Classic American June 2015

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Contents June 2015

Regulars

Features

06 12 14 16 18 20 81 85 94 97 102 110 114 116 121 127 138

23 1937 McLaughlin Buick Special 29 1956 Continental Mark II Convertible 34 1967 Pontiac Bonneville 43 Pro Stock Flashback 48 Muscle Car Slapdown 63 1964 Chevrolet Corvair 69 Wheels Day & COTY Report 75 Popham Show 77 Rear Window: 1955 Luxury Cars 91 Secrets of the Buick Bible

News Letters Muscle Car Files Across the Pond From Here to Obscurity Subscription Offer Behind the Wheel Project Pony Reviews Discoveries Events & Cruises Drive Buy Club & Events News Ad Gallery Service Directory Private ClassiďŹ eds Next Month & Credits

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1937 Buick

Words: Mike Renaut Photography: Matt Richardson

John Cody is perhaps not your normal McLaughlin-Buick owner, but then this glorious 1937 Special is not your average old car...

H

ow about this for a great gift from your father? Yes, John Cody did indeed receive this gorgeous 1937 Buick from his dad, who is also named John, although it wasn’t exactly in the condition you see it in now.

“My dad ran a couple of businesses dealing with American cars and he bought this Buick sometime in the Sixties,” explains John Cody junior.

“He’d been after it for a while because he used to see it at a garden centre in Essex, but the owner would never agree to sell it. One day dad saw it advertised in Exchange & Mart for £110; he borrowed £100 from my grandad – big money in those days – and used to smoke about in it.

Trouble was it turned out to have a cracked head. He had gone up to Scotland and bought the head off a ’36 Buick in the Sixties, but when he was working under this one around 1971, it fell on him and nearly killed him, so before long he put it away in the garage.”

John shared his dad’s taste in cars, well almost. “I wanted a 1957 Chevy or Cadillac, but dad said ‘get yourself a real man’s car – get a Buick’. He promised I could have it when I got to 21, but I was in my mid-30s before I finally got the car. I was talking about buying another motorcycle and dad said ‘why don’t you restore the Buick?’ I just thought ‘yeah, why not?’ Although I had it about 15 years before anything more was done. Dad ran an American and continental car breaker’s yard in Hayes, Middlesex, and I used to help him; we broke all sorts of old cars, I remember cutting up a Buick like this one.” Fortunately both Johns have also saved a few: “I’ve got a 1938 Buick as well that’s going to get restored

soon and dad still has a 1934 and a few other nice ones stored away...”

John’s 1937 Buick is a series 40 Special, “the baby Buick on the 122 inch wheelbase.” Beneath the front of that five passenger touring sedan with trunk back coachwork beats a straight-eight engine of 248cu in bolted to a three-speed gearbox. If you’ve spotted the Buick’s right-hand drive then you’ll likely have guessed correctly that it was born in Canada, and there are no points for deducing it was imported via Lendrum and Hartman Ltd of London.

The original logbook has sadly been lost over the years, but John knows the car was first registered on April 1, 1937, and believes it went to an owner in Berkshire. Somehow it survived the war unscathed: “My other Buick has traces of olive drab underneath the paint,” laughs John.❯❯

Owner: John Cody.

These Canadian Buicks were very fashionable before the Second World War.

Buick of Canada

To be strictly accurate John’s car is a McLaughlin-Buick.

Formed in 1876 as McLaughlin Carriage Company, the firm began building cars in 1907 as part of a 15 year deal with Buick wherein Buick supplied chassis for McLaughlin bodies.

After a Buick won the first race at the Indianapolis in 1909, McLaughlin’s advertising men rushed to cash in on the Buick badge and persuaded management to change the car’s name from McLaughlin to Buick. As sales later declined, the cars were rechristened McLaughlin-Buicks. In 1915 they began producing Chevrolets and in 1918 McLaughlin sold the business to General Motors of Canada.

Gradually the decision-making power shifted to Detroit and the cars were known as McLaughlin-Buick until 1942, but after the war reverted back to simply Buick.

