Classic American - December 2013 - Sample Edition

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nts Contents

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Claî?˛ic American

Christmas Chri Gift Guide

December 2013

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38 Regulars 6 12 14 16 18

News Letters Tony Oksien Across the Pond From Here to Obscurity 20 Subscription Offer 79 Discoveries 87 Drive Buy 91 Reviews 94 Readers’ Rides 96 Ad Gallery 98 Merchandise 100 Back Issues 102 Club News 104 Events & Cruises 107 Service Directory 111 Private Classifieds 120 Tex Trubshaw 122 Next Month & Credits

Features

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22 1970 Chevrolet Monte Carlo 28 1959 Cadillac Coupe de Ville 32 1961 Ford Starliner 38 1965 Oldsmobile Starfire 43 New Car Test Drive: Chrysler 300 48 Meteor Dry Lakes Roadster 55 Classic American Xmas Gift Guide 60 ‘What If?’ cars 67 Tech Feature: Reupholstering 73 Show Report: Prescott Autumn Classic Event 83 Vintage Style Bettina Scarlett 87 Drive Buy: 1963 Ford Galaxie 500

classic-american.com 5

Brian Stone’s 1959 Cadillac Series 62 Coupe de Ville, may represent the apex of the America’s fad for tailfins in the Fifties, but as Paul Bussey discovers, there’s more to this beauty than the fins out back…

Words and Photography: Paul Bussey

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Chromed air cleaner and rocker covers add bling.

Seats and aerial are power operated.

Period accessories are always a nice touch.

Detail of rear panel above the bumper.

L

ove ’em or hate ’em, there’s simply no ignoring the ’59 Cadillac. It features the most spectacularly flamboyant wild fins, which had reached their zenith that year, complete with twin bullet tail-lights, not to mention the car’s huge amount of chrome and low, wide styling. Some thought they were awful, while others revelled in the flamboyance of their ostentatious styling. Indeed, in celebration of the 1959 Cadillac, the US Postal Service issued a stamp depicting the rear fin of the ’59 Cadillac, which was designed by Bill Nelson of Richmond, Virginia, used on pre-sorted postcards, and had a face value of 15 cents.

There’s been nothing like the ’59 Caddy fin since, it has become a styling icon and for many marks the end of an era; two years later, the fins were becoming much more restrained, and by 1964 they had virtually disappeared. However, today, half a century later, big fins are considered cult, cool, hip… call it what you like, but the ’59s are very collectable.

With the underpinnings of an X-frame chassis, and all round coil suspension, the ’59 all steel bodied Cadillac was powered by a 390cu in V8

Dash clock.

engine rated at 325bhp in stock tune with a Carter four-barrel carburettor, and coupled to a Hydra-Matic three-speed automatic transmission that offered an abundance of power with a silky smooth delivery. The lavishly appointed interior included a power operated seat, electric windows, two-speed wipers, air conditioning and an Autronic eye for automatic headlight dipping.

The boot was as cavernous as they came with room for absolutely everything.

Brian Stone has owned his 1959 Cadillac Coupe de Ville for 10 years, which is a stablemate for his 1957 Chevrolet Bel Air. He’s an enthusiast who definitely has a penchant for fins ’n’ chrome. Brian isn’t what you’d refer to as a quintessential ‘petrol head’ and he’s not that much of a DIY kind of guy when it comes to mechanics and maintenance.

Rather, he likes his cars purely for their attractive styling, rather than their collectability and admits that when he purchased the cars, he had no idea at all about their valued status with collectors: “At the time I wasn’t really into American cars, but knew I wanted to purchase

something a little different. I saw the ’59 Cadillac advertised for sale in the back of Classic American and noticed that it had only recently been imported from America by Gary Darby who lived quite locally to me.”

Indeed, Gary was only about 12 miles away as the crow flies, so purchasing the car was pretty straightforward. There were no transatlantic telephone calls, emails, money transfers, prepurchase inspections, shipping arrangements or any of the other hassles associated with buying from America; just a short drive, view and buy.

If only all American car purchases were that simple and straightforward.

Brian was only the Cadillac’s third owner from new, and having managed to contact its second owner in the USA, he was able to find out a little bit of its history. “I was told that it was purchased brand new by a judge living in New York State,” explains Brian. “It’s not known exactly how many years he owned it, but he always kept it in a barn over the winter months during which time it never ventured out on the road. He eventually ›

classic-american.com 29

60 models, Ford’s After the radical styling of the 19 hing of a return to the 1961 models represented sometlooks at a 1961 Ford old school styling. David Temple rn’s styling U-turn…

Starliner that epitomises Dearbo : David Words & Photography

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W Temple

T

he 1961 full-sized Fords marked a return to a style Ford called the Classic Look. These models with their new sheet metal from the beltline down were styled to resemble the very popular 1957 and 1959 Fords with conservative fins and large, round tail-lights. This was in stark contrast to the styling of the 1960 models which were hurriedly redesigned in response to a sneak peak at what Chevy was planning for 1959.

