He had written for Old Autos since its beginning and it was always nice for us to hear, “Your Dad is Bill Vance? I love his column in Old Autos.” Dad was very proud to be able to offer his faithful, loyal and knowledgeable readers regular columns which were not only engaging and accessible, but also historically accurate and well-written. He was supremely grateful to have been given that opportunity and he devotedly wrote for you, his dear readers, until the very end of his life, even editing from a laptop in a hospital bed before coming home in the last few days. I think you would agree that upon finishing one of his pieces you would invariably think, “Gee, that’s so interesting!”

He had a feeling of peace that he had written for people who enjoyed his writing and appreciated so much the work of the staff at the newspapers that carried his column. He was editor of the Canadian consumer magazine Carguide for three years and his memberships include the Automobile Journalists Association of Canada (Charter Member) and the Society of Automotive Historians. He was one of three Canadian journalists invited to join the Amsterdam-based international ‘Car of the Century’ jury that chose the Model T Ford as the 20th century’s most significant car. He wrote three books on automotive history, Reflections on Automotive History, Volumes I, II, and III.

His grandsons will work to find a good home for his incredible and hard-to-surpass automotive history library. Almost without exception, Dad took all of the photos which accompanied his columns and he leaves behind a photo library that is a testament to his dedication and meticulous organizational skills. Dad’s favourite car was the Mercedes-Benz 300SL and so here is that column, originally written in 2015.

Rest in peace, Dad and thank you for all you gave us.

— With gratitude,

The Family of Bill Vance

— — —

Following the Second World War’s devastation, Germany’s Daimler-Benz, manufacturer of Mercedes-Benz cars and trucks, took until 1951 to introduce its all-new post-war 220 and 300 sedans. With modern passenger models in production, the company felt ready to pursue some of its pre-war racing glory.

Daimler-Benz and German rival Auto-Union had been almost invincible in 1930s Grand Prix racing. But war had taken its toll and by the early 1950s D-B still wasn’t financially or technically ready to return to Grand prix competition.

As an interim measure it created a sports racer using M-B 300 sedan components. The 300 was not adaptable to racing, but its driveline and chassis components were robust enough for competition. The 3.0 litre single overhead cam, 12-valve, short-stroke, inline six’s sturdy forged steel crankshaft was fully counterweighted and ran in seven generous main bearings.

An aluminum bodied coupe, with a low aerodynamic drag (0.25 coefficient of drag) was created, designated the 300SL (for 3.0 litres, Sport and Light).

Since the sedan frame was too heavy, a bridge-like “space frame” was fabricated from small diameter tubes. This was strong and light, but extended halfway up the sides of the car, precluding the use of regular doors. The designers, therefore, raised the bottoms of the doors and extended the tops into the reinforced roof where they were hinged near the middle of the car and raised vertically. Quickly dubbed gullwing doors, they were the 300SL’s most striking and imitated feature. A solution to an engineering problem turned into an iconic styling signature.

The high sills made entry and exit awkward, so to ease driver entry the steering wheel tilted down. Once inside it was snug and comfortable compared with open sports cars and had excellent visibility.

The 300 sedan’s 2,996 cc modestly stressed engine produced just 115 horsepower at 4,600 rpm. But it was strong enough to reliably develop more than double that; when the production 300SL was introduced it was rated at 240 horsepower. Carburetors were used during development, but the production model got Bosch mechanical fuel injection, the world’s first four-stroke, gasoline-engine production car to have this feature. It also got racing-type dry-sump lubrication and to clear the low hood, the engine was tilted 50 degrees to the left.

The 300SL quickly made its mark in competition, winning, among others, the 1952 LeMans, France, 24-hour race and Carrera Panamericana (Mexican Road Race). It was also successful in rallying.

After pointing the way to D-B’s return to Grand Prix racing, the 300SL would likely have been relegated to D-B’s museum like other M-B racers. Before this occurred, however, events took a turn with the intervention of Max Hoffman, Mercedes-Benz’s New York-based American distributor. Hoffman was the imported car czar of the United States. He had keen marketing sense and his Manhattan dealership sold everything from Volkswagens to Rolls-Royces.