General Motors of Canada Limited wasn’t having a great time in the Thirties. From the 104,198 vehicles produced in 1928, the Oshawa based automaker dropped to 19,565 cars and trucks built in 1932 – mixed in were 2026

“Mclaughlin Buicks were positioned aBove the Mid-range, Mid-priced oldsMoBiles, But just Below la salle...”

320cu in straight eight motor.

McLaughlin-Buick passenger cars. Production inched upward in 1933 to 2382 units then 4091 in 1934. The final production figure for 1935 dropped to 2272, until new art deco styling spurred sales in 1936 and 4722 McLaughlinBuicks rolled out of the door.

The public met the 1937 McLaughlin-Buicks in November of 1936. Despite already being all-new, Buick made further changes for the 37 model year. The grille was split with teardrop headlights on either side, wipers were now cowl-mounted and the radio aerial was embedded in the running board. The body height was lowered by 1.5 inches, but a corresponding 2.5 inch drop in the floor meant interior space improved. The valve-in-head straight-eight engine was quieter and safety glass was used all around.

McLaughlin-Buicks were positioned above the mid-range, mid-priced Oldsmobiles, but just below LaSalle, and came in four series for 1937. The entry level Special started with the $1055 sport coupe with folding opera seats. A fivepassenger coach with trunk, five-passenger sedan with trunk and four-passenger convertible with rumble seat were all priced similarly and powered by a unique-to-the-Special 248cu in, 100bhp straight-eight. The larger Century came in a 126 inch wheelbase as a five-passenger coach or sedan, or four-passenger convertible coupe with rumble seat.

Under the bonnet was a 320cu in engine that was shared with the rest of the range. Next model up was Roadmaster; a 131 inch wheelbase six-seater, four-door convertible would have set you back $2050. Finally on a 138 inch wheelbase was the Limited; seating eight it came as a Sedan with trunk or as Imperial Sedan with trunk, but was rarely seen.

Options were few and included radio, fog lights, white sidewall tyres, heater – with or without windshield defroster – and dual sidemount (spare wheel) fenders.

General Motors built 6880 McLaughlin-Buicks for the 1937 calendar year, but a faltering economy from then on meant that was to be the best sales year for a while.

There’s something special about a man who owns a Chris Craft Continental boat, Porsche 356 Continental, a massive Lincoln Continental sedan and this – a 1956 Continental Mark II with coachwork by Hess and Eisenhardt, just one of two built.

S

ome cars were destined to become classic and iconic from the day that they were introduced. When it comes to cars of the early postwar era, the 1956 and 1957 Continental Mark II certainly fit into that category; the Continental Mark II was a bold move on the part of the Ford Motor Company.

The design brief was simple: simply to build the finest motor car in America – one that could go head-to-head with the world’s finest such as those from Rolls-Royce and Mercedes-Benz.

To this end, with 60 years of history now in the rear-view mirror, Ford succeeded. But at the time, it was a money-losing proposition for the Ford Motor Company with only 3005 cars, according to records, built from late 1955 to when Ford ceased production at the end of 1957. It’s been repeated many times that Ford lost more than $1000 on each car it sold. In reality, the actual number was probably far higher.

The Continental Mark II involved the formation of a new division to design and produce the car. It was a bespoke design, sharing little with the mainstream Lincoln models of its

1956 Continental Mark II

Words and Photography: Richard Truesdell

era (often people mistakenly refer to the Continental Mark II as a Lincoln, but it was a marque unto its own from the start) save for its drive train. But even that was unique, as each Continental engine was hand built from the closest-matched components to exacting specification, befitting its position as the finest motor car built by the Ford Motor Company.

To ensure quality, each Continental Mark II had to pass an unprecedented seven-step quality control programme and internal Ford studies indicated that it would take twice as many man-hours to build each Continental Mark II compared to a conventional Lincoln.

