heat from the left bank exhaust manifold, adjacent to the fuel pump.

Protecting the various fuel system related parts under the hood from the heat generated by the location of the exhaust manifolds on the Cadillac flathead engine, is essential for trouble free touring in a Classic Cadillac.

Using my 1941 Cadillac as a test bed, I took measurements under the hood, and determined an appropriate point to attach a heat shield that would provide some protection to the fuel pump. I created a cardboard template, and after mocking it up under the hood, I transferred the measurements to a scrap of 0.125 (1/8”) inch aluminum left over from the previous project.

The measurements for the template were taken from the finished heat shield. The bend radius of the aluminum at each bend point is approximately ¼”. A 90 degree bend at the point of attachment, is notched ½” to allow the shield to slip behind the head of the generator bolt. The heat shield fastens securely to the block. The second bend allows the shield to pass between the manifold and the fuel pump. Once mounted, this shield provides a small barrier keeping exhaust manifold heat from saturating July - August 2016

the glass fuel bowl on the top of the fuel pump, or heating up the fuel line as it exists the fuel pump body.

I used a Rockwell jig saw to cut the aluminum stock, and with a propane torch for heat, I was successful in making the bends. This small shield is easily removed when necessary, but provides cosmetically appealing protection from the heat of the exhaust manifold.

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“I’m shocked!

Shocked!!”

By Rich Ray

In the 1942 classic film Casablanca, Captain Renault was “shocked, shocked” to find that gambling was going on in Rick’s Cafe. He ceretainly should not have been shocked by his ride from the police station, even over rough Casablancan streets since shock absorbers had been pretty well developed by 1942. The shock absorbers that contribute to the quality of the ride and handling of our Full Classics® are generally taken for granted. They remain unseen hidden under the car, seldom require maintenance or service and, if they fail, the change in performance can sometimes be gradual enough to be little noticed. But they deserve our respect.

Nineteenth century wagons had no suspension and the passengers felt the jolt of every pebble, but this was of little concern since the speed was very slow and anyways it beat walking along side the wagon. Carriages used leaf springs for passengers who demanded a more comfortable ride, especially since they were generally moving faster than mere farm wagons. But if you remember the old TV westerns, the stagecoach that had just out run the "bad guys" would arrive in town bouncing and swaying. In addition to Roy Rogers, the coach needed shock absorbers. The springs on carriages would oscillate many times until interleaf friction would bring everything to rest. Basically, a spring stores energy generated by the road impact and it is released as the spring rebounds and repeats the cycle until a static condition is reached. Again, since the speeds were still relatively low, it was acceptable. The chassis on the earliest automobiles copied carriage suspensions since early auto designers were more focused on simply getting an engine to run and move the vehicle rather than worry about ride comfort. The speeds were somewhat higher and the leaf springs did have interleaf friction which acted as a damper. However, without damping, any spring will continue to oscillate resulting in a wallowing ride and somewhat seasick passengers. As automobiles developed and speeds increased, this situation became unacceptable, as well as unsafe, as it affected handling and control of the vehicle and increased tire wear.

As indicated, the damping provided by interleaf spring friction is limited and variable according to the conditions of the springs and whether wet or dry. There were countless attempts to develop what became the modern shock absorber. Names like Sager, Ideal, Hartford to Lovejoy and Thompson tried everything from a simple rubber cushon to springs enclosed in lubricating oil. Although there were some early attempts at developing hydraulic damping, mechanical dampers such as the Gabriel Snubber and Stromberg Anti-Shox became available in the late 1900s. They used a belt coiled inside a device such that it freely wound in under the action of a coiled spring, but met friction when drawn out.