Hoffman became a Mercedes distributor in 1952 and when he saw the Mercedes-Benz 300SL sports racing car, he knew it would sell in America. He implored D-B to make it a production model and backed up his conviction by ordering 1,000 of them. The opportunity was too good for D-B to pass up.

The production Mercedes-Benz 300SL gullwing coupe and less potent four-cylinder 190SL convertible, made their debut at the New York Auto Show in February, 1954. The 300SL was a sensation with the public and motoring press and production began in the summer of 1954.

The 300SL fulfilled its performance promise. Road & Track (4/1955) reported the 1,229 kg (2,710 lb) coupe accelerated from zero to 97 km/h (60 mph) in 7.4 seconds and to 161 (100) in a mere 17.2 seconds. It reached a two-way top speed average of 216 km/h (134.2 mph). R&T called it “. . . the ultimate as an all-round sports car,” concluding that, “The sports car of the future is here today.”

The 300SL had a hefty price – some $8,000 – a lot of money when a new Cadillac could be had for $5,000. This, in part, is probably why only 1,400 gullwing coupes were produced from 1954 to 1957.

It was replaced by a roadster with a frame modified to allow conventional doors and with D-B’s low-pivot rear swing axle assembly replacing the traditional swing axles. Four-wheel disc brakes came in 1961 and the roadster remained in production until 1963; 1,858 were built.

The Mercedes-Benz 300SLs left an indelible impression, because it had everything. Fuel injection was a significant engineering advance. It had outstanding performance, impeccable racing credentials and the cachet of those gullwing doors, which M-B recently reincarnated in its SLS model.

The 300SL is one of history’s great automobiles, even though it was not originally intended for production. It has become a very sought after and expensive collectible.

— — —

Rest in Peace our dear friend – you will forever be missed.  — Old Autos Family

— — —

Obituary

WILLIAM “BILL” GORDON VANCE

November 19, 1935 –

September 19, 2022

Loved and held by his family, Bill Vance passed into God’s sheltering wings at home by the fire, amidst his books, on Monday September 19, 2022, with gratitude for his life. Bill is survived by his adoring wife Beth of 35 years, by his children Andrew Vance, Rev. Dianne (Jim) Everitt and Susan Vance (Marc Serrett) who respected and loved him and by his grandchildren David William, Marie Isabelle, Joseph “Joey” James and Colleen Dianne, who treasured their Papa. Greatly loved and missed by Shauna and Al Jones and Cousin Neil McKay and his wife Doreen.

For 32 years, Bill and Beth enjoyed a happy life in Rockwood, ON, and Bill’s quiet friendliness will be missed by all of his neighbours. A graduate of McMaster University, he was so proud to have his granddaughter Marie representing the third generation to study there. He spent his career in Personnel with the Ontario government. Bill was a man of integrity and as honest a person as you could ever meet. He was a generous and kind father and grandfather; he was quiet and humble, with a razor-sharp intellect.

He will be missed by his great many loyal readers of automotive history. He was supremely grateful to have been given the opportunity to publish his writing, and he devotedly wrote for his dear readers, until the very end of his life. He passed away as one of Canada’s most respected automotive historians. He had a feeling of peace that he had written for people who enjoyed his writing and appreciated the work of the staff at the newspapers that carried his column so much. His grandsons will work to find a good home for Bill’s incredible and hard-to-surpass automotive history library.

Bill began his automotive writing career more than 50 years ago, covering the full spectrum of automotive subjects. His interest in history and technology gradually led him to a specialization in automotive history where his keen appreciation for and knowledge of both the social and engineering evolution of the automobile was evident in his authoritative writing. He was often consulted for his expertise, and his weekly automotive history column was syndicated to newspapers in Canada and the United States. His close attention to technical detail, historical accuracy combined with his accessible writing style and choice of subjects made his columns popular wherever they appeared. The many cars Bill test drove, some exotic, always thrilled his own children and those in the neighbourhood.