Unusual for its time, rather than getting its debut at a major US auto show in New York, Detroit or Chicago, Ford chose to introduce the Continental Mark II at the 1955 Paris Auto Show. This was entirely in keeping with its restrained, almost European styling. The Continental Mark II was owned by many celebrities of its time, including Frank Sinatra, Elvis Presley and Elizabeth Taylor, as well as international leaders such as the Shah of Iran. ❯❯

Before the Continental Mark II was introduced, there were plans, far along, to offer a retractable hardtop version.

Internal studies indicated that potential owners were willing to pay as much as $2500 above the Continental Mark II’s projected $10,000 price (more than $85,000 in today’s dollars) for a retractable hardtop. Ultimately, this was abandoned, as the Continental Mark II was only produced for two years. But Ford was able to use its investment in developing the retractable hardtop mechanism for the Continental Mark II for the 1957-1959 Ford Skyliner.

Famed coachbuilders

With that as the background, then what are you to make of the car here, a 1956 Continental Mark II convertible? This rare car is owned by Barry and Glynette Wolk of Farmington Hills, Michigan.

It was built by the famed American coachbuilder Hess and Eisenhardt, best known for the series of Lincoln Continental presidential limousines it created, including the one in which John F Kennedy was riding when he was assassinated in Dallas, Texas, on November 22, 1963.

This is one of just two Continental Mark II convertibles built. Both had suffered previous damage and then were delivered to Hess and Eisenhardt for conversion into convertibles, a body style that was also planned for the Continental Mark II series. A third car was damaged, but was likely scrapped as it had a dash fire too.

Barry explains the process: “No factory convertibles were ever made. Hess and Eisenhardt took the bodies off the 300bhp 368 cu in V8 engine.

“The ConTinenTal Mark ii was owned by Many CelebriTies of iTs TiMe, inCluding frank sinaTra, elvis Presley and elizabeTh Taylor, as well as The shah of iran...”

chassis (the Continental Mark II was of body-on-frame construction; it was not of unibody construction which was introduced with the 1958 Lincolns) and strengthened them by adding carefully 3⁄16in steel plates and stitch-welded it the length of the top and bottom of the frame rails and steel tubing installed as X-bracing.

“The body was reinstalled before the top was removed.

Firm mounting points were built to attach the convertible top and stabilise the B-pillar. The top bows were artfully crafted and chromed and covered originally in black vinyl.

My car now has a medium-blue Hartz cloth top. The rest of the car is stock Continental Mark II.” At the time the marketing department of the Ford Motor Company was based in Chicago, which is where the cars ended up. Barry notes that on each production order they were designated as an ‘introductory unit’, a car specifically built to sit on the showroom floor of select Lincoln dealerships to show the public what the new Continental Mark II would look like. These cars were not to be sold until the pipeline had been filled. They weren’t even to be test driven.

In researching the car’s history, Barry was able to determine that his car passed through several people’s hands over the years: “What is known is that the car was shipped to a dealer in Chicago that refused shipment because the car had been damaged by the very fleece bag it was shipped in to protect it,” says Barry.

“The Chicago office Continental files contained a letter asking how such damage could occur on such a short trip from Allen Park, Michigan, to Chicago. Apparently the bag Tasteful two-toned buttoned leather interior.

Eponymous Continental wheel detail in trunk lid.

Bill Jenkins was on e of the true pione ers of the Pro Sto match racer which ck class and in 19 led to the formatio 69 he ran this car n of the new NHRA which he won in thi as a ‘heads-up’ class starting in 19 s 1968 Camaro. It 70 at the Winterna was filled with a 42 estimated 680bhp tio 7cu in ‘rat motor’ ) and simple tracti Chevrolet power pla nals, on bar rear suspen seconds and a 9.9 sion, nt (with an 9 run, defeating Ro nnie Sox’s 10.12. He producing two different passes of Chrysler cars then 9.98 wo came on strong an d went on to win the n the first two major events; howe ver, the majority of the rac es for the next tw o seasons.

Photo Flashback:

Wonder Years of Pro Stock Jim Maxwell takes a nostalgic look at the Pro Stock’s wonder years…

A

s a result of the huge popularity of ‘heads-up’ Super Stock and ‘A’ Modified Production racing (where there was no handicap racing, just two cars staging and running down the track to see who was quickest), the Pro Stock class came to life in late 1969, with its actual debut at the 1970 NHRA Winternationals at Pomona.