The friction disk shock absorber was invented by Truffault before 1900 using oiled leather friction surfaces between bronze disks compressed tightly together by adjustable conical springs. These were licensed to several makers including Mors in Europe and 26

This 1927 ad for the Watson Stabilator (from the January, 2007 CCCA Bulletin) certainly had a “Classic” list of applications, but really only functioned in rebound. An axial member inside the case had a coiled flat spring attached whose other end had a small brake drum with the strap attached that is also in contact with another drum formed by the inside of the cover. When the axle hits a bump, the spring retracts and combines with the brakes to slow the rebound of the axle. The impressive list of applications quickly abandoned the device when the double acting hydraulic shock absorbers appeared a few short years later.

Hartford in the U.S. Leather offered good friction characteristics, but were prone to "stiction" when first moved and also failed when overheated. Wood and asbestos disc materials were also tried in different applications. These, at best, provided a constant damping force, no matter what the size or speed of the suspension movement.

With a viscous device using hydraulic oil, the resistance force increased with speed, so providing better damping for larger suspension bumps.

The Telesco Shock Absorber, one of the earliest hydraulic dampers was introduced at the 1912 Olympia Motor Show. It consisted of a spring inside the telescopic unit with oil and an internal valve so that the oil damped in the rebound direction. The first production hydraulic dampers to act on the main leaf spring movement were probably those based on an original concept by Maurice Houdaille patented in 1908 and 1909. These used a lever arm which moved hydraulically damped vanes inside the unit. These did not come into wide use until after World War I and were most commonly used during the Classic Era and consisted of two types.

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Cutaway of the Houdaille double acting shock absorber shows how the valanced piston forces fluid from one working chamber to another.

Cutaway of a typical friction shock absorber showing the layered discs which are compressed together creating friction when the lever arms move.

A Houdaille Lever-Action shock absorber typical of those used on many Classics.

The first was the Houdaille rotary vane type which consisted of a cylindrical oil-filled body, bolted to the chassis with a lever arm attached to the axle through a link. Inside the cylinder, the arm rotated a spindle carrying a vane or paddle with only a small hole in it, through which the hydraulic oil could pass. Resistance to oil flow through the hole provided the damping effect. Packards often used this rotary type up until 1932 when it adopted the second type made

by Delco with a large cast body containing a cylinder and pistons attached to a similar spindle and lever arm. Some versions used a pair of pistons for bump and rebound while others used a single double-acting piston. Flow of hydraulic oil around the piston took place through valves mounted in the body. Separate valves were provided for each direction allowing different resistance to bump and rebound. These valves were sometimes easily adjustable from outside the damper body so the driver could select the ride and handling preferred.

During the late 1930s, the lever arm shock absorber was replaced by the telescopic or direct action shock absorber using a dashpot principal with a system of internal valving and bleeding to dampen spring motion. The telescopic shock absorber dissipates heat more effectively, owing to its larger working volume of fluid and also the better ratio of surface area to fluid volume.

Routine maintenance of Classic Era shock absorbers is not complicated and consists of periodically checking and replenishing fluid levels as required.

A fill plug on the top of the shock absorber allows the level to be checked and fluid added. Some units should not be completely filled, but some space left for expansion when the fluid heats up and

Sectional cutaway of the Houdaille double acting shock absorber showing the various vanes and valves. The needle valve regulates the opening size.

expands during operation. Others must be completely filled since air can mix with the fluid during operation eliminating its damping capability. The Houdaille rotary type shock absorbers generally should have fluid filled to the shaft level or fill hole leaving some air for expansion.

When fluid is added to either type of shock absorber, the lever or strut must be cycled by hand several times to fill all chambers, expel air and more fluid added until operation becomes firm. Some lever types need only have the lever arm disconnected so that it can be cycled by hand while filling. Some of the early Delco and Monroe types must be refilled with fluid on the bench to completely empty and refill with a very precise amount depending on the vehicle application since the amount of fluid is tailored to the specific vehicle performance requirements.

It is important that the correct fluid be used. Most fluids are basically 15 to 30 weight hydraulic oils. Delco units generally use a type of 15 weight hydraulic oil which is available from various suppliers. The Houdaille rotary shocks generally use 30 weight hydraulic oil. British Girling shock absorbers use a specific thin oil (Michigan Region’s Paul Ayres recommends using motorcycle fork oil in shocks. It is available in at least two viscosities so shock performance can be varied and contains anti-foaming agents that other hydraulic oils do not). Needless to say, the service manual for any particular car should be checked for specific maintenance procedures.