Born to a single mother and raised in Grey County, ON, Bill spent the first four years of his life travelling around with his mother cleaning houses. Poverty forced his mother to drop him at the Grey County Children’s Home in 1939 and, broken-hearted, he spent the next 6 years there. He considered it one of the luckiest breaks of his life to be adopted by Queenie and Harvey Vance in 1945.

He felt very lucky and blessed in his life, with his family and opportunities that had been given him, and he died with a feeling of peace about all things.

A Celebration of Bill’s life will be held on his birthday in November. Arrangements entrusted to Gilchrist Chapel – McIntyre & Wilkie Funeral Home, One Delhi Street, Guelph, (519-824-0031). If desired, memorial contributions made to the Festival of the Sound, P.O. Box 750, Parry Sound, ON P2A 2Z1 1-866-364-0061 in honour of Bill Vance would be appreciated by the family. We invite you to leave your memories and donations online at: www.gilchristchapel .com and they will be forwarded to the family.

The post Dad’s Last Column – Bill Vance – HISTORICAL SKETCHES appeared first on Old Autos Publication.

Whereas, a large number of Chevy Monte Carlo models have survived, the Pontiac versions are seldom seen today.

The outstanding original condition of this pristine Pontiac is due to key facts. The Haig’s 1976 Grand Prix has only 56,506 original miles on its clock and it has rarely seen a day of rain and never winter driven since new.

The two-door hardtop was repainted once in its original black finish because the original factory finish was rather thin and deteriorated to the point a resprayed was required back around 1990. Archie made sure all the chrome and trim were removed for painting and decided on a slightly new look, half vinyl top was added rather than the factory installed original full vinyl top and gold pinstriping was applied too, for added pizzazz and personalization. Since then, the paint finish shows only minimal imperfections along with the rather all too common cracking on painted black plastic behind bumpers. Despite these minor annoyances, overall the paint remains in very good to excellent “showroom” condition over twenty-five years later.

While the look of the engine and engine compartment are not Concours, for an all original, factory detailed motor, it suffers from only a little surface rust and some worn paint. The engine compartment itself exhibits the same minor maladies, yet even the hood insulation bear’s minimal wear. And, that very original and reliable 180 hp 400ci (6.6L) V8, has required only one new fan belt and a heat duct only.

Meanwhile out back, the Grand Prix’s trunk still sports its’ like new original black boards and black factory nylon carpeting and spare tire cover. Underneath, the original chassis and floors look solid thanks to a well oil sprayed surface over the years. The body panels show absolutely no signs of rust or rot, dings or dents, thanks to careful parking and the fact the Pontiac has been garaged since new.

The all original tinted glass, with its then novel aerial in front windscreen, shows no evidence of wear. Not surprisingly the chrome is all original. The grille, bumpers, front and rear head and taillight bezels, door handles, medallions and script, along with the sweeping side stainless trim, remain in very good condition with an excellent shine.

One item that is not factory original, yet is original is Archie’s Pontiac, is his choice of wheels. Before the Grand Prix was even officially delivered, Archie changed the standard factory steel wheels for a set of aftermarket Cragar SS chrome wheels with spinner caps. He had decided on that look right from the time he had ordered his Pontiac.

Mechanically, the Grand Prix LJ has been an easy car to maintain, but then Archie was a former Pontiac dealer mechanic and checks it at least annually from front to back. The Pontiac still has its original single steel exhaust.

Velour during the seventies and into the 1980s was the material of choice for interiors and although it may not be popular today, it always looked rich and wore well. The Pontiac’s original maroon velour front driver’s bucket seat shows minimal wear, only on the red vinyl side piping, yet overall continues to look inviting and comfortable. The passenger bucket seat and rear bench seat remain like new.

The original maroon vinyl moulded dashcap and facia, faux woodgrain inserts, controls, grab handle, etc., are still in superb condition and all instruments continue to be in excellent working order along with the original pushbutton AM radio. The maroon and black console, shift and shiftgate trim were like new, as was the original factory plastic steering wheel and the factory fitted red carpet.