Initial rules were simple: roll bar, minimum weight 2700lb; big-block engines where cars ran at 7.00 per cu in and the use of glass-fibre hood and front fenders, hood scoop, deck lid allowed.

Reporter Lee Kelly said this after the debut of the cars at that first race: “There’ll be some out-of-sight racing from here on, and thank goodness that there’ll be no more brake lights.” The general idea was an even playing field for all makes and models and the following pictorial shows how the class changed and evolved through the early years. The Pro Stockers at the start were actually based on real cars (no tube chassis design) unlike today’s purpose-built projectiles that don’t really look like anything that would roll out of a new car showroom.

While the vast majority of Pro Stock racers were from the United States, there were a few Canadians who got involved in the class. Shown here is John Petrie, who was a serious racer from north of the border who ran this Duster in races all over both Canada and the US with a best time of 9.83 seconds at 144mph. The big Hemi ran a pair of 4500-series Holley carburettors and many of the same tuning tricks as the American Mopar counterparts. Petrie hailed from Bay Ridges, Ontario, Canada.

classic-american.com 43

Stock their 1970 Pro ite’ tin and here’s ar wh M in & y x od So ‘b s a , wa ag race team using two cars ’s dr ilt am bu ain te y e m all th ’s tu th m ac ou fro s Chrysler-Plym sful. The car wa room, and preparation used o Stocker in Pr s very succes t ow wa es sh at a ick th m qu a fro e ud ’C uda This car was th mical milling to a real Hemi ’C k combination. id-dipped (che bare shell plus m Super Stoc body being ac fro e th ula to rm . ed fo ng at Ki winning was tre wrench Jake lar basis and it ion by the head 1970 on a regu treme preparat ex d an ) ht ig reduce we

For 1970 ‘Dandy Dick’ Landy debuted this new Dodge Challenger for the Pro Stock class and with it he developed the use of running two sparks per cylinder. Thr ough his connection with the Dodge factory they were able to convince the NHRA to make the 16-plug heads legal for the class. It res ulted in the sliver and red machine dipping into the 9.7-second zone.

of ick was a body The Ford Maver racers and k oc St o Pr r fo choice indale Loehr car at Irw here’s the Dick . Other big 70 19 rly ea in Raceway were the body style names running die Ed , on ols ch ‘Dyno Don’ Ni h (who d Gapp & Rous Schartman, an car like or do otw a th actually ran bo oor d and a four-d at the one picture ‘Tijuana Taxi’ th e th d lle ca version e 110-in long th of e ag nt va took ad e 1974 rules). wheelbase of th

This is a 1970 Plymouth Barracuda that ran out of St Paul, Minnesota, belonging to John Hagen i (who also ran a ’68 Hem in ’Cuda Super Stock seen t the picture). Hagen wen on to run some serious top end speeds with his later Hemi-powered P/S cars, and his crew chief became very famous in modern-era drag racing: champion Greg Anderson.

opened up the Pro Stock For the 1972 season NHRA cars to compete. Bill ller sma , new the w allo rules to a 331cu in small block (a with a Veg vy Che a t Jenkins buil a pair of Holley 660with e) rbor ove h 327 with 0.24-inc a 60 and Watts Dan with ssis cha cfm carbs, a tube ination against the dom ant inst linkage, and there was n winning. His engine bee had larger, heavier Mopars that ing 1.8 horsepower hav car his building savvy resulted in i Right out of the gate this min . time the at inch ic cub per t everybody in sight! His bea he as s 9.60 ran ker Pro Stoc while the more powerful Vega ran at 6.75lb per cu in nds per cubic inch, and pou 7.25 gh Hemis had to wei beating Grump’s of nce cha a they didn’t stand ll car. sma ) lightweight (2200-pound

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The Chrysler 426 Hemi was the most powerful engine at the launch of the class and part of the reason was the Weiand tunnel ram intake manifolds that replaced the outdated A990 cross-ram manifold, plus the use of a new Chrysler developed 725-series race camshaft. This is an early shot of a P/S Hemi and soon after the switch took place to dual distributors and twin spark plugs per cylinder.

The NHRA ‘rewarded’ Dodge and Plymouth racers with increased weight (an 1 additional ⁄4lb per cu in) as a penalty for their domination for the 1972 season.

THE PATRIOT:

1970 chevrolet chevelle ss 350

Small dogs usually have the loudest bark and the Chevelle is definitely the ill-tempered underdog of this test.

What with its hot-rodded small block motor, straight-line directional stability and “is that all you’ve got attitude?” the 1970 Chevrolet Chevelle has an excellent following and fan base among America’s petrol heads. The 396 series engine, a 6.5 litre V8, enjoys a cult status as an affordable, yet powerful motor. The SS (Super Sport) 396 kept the same cubic-in derived name, but actually had a larger displacement.

While other manufacturers were experimenting with radical names, colours and designs, Chevrolet kept things, externally at least, much more conventional, but still found a

method for reeling in the younger punters: more power!

The ultimate embodiment of the range arrived in 1970 with introduction of the 360bhp 454cu in V8, which was also highly suited to ‘tweaking’. Of course, the addition of the LS6 version with its forged crankshaft and con rods, aluminium pistons, high compression, larger intake ports and aluminum intake manifold meant 450bhp was achievable.

This car illustrates how the Chevy is viewed to this day. Why buy the relatively expensive muscle car flagships from the other brands with all their fancy (and pricey) factory options when you could buy the Chevy and modify it yourself?

Thousands of street racers did precisely that and still do so now. So our car may have started out as a plain Jane Chevelle Malibu but it is now effectively a full-on SS (or a ‘tribute’ as they’re known). You could, for the purposes of this test, call

1970 chevrolet chevelle ss 350 (tribute)

Capacity: 350cu in / 5736cc Horsepower: 400bhp Gearbox: Auto Weight: 4189lb Acceleration: 0-62mph: 9 seconds Value: £16,000 Length: 198 inches

this cheating, but in reality it only reflects how these cars have always competed against each other.

So, fall into the comfortable leatherette seats of the Chevelle and the small-block V8 awakens into a surprisingly fast, raspy idle. That comes from the ‘stroking’ that has been done to this engine, which is to say longer connecting rods and shorter pistons, which in turn allow higher internal velocities and therefore more horsepower – apparently more than 400 in this case.

Floor the loud pedal and it roars like a jet, the TH700R4 transmission just about contains the tsunami of power and the Chevelle powers away hard. If there were any questions why America’s patriotic petrol heads love Chevys so much they’ve all just been answered.

This particular Chevelle, when compared with the others here, might as well be a sports car. With its taut suspension, upgraded anti-roll bars and by far the most accurate steering, it is the only one here that relishes the corners as much as the straights – a real street racer. ❯❯

classic-american.com 59

The first in a new occasional series where we get into our Classic American time machine and wind the dial back a few decades and look at what automotive delights were on offer from the Motor City… This time the year is 1955 and we’re looking at the cream of the crop: luxury cars.

F

or the car buyer with serious money to spend, 1955 offers more choice than ever. The established names are still here, of course, but now there is a fourth option for those looking for a way of standing out from the crowd – let’s begin there…

CadillaC

imperial

Chrysler has offered the Imperial line as its top-priced car for many years, but now Imperial has become its own brand, marketed independently of Chrysler through both established and new dealers.

The car too is quite distinctive from the Chrysler models, despite sharing their body shell: entirely different from both front and rear, the styling sets out to be imposing with a bold divided grille and rather startling gun-sight tail-lights set on top of the rear fenders. Inside, all the materials

used are of the finest available quality and interior room benefits from the longer, unique 130-inch wheelbase. Engine is the same Chrysler 331cu in unit offering 250hp; transmission is by Powerflite automatic as standard; and almost everything else is standard too – the only significant option is air conditioning. There are no series designations, your choices are the four-door sedan or the Newport hardtop coupe – prices are $4483 and $4720 respectively.

Target for the Imperial, and indeed for its other competitors, is Cadillac: For 1955 the Cadillac is a mildly revised version of the ’54 offering, with a more imposing frontal appearance but little other change. The 331cu in engine and Hydramatic transmission are unchanged too – you have a wider choice of models, with the 62 Series offering the sedan, hardtop and convertible and the optioned-up Coupe de Ville hardtop. Prices at $3882-4430 are below Imperial’s, but remember you’re going to pay extra for some of what you get for free there. There’s the sporty Eldorado convertible too, with its higheroutput engine and unique, spectacular fins, at a whopping $6286, and the top-choice sedan in the Fleetwood 60 Special on the longest chassis in the field at 133 inches, priced at $4728, slightly above the Imperial sedan.

LincoLn

Rounding out the luxury offerings from the big-three corporations is Lincoln – maybe the poor relation in some respects on its ‘tiny’ 123in chassis and distinctly Ford-related styling. But the ’55 Lincoln has really tried to become something better and more modern-looking with the old body undergoing a considerable and very effective restyling. A new, cleaner and more stylish front end, a sleeker look from the side and swept-back rear fenders make for a car that looks longer than it is and can hold its head up, appearance-wise, alongside a Cadillac. The engine is bored out to 341cu in, 10 more than Cadillac’s, and at last Lincoln has its own automatic transmission, saving the humiliation of having to buy in GM Hydramatic units. Turbo-Drive is an in-house three-speed trans. And the prices have to be attractive: the cheaper Custom sedan and hardtop cost $3563 or $3666, the Capri versions $3752 or $3910 – only the Capri convertible gets over the $4000 mark.

Packard

And finally, in the ’55 models, Packard has really made its comeback into the luxury car field. The early postwar cars with the lack of the old Senior lines might have been a disappointment to many. Since 1951 the Patrician and then the Caribbean have seen the brand getting back to where it belongs with superbly built and finely finished cars – but the all-new ’55 Senior models are right back where they should be.

Like Imperial, the choices are limited: the Patrician sedan, Four Hundred hardtop coupe or Caribbean convertible. Prices are competitive at $3890, $3920 or $5932 when you look at what you get for your money. And at last the old side-valve engines are gone – the new V8 is the biggest in the industry at 352cu in; power output is 260bhp, with the most powerful engine anywhere in the 275bhp Caribbean, making it sound like a serious competitor for the more expensive Eldorado.

The Ultramatic trans has been revised as well for smoother operation, but the big news is the astonishing suspension system.

No more coil or leaf springs, the axles are mounted on chassis-long torsion bars which transmit movement from front to rear as they flex, making the car seem to glide over irregularities in the road surface.

And to be even more clever, additional torsion bars working on the rear wheels only are attached to sensors and electric motors which ‘wind-up’ the springs as load is added to the rear of the car, levelling out the ride height whatever the weight on

78 classic-american.com

board. Packard has to be the most technically advanced luxury car on offer, certainly in the US and maybe even in the world. The new styling on the 127in chassis is very striking, with enormously long straight lines and aggressively angled front and rear shapes; triple-colour paint is available across the line, making them look even longer.

Packard is alone among luxury marques in also offering another line of cars in the Clipper series. It may be arguable that the Clipper affects the status of the senior cars with its cheaper pricing, but the appearance of the new models is quite distinctive from any angle, although the general shape is closely similar. With only Studebaker as a low-price corporate brand to subsidise the luxury line (and that unlikely given Stude’s suspect financial position), the medium-price Clipper is essential to Packard’s ongoing survival. So, if money’s no object, there are your choices. Take a trip with your chequebook around your local Cadillac, Imperial, Lincoln and Packard dealers and decide which of America’s top cars takes your fancy.

Words: Steve Miles

On sale: June 18

Next

Month 1955 Pontiac

Hudson Trio

Project Falcon – finally takes flight!

1965 Big Block Corvette

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