Continued on Page 27

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By Rich Ray Photo by Don Wood III

What Might Have Been While working my way through Michael Lamm and Dave Holls' definitive history of American automotive design A Century of Automotive Style, I came across the section on the famous Classic era automobile designer Gordon Miller Buehrig. Buehrig as you are all well aware designed the iconic Cord 810. He also worked for a lot of different automobile companies in his long career and seemed to change jobs like some people change socks. This was certainly not due to a lack of talent or personality. His abilities as an automotive designer are unquestionable and, while I never met the man, everything I read about the man, including his time as an honorary member of the CCCA, says that he was as nice a person as one can come across. And certainly he had a couple of "horses shot out from under him" due to the business failure of his employers. It appears that in many instances, he was just advancing his career.

Earl would have forgotten the entire episode by then and work with the individual as if nothing had happened.

In any event, when Buehrig started his second stint with GM in 1933, Earl was running one of his "blue sky" design competitions between teams of designers. He regularly held these competitions involving a specific design brief to stimulate creativity among the designers. As this particular assignment was being presented, Earl gave the designers a lecture on the importance of the front end, or face, of the automobile. Buehrig chose to challenge Earl's view claiming that the overall form of the body was most important. This was probably not the smartest career move, but he didn't get fired and started work on the assignment, a futuristic four-door sedan design.

To prove his contention about the importance of the overall form of the body over the front end design, Buehrig designed what was essentially the Cord 810, a fastback body with pontoon fenders, hidden headlights and "coffin nose" front end without any conventional grille. This was bold stuff since every car at the time relied on a prominent radiator grille for its identity - even the air cooled Franklin, which did not even have a radiator, had a faux radiator designed into the front end.

He began his career at Gotfredson Body Company in Detroit as an apprentice doing everything from woodworking to drafting. He then moved to LeBaron, then Packard before landing at General Motors Art & Colour section in 1928 shortly after its formation under the legendary Harley Earl. A year later, he jumped to Stutz and then Duesenberg where he worked on Model Js and SJs. Three years later, he was back at General Motors.

General Motors Art & Colour under the temperamental "Misterl" was a wild work environment.

While Mr. Earl was long retired when I worked at GM Styling, colleagues told me war stories about their experiences in that period. One in particular was fired four times by Earl. When Earl fired someone, the HR people would transfer the offender to a remote location in the basement for a period of three to four months until things cooled and then gradually feed him back into the studios.

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Top: Gordon Buehrig’s 1933 General Motors design contest sketches presage the Cord 810.

Above: Gordon Buehrig at work.

After all the competing models were completed, the working designers voted Buehrig's design the one they liked best. The official judges, Earl and other GM top managers, placed his design dead last. One can only speculate on the reasons for this outcome: Earl's pique about front end design or management conservatism since a high volume producer gets too far ahead of its customers tastes at great peril (witness Chrysler AirFlow).

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Later that same year, Duesenberg came calling again and Buehrig left GM, with the discredited drawings in his briefcase, to design a "baby" Duesenberg. He patented the discredited GM design on October 2, 1934 and it eventually emerged as the 1936 Cord 810.

In hindsight, it is seems amazing that General Motors let such a design slip away, especially since just a few years later, GM would be shifting from vertical to horizontal grille themes; a direction that would have been facilitated by Buehrig's design. And in today's corporate environment, it is even more amazing that a designer was able to walk out the door with a design concept developed during his employment and patent it. In later years, designers were never allowed to take any sketches out of the building for any reason and even long after the designs were either on the road or in the trash bin. GM obviously had fewer lawyers back then.

Greg Ornazian’s 1936 Cord 810 Cabriolet certainly reflects Gordon Buehrig’s General Motors sketches.