After all these years the Pontiac has become a member of the family. Archie and Katherine Haig’s like new, sporty, performance touring 1976 Pontiac Grand Prix LJ 2-door hardtop, is a remarkable survivor and they look forward to enjoying the cruises and shows this summer as things get back to normal.

The post One Owner: 1976 Pontiac Grand Prix LJ – Norm Mort – NORTH AMERICAN MOTORS appeared first on Old Autos Publication.

If ever there was a Mopar car that was loved or hated for both its performance and unconventional looks, it has to be the 1970 Plymouth Road Runner Superbird with its eccentrically-high rear wing and its shark-snout front grille. But to Derek’s eyes, finding such a car was a dream. “It was pretty much the ultimate ‘barn find’ for a Mopar guy like me. I waited all my life for a chance to own a car like this and I wasn’t going to miss such an opportunity.”

As the story goes, the Superbird lay outside a Florida home for ten years like some discarded trash bin with only a polyethylene cover blanketing it from bird droppings, blistering sun degradation and the odd hurricane. Nevertheless, it was an original with only 45,000 miles ticked on. It just needed some cosmetic nip and tuck and some new enhancements to regain its former glory . . . or so Derek thought.

“My favourite car is the 1970 Challenger (I have had 19 Challengers) and have been obsessed with Mopar cars since I was a kid. The story of how I actually found the Superbird began when I considered restoring one more car, so in my mind it had to be something special. Price was certainly an issue, so looking for something reasonable was a challenge, even for a Daytona clone or a real Hemi car. After a few years of searching in vain, recoiling at ‘junk’ Chargers that were being offered for ludicrous sums, I thought of submitting to a clone of a Superbird from a regular Satellite or Road Runner. They could still be had for a decent price.”

One evening Derek had a friend over for dinner. On noticing a plastic model of a Daytona Charger on a shelf, the friend mentioned that he knew where one was for sale. At this point, Derek was skeptical and pointed dubiously to the model. The friend retorted no, not that model, a Road Runner one. The proverbial eyebrow rose. Derek could feel heart palpitations and sweat in places that shouldn’t sweat. “A Road Runner Superbird?” came an anxious response. The friend admitted he heard about it a year ago. Others were just as curious, but concluded it was an urban myth. After further investigation, it turned out that the car was now in Kingston, Ontario and was sold previously to settle an Estate deal.

“What I know of the car ownership goes back to 2005 with owners in New York, Tennessee, South Carolina, Florida and Kingston. I ventured down to Kingston and had a good examination of the car and it seemed pretty good overall. It needed a lot of TLC, but nothing I couldn’t handle. The owner knew how rare such an iconic vehicle could fetch and though we bartered the price down, it still wasn’t cheap, even though it was battered and bruised, it had all its original numbers. So me and my friend, Garth Titley, loaded her up on a trailer and brought her home to my garage where I just stared at her for hours.” It really was love at first sight.

In fact, it took a lot of TLC. Most of the car was taken apart. Derek either repaired or rebuilt every inch of the car to get it roadworthy and since it was a survivor car, he was emphatic to keep it looking authentic. “When I needed parts, I tried to use used parts if I could. Though the car was original mechanically, there had been some bad maintenance issues over the years, like shorting out the dash and faulty wiring. Nothing worked electronically – most of it was burnt or fried. Some parts were broken or missing. I rebuilt the whole braking system since it had seized, the tires were rotten, the paint had cracked and peeled. I cleaned and detailed the entire bottom and engine compartment (i.e. gasket, engine and exhaust), dismantled the nose cone, cleaned and repainted the interior, re-fabricated everywhere that rust had devoured, removed the complete interior, fixed broken parts in the doors and under the dash.” The list continued for another ten minutes. “It took two-and-a-half years to resuscitate it, including a new build sheet. When the day came and I turned on the ignition and heard its rumble, it was awesome! It was the first time it moved under its own power in almost ten years.”

Of course none of this would be viable had it not been for NASCAR. Ford dominated NASCAR for years and the proceeds were coming off the dealership floor, so Plymouth wanted more of the action and winning NASCAR races was a good recipe. The stipulation was that any car that raced in the series, a street model had to be available for public consumption with specific minimum numbers of 1,920 units. In 1969, Dodge entered the Charger Daytona (‘Charger 500’ named after the number of production cars). It was the first American car to be designed using a wind tunnel and computer analysis and slapped the racing community into stunned submission. It had a nose-cone front and a tall towel-rack rear wing as modified aerodynamics. In 1970, Plymouth wasn’t going to sit back and allow Dodge to enjoy the spotlight, so they introduced the Plymouth Road Runner Superbird as Dodge’s ‘aero-car’ rival with its equally audacious appearance of exaggerated wingspan (2 feet high), submerged hidden headlights and conical nose. The Superbird was more than a carbon copy. It could reach speeds of 220 mph with a finely-tuned Hemi while the Daytona peaked at 150 mph, though both rivals won 21 out of the 38 Grand National events.

Both the Daytona and Superbird were designed specifically for the track to dethrone Ford, but it certainly didn’t hurt winning races every Sunday to bring in prospective buyers into the showrooms. Though at first glance, the Daytona and Superbird looked like twins, there were slight variations. The Road Runner’s front clip wouldn’t adjust seamlessly to the nose graft “borrowed,” actually stole a hood and front fenders from Dodge’s Coronet line, to resolve their problem. The Superbird’s front lip spoiler swept upward while the Daytona’s didn’t. And the Superbird’s rear case was taller, wider and raked back farther than the Daytona’s. In fact, the Superbird was 17 inches longer than the conventional brick-shaped Road Runner, but ego has its price and drivers discovered that the car was a menace to park.

The Superbird’s performance from the incredible downdraft, owned every track to a point where NASCAR, instead of adapting to such engineering feats in aerodynamics, vilified it and, what seemed like a spiteful gesture, demanded that 2,000 units had to be made for the public consumption instead of the original 500. By the time the 1971 season began, NASCAR implemented rules enforcing an engine displacement no greater than 305 cu. in. from the previous 440 cu. in. (the street models came equipped with the options of a 426 cu. in (7.0 L) Hemi engine or a 440 Super Commando). The height of the wing was at the optimum level for maximum downforce. If there was a complaint, it was that it wore out the back wheels. Other restrictions were that the “aero-cars” had to carry much more weight than their competitors thus rendering them uncompetitive. It was a sensational, but ephemeral Cinderella story. Sadly, even dealership sales faltered with the public preferring the Road Runner without the cosmetic cone and wing extravagance. Of the 1,935 units built, just over 1,000 remain in the United States and of the 34 sold in Canada only five are known to exist. Fortunately, they have maintained a jaw-dropping increase in value.

To photograph the car, we went for a spin. For all its testosterone bravura, the car moves like a bare leg slipping under silk sheets – smooth and easy to handle. Nothing rattled, clunked, or strained. Teens wiped the droll from their mouths, men suddenly spoke in monosyllabic tongues as they stared with stupid grins on their faces, women smiled coyly and girls shouted, ‘I like your car’ as the delicious looking neon FJ5 lime green cruised by. “I love driving it. People are so happy to see it.” But what does it feel like when you sit behind the wheel and hear that hungry gurgle and that wobble of anticipation from the engine? “I feel like I’m back in 1970. To me, the car is like a time machine.”

I asked Derek what his prognosis was for the future of classic cars. “I think the future for classic cars is great,” he said adamantly, “We still have a long way to go before they run out. It is a shame that they have become coveted toys of the rich. What that means is those who really enjoyed them, and should continue to enjoy them (as ambassadors), can’t afford them.”

I was intrigued to know whether the car had changed him? “The car has not really changed me since I have had great cars all my life, but what this car represents is more special than most other cars. When I open the door and turn the key, it is magic. When you hear the rumble and put her into gear, it is awesome. It gives me such satisfaction in rebuilding a piece of history from scratch and having a stellar performance. It is worth all the sweat, blood and toll it took. When I’m on the road and I lean on the gas, I’m in heaven. Lots of cars are nice, but this is a Superbird. And what a difference!”

The post 1970 Plymouth Road Runner Superbird by Clive Branson appeared first on Old Autos Publication.

The other 427 was Z-11 and was in fact based on the W block with a bore increase to 4.406”. No stroking was done to achieve the cubic increase. New hardware included a two piece alloy intake manifold with matching cylinder heads to accommodate the increased height of port runners. They ran 12.5:1 pistons and as delivered from factory, pumped out 430 horsepower. Super tuning and use of proper headers got the engine into the 500 horsepower range and was capable of propelling the Chevy down the track in just 12 seconds flat @ 115 mph. Bill Jenkins prepped one of these cars for Dave Strickler, while he competed against Hayden Proffitt for the NHRA championship. It came down to the wire with a victory by Proffitt against Strickler. For the record, Strickler’s car bagged 90 percent of the 200 races during the 1963 season including “Little Eliminator at the 1963 Winternationals.” In the 1980s the same car with modern tires, cut the lights at 11 seconds @ 120 miles per hour. Chevy made fifty-nine Z-11 racers for 1963.

Meanwhile Joe Ordinary at the dealership could plunk down his cash and drive away in a 425 hp 409 Chevy. Those came with dual quad carbs, 4 speed transmission, 11:1 pistons. The next one down offered 400 horsepower using a large 4 barrel carb on intake with 11:1 compression and a four speed. The 340 hp 409 was available with Powerglide or 3 speed manual as the standard unit. It even came with a hydraulic camshaft and cast iron intake paired to small valve heads with 10:1 compression ratio. It was the consumer version of the 409. As for the SS option, it was given a new code; RPO Z03 and the dress-up items were fancier this season. A new full length console, a steering wheel with SS emblem, machine turned metal instrument panel trim, lower body side trim and SS quarter panel emblems. There were fancy hubcaps with SS emblems. The passenger grab bar disappeared though. If you wanted the tach, it was optional, but gained a new position atop the centre of the dash unless you ordered a four speed then it came standard. An extra odd touch offered that year was a vinyl top, but only for the Impala’s sport coupe and in just black or white.

Sales shot up seven percent over last year with 153,271 SS sport coupes and convertibles. However, just 21,267 409 engines went out the door in all horsepower levels. For 1964, Chevrolet was riding out the successful platform and preparing for a new chassis and body. The model therefore was one of refinements, rather than wholesale change. The grille was given a flat, drab appearance, with slab sided body panels and an equally flat tail panel. By appearances, you’d think maybe the shine was gone from Chevrolet’s full-size hauler, but you’d be mistaken. The engine might have been on the way out of passenger cars, but it lived on in other applications.

The Super Sport became actual models that year instead of just being options. There were four varieties: a six cylinder sport coupe, six cylinder convertible, V8 sport coupe and V8 convertible. The price remained the same as last year for the SS model, $161 extra over the Impala. Some interesting stuff appeared in paint and interiors that year. Goldenwood yellow was offered for two-door body styles only and demanded the all black interior, no other interior colour was accepted. Vinyl tops returned again in black or white. As for convertibles, you got white only unless you ordered black or beige and it passed by Chevrolet’s combination chart.

The SS model became distinct by trim as well with its own completely different wide spear mouldings, spinner hubcaps, emblems. Inside the bucket seats continued with opulent vinyl trim, padding and eight colour combos including two versions of two-toned dash, steering wheel and carpet sets. The console was redesigned again as well.

The 409 engines were at a standstill this year, but they did get a second 4 speed transmission choice. A new gearset with lower 2.56 first gear and lower corresponding gears and was labelled M20. A close ratio M21 unit gave you 2.20 first gear and allowed you to order a 4.11 or 4.56 posi rear axle for drag strip work. By 1964 the 409 needed every bit of help at the track. The new engines from Ford and Mopar were really hot and larger displacement as well. While it was no longer basking in the drag race glory, the aura from past victories, plus adept marketing to image conscious families netted sales of 185,325 Super Sport models. Of those, a mere 10,625 were 409 powered.

Now I bet you’re wondering just how poky a Powerglide 409 was? Well Car Life did a road test of a 1963 SS hardtop in wintertime. It was interesting to say the least. The Powerglide 340 hp version made more torque than the 425 version, partially due to camshaft duration changes and the switch to hydraulic lifters and four barrel carb. At road speeds that Joe Family Man drove, his car had more passing power than the 425 engine between 10-80 mph in high gear. It also burned rubber at will, since the 1st gear was so low. Test drivers found the power steering to be slow for the car and wished they had the metallic brakes and heavy duty springs and shocks as well. It really should have been part of the SS package all along. 0-60 mph was done in 6.6 seconds and the quarter mile came through at 15.2 seconds @ 90 mph. That’s pretty good, especially when you learn the rear axle was pegged at 3.36:1 and a California State car to boot with lazy vacuum advance curve.

Now for the tech stuff; Chevy released racing service packages as over the counter upgrades for 409 engines. The first package was actually an over the counter version of the 1961 SS option. The next service package was in 1962 and added the high lift Mark IV cam with new springs, revised single and dual quad inlet castings, improved flow cylinder heads, re-contoured ports and bigger valves. The second race service package had a Mark VI camshaft with springs, revised pistons, redesigned four barrel intake and free flowing exhaust manifolds. The Z-11 cylinder heads were “O” castings and basically race use only. We do know some 25 regular passenger cars got lightweight hoods, front fenders, bumpers and inner wheelwells, but they weren’t technically Z-11 cars. It was for testing only.

The actual 1Z11A package was 1963 only and just released for 59 race cars. A late 1962 409, modified with over the counter goodies, isn’t a real Z-11, but a “special.” By the end of 1964 a whole new era began at Chevrolet.

Enjoyed the article or have questions? Write to pa67smith@ yahoo.com.

The post The Chevy 409 – part 2 – Patrick Smith – SUPER 60s and 70s appeared first on Old Autos Publication.

THE LONG, LONG TRAILER

(1954 movie)

If you’re a fan of the old “I Love Lucy” TV show, vintage travel trailers and old Mercs (that’s Mercs as in Mercurys not Mertz as in Fred, the Ricardo’s neighbour on the TV show) you’ll get a kick out of this flick with the red-headed chick. Lucille Ball and Desi Arnaz basically repeat their TV characters in this film with a few changes. On TV they were called Lucy and Ricky; here they’re called Tacy and Nicky (must have taken hours to think up those names for the film ). On TV they were a married couple with Ricky a band leader (Babaluuu) and Lucy a house wife; here he’s traded in his baton for a slide rule and he’s a civil engineer (seriously?) and she’s his new bride. She talks him into buying an enormous 36 foot long travel trailer for them to honeymoon, live and travel in, while he goes to his various work locations. Numerous funny mishaps occur, things get wrecked, arguments ensue, make-ups follow . . . just like their TV show!

OK, so where do the classic cars come in? Well after buying the humungous trailer Nicky needs to buy a new car to tow it. He picks out a new ivory coloured 1953 Mercury Monterey convertible to do the job. We see a lot of this gorgeous car (fender skirts, white walled tires) throughout the film as it valiantly struggles to pull the behemoth of a trailer straining its 125 hp flathead V8 engine to the limit, while Nicky vigorously works the column shifter of its manual transmission. For those of you with eagle eyes, watch closely for the scary scene near the end of the film where Nicky and Tacy are driving and pulling their trailer up a steep, narrow mountain road (this was filmed on Whitney Portal Road on the way to Mount Whitney in California’s Sierra Nevada mountains). There are two brief shots of the car’s front end which reveal that the Merc was replaced by a similar looking 1953 Lincoln Capri convertible (the grille is clearly that of a Capri). The Capri was used in this scene as it had a more powerful engine (250 hp V8) that was needed to pull the trailer up the steep grades of the mountain roads. To make it look more like a Monterey the Capri’s chromed side spear was painted body colour and a phony spear was painted several inches above it.

Montereys were manufactured by Ford’s Mercury Division for 22 years from 1952 to 1974. They were first introduced in 1950 as part of the Mercury Eight Series (model 72C) of high-end vehicles, but did not sell well. They underwent restyling and reengineering for 1952 and emerged as