Ford’s management found that radical styling was not the way to go. Chevy had to tone down for 1960 and Ford’s sales of its 1960 models fell from those of the prior model year. The Ford Dealer Magazine dated September/October 1960 explained the new look this way: “In a year when heavy emphasis is being placed on the loyalty of Ford owners – when every effort is being expended to build friends for Ford – the Classic Look, so well accepted in the past, has been restored to the 1961 Ford. It’s literally custom built to win friends and keep them.”

The wording almost seemed like an apology for the look of the 1960 models which were at the time perceived as too radically styled by many. Styling of the 1961 models won the approval of the internationally recognised fashion authority, Centro per L’Alta Moda Italiana; that organisation gave the 1961 Fords their award for “functional expression of classic beauty”.

Despite being “literally custom built to win friends” and the styling award, the 1961 full-size line-up did not surpass the sales figures attained for 1960; instead production dropped further.

Total production fell by more than 119,500 units as an economic recession plagued the auto industry. The recession, however, does not fully account for the lower sales. Even though Chevy sales dropped by about 200,000 units, it still managed to sell over 400,000 more full-sized cars than Ford did that model year.

The contemporary automotive publications of the day had many favourable comments about the big Fords for 1961. In its October 1960 issue, CARS

magazine said its test drive of a Fairlane Town Sedan showed it “to reflect a logical and comfortable concept of automobile design. A happy combination of good taste, comfort and safety, the car stands an excellent chance of leadership in a class that’s a little above the compact idea, but considerably below that of the all-out luxury extremes”.

The March 1961 issue of Motor Life gave this opinion in regard to the revised styling: “Many design features from 1960 have been retained, but with sufficient changes to make this Ford’s most attractive car in two years.” Its road test went on to say: “Front and rear end treatment is distinctive and different, and gives the car more of a ‘Ford look’ than its predecessor. From the indented horizontal grille, massive wraparound bumper and dual headlights to the subdued rear fins and circular tail-lights, the car is clean, sleek and crisp… the entire car is better proportioned.”

Inches were trimmed from the overall length and width of the 1961 big Fords as compared to the 1960 models. Overall length decreased to 209.9in and overall width spanned 79.9in.

Interior dimensions were unaffected by these changes. Overall height measurements for the models remained unchanged as they did for the wheelbase, front tread and rear tread. Along with the reduced dimensions went a small weight decrease of roughly 50 pounds per model. ❯

There is no shortage of wonderful old cars out there but on their own, they are just a collection of bits of metal. It is the stories behind them and the people who have built, owned and used them that breathe life into them and make them so interesting; take this 1939 Meteor dry lakes roadster for example, it has quite a story to tell‌ Dick with original Ford V8 version.

Dick, Carl, George and friends (left to right).

La Salle V8 replaced original Ford V8.

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t’s a fair bet that you won’t have seen this car before. It’s a one off special, built in 1939, but just three years later it was stored away and didn’t resurface until 2003. The car itself is interesting but the story behind it even more so.

It is owned by Walter Nakamua of California who told me: “It was built in 1939 by a clever young guy called Alfred Churchill. My father George, who was then 20, his best pals Dick Phippen and Carl Hoogoian, and Alfred all lived in the Culver City area of Southern California, a few miles inland of Santa Monica which is on the coast. Hot rodding was still in its infancy and a lot of hot rodders and tuners came from that area. Alfred built this car himself at his home and it incorporates parts from many different cars, plus a load of aircraft bits. The chassis is very substantial, most likely a Ford Model T truck and

the superstructure is a birdcage made of pieces of angle iron, not tubing. The whole two seater body, including a fully enclosed underbelly is made up from dozens of hand formed aluminium panels riveted together. Even the headlights are hidden behind removable aluminium covers.

“There is a strong aircraft influence on the car in the aerodynamic design, in the materials used and the method of construction. Douglas Aircraft was based in Santa Monica and it sold off surplus parts and materials for pennies. That’s where the aluminium panels came from, which were riveted together with flat head rivets, just like in aircraft construction. It has a steering wheel from a Douglas and the rear tyres are from a dive bomber. Even the original upholstery was made from patches of different coloured leather from

Douglas aircraft seats. Most of the hot rods at the time were Ford Model T or Model A with four cylinder motors. Alfred fitted this with a flathead Ford V8. Many people think it’s a drop tank from an aircraft but this car is 15ft long and it’s a two seater roadster, so it’s much larger than a drop tank.”

Alfred caused quite a stir when he drove his new creation, which he called ‘The Meteor’, on the streets. Incidentally, the term hot rod was not coined until after the Second World War. However, this was not intended to be a show car.

Alfred wanted to prove its worth on California’s dry lakes in the Mojave Desert. Lake Muroc, about 100 miles away, had been used for speed trials for many years by numerous car clubs and organisations. Walter says that in 1939 just 29 cars broke through the magic 100mph barrier ❯

George’s son Walter with the aviation based Meteor.

classic-american.com 49

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