In any event, what became one of the most instantly recognizable cars ever, the Cord 810, might very well have been a Cadillac 810.

“I’m shocked! Shocked!!” Continued from Page 25

Cutaway of the Delco Double Acting Shock Absorber with internal valves. When the arm is rotated by axle movement, the cam operates against the pistons.

Some of the early seals were not the greatest and leaks were not uncommon. The typical enemy of the shock absorber is dirt which can plug valves causing improper operation as well as defeating the adjustable features where offered. Disassembling the shock absorber and cleaning with kerosene can often solve problems. If seals or valves are defective, some sophisticated machining may be called for and it may be better to have one of the commercial repair companies handle the job. They will either rebuild the shock absorber core or replace it if cores are available.

Shock absorbers have come to play a key role in automotive suspension system. An improperly functioning shock absorber can allow July - August 2016

Above left: Delco Lever action shock absorber. Above right: Delco and Gabriel direct acting or telescoping shock absorbers. Some early direct acting shock absorbers were available with a filler plug and some not.

the vehicle to exhibit poor, even dangerous, ride and handling.

Wheels bouncing over small bunps and spinning while in the air can scuff the tread when they regain contact with the ground as well as decrease traction and fuel economy. Front wheel shimmy and tramp can often be traced to defective shock absorbers. So show those shocks hidden under your Full Classic® some respect, check them regularly and keep things riding smoothly.

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Obituaries:

Marion Clancy Longtime Michigan Region member Marion Clancy passed away April 21, 2016 at Autumn Ridge of Clarkston. Marion was born in Derby, Connecticut in 1918 but found her way to Detroit where she met her future husband, Paul, while both worked at General Motors Ternstedt Division. They married in 1942 before Paul went off to war. After the war, Marion and Paul settled in Royal Oak, Michigan and he joined Ford Motor Company and she raised their four children Barbara, Gail, Paul Jr. and Evie. In 1959, Paul and Marion joined the CCCA as member number 76. Both became active in the Michigan Region and Marion was awarded the Distinguished Woman Award in 1975. Paul won the Region's Participation Award 9 times, but we know that would not have happened without Marion's help. An avid gardener, Marion was a member of the Huntington Woods Garden Club as well as the Study Club and not to mention several Bridge Clubs. Marion will be missed by the Michigan Region and our sympathies go out to the Clancy family.

Above: Marion Clancy appeared as the “Mystery Gal” in the September 1987 Torque magazine game. She is shown with her 1941 Chevrolet (NC) nicknamed “Daisy”

Matthew Boyer Matthew A Boyer, age 18, beloved son of Ralph and Lynn, brother of Jonathon and grandson of Ralph Boyer, Sr. passed away on May 10, 2016. Matt was often seen accompanying his father and grandfather at various Michigan Region CCCA events and helping with their cars. He and his grandfather were building a Model T speedster at the time of his death. We extend our sincere condolences to the Boyer family for this tragic loss.

Above right: Matt and brother Jonathon ride in the rumble seat of grandfather Ralph Boyer Sr.’s Reo at Greenfield Village Right: Matt needs a few more pounds to jack the big GMC truck, but his enthusiasm for cars shows through.

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CM

MY

CMY

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Reader comments on Torque Magazine are appreciated and encouraged. It assures us that someone actually reads it!

This letter is in response to the Katie Robbins appreciation video shown during the National CCCA Annual Meeting in Detroit in January, 2016.

Thanks for sharing this fine tribute to an amazing woman. I would like to relate my first “Katie Experience” (which was truly a “Grand” experience).

I was 15 years-old in the summer of 1970 and my father had entered our 1935 Packard Twelve Club Sedan in the Grand Classic in Dearborn at Greenfield Village. My dad was fooling around with the Twelve getting it ready and I was admiring Katie’s magnificent 1938 Cadillac V-16. My dad was going to be awhile so Katie asked him if it was OK if she gave me a ride from the Dearborn Inn over to the show field in her car. He said that was absolutely fine and off I went – as Katie’s sole rear seat passenger in that massive Fleetwood-bodied town car. It was a great thrill for a 15 year-old with Katie at the wheel as we pulled into Greenfield Village with giving people the “royal wave”. Her husband Jim was already there when we arrived. I would have been fine if that ride had taken an hour!!

That ride from Katie hooked me for life……………….

John MacArthur

Great articles in “The Torque” on Alfa Romeo! I really enjoyed them. A couple years ago I did several articles on sporting Classics for “The Bulletin”. One was on the Mille Miglia and Alfa’s dominance there.

It is actually very interesting that you should publish these now. A few years ago I did a study on the penetration our club has on different marques. We of course have very good penetration on Cadillac, Packard, Lincoln and such, but it drops off dramatically on the sporting cars, such as Alfa or Bugatti, Jaguar and even my beloved Stutz. During my digging I learned the history that we (CCCA) had dropped race cars from Classic status. It is in fact quite crazy as one 8C Alfa is considered a Classic, but another without a full windscreen is not…unless of course it was accepted prior to this rule change. Also ironically, these cars epitomize the best in “fine design, high engineering standards and superior workmanship”, the very definition of a Classic.

I have mentioned this idea to several club members and all feel they would like to see this changed so cars like 8C Alfas, Type 35 Bugattis and even the great Le Mans Bentleys are again welcome at our events. So I will be submitting the paperwork for Full Classsic status be returned to these cars.

Carl Jensen

Well done. National magazine quality. Good to read the discussion on the color of the Speedster (May-June 2016) and I get the impression that the owner would not paint it like that again. Perhaps we are finally moving away from the circus wagons. An interesting note on HP. For much less money, a person could buy a Nash Twin Ignition 8 with 100 hp in 1930, 115 in 1931, and a much lighter car.

Hope you are getting Spring. We are getting wind and dust in El Paso. No rain since February. Thanks again Rich and your crew.

David Fields

New Member Profiles Al Webster Al Webster of Gormley Ontario recently joined the Michigan-Ontario Region, but is no beginner in the collector car hobby. He fell in love with his Dad's 1937 LaSalle when he was learning to drive and has been active in the hobby for the last fifty years . He eventually overcame his infatuation with LaSalles and now owns a 1937 Cord 812 SC Cabriolet (or Sportsman). The beautiful red car is an older restoration that he acquired over forty years ago from Len Immke of Columbus, Ohio. Al is president of Al Webster Classic Cars . He and his wife Joan have two children, Bruce and Susan. We welcome Al and Susan to the Region and look forward to meeting them at some future activities.

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The Steering Column

By Paul Wise

As I was sitting down to write this column, I thought about all the wonderful events that have taken place so far this year in the Michigan Region of Classic Car Club. It started out with the success with the CCCA National Annual Meeting in Novi followed by all the exciting monthly activities that have taken place so far this year. Then just as you think everything is running along smoothly, “Murphy’s Law” prevails. My own experience at the end of April, I went into the hospital for a hip replacement, and everything went well. I started therapy at home. Following the instructions of the therapist, until another problem arose. I ended up back in the hospital again with an Anterior Cervical Fusion in my neck. Currently, I am recovering from this. Just like our Classic Cars, things wear out and have to be replaced.

Fortunately with modern technology repairs on our bodies and cars have come a long way from just a few years ago. It just goes to show you that anything is possible in today’s world!

Happy Motoring,

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Award Winning Restora�ons We pride ourselves in our a�en�on to detail and cra�smanship be it a full restora�on, special car build, par�al restora�on or service work. We have been providing these services since 1987.

Call or visit our 14,000 sq � facility located 30 minutes west of Ann Arbor.

Bob Anzalone R&A Engineeing,Inc 8720 Sharon Hollow Road Manchester, MI 48158 (734)428-1808 Fax(734)428-1807 Email: anzalone61@msm.com Website: www.ra-restora�ons.com

July - August 2016

July - August 2016

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July - August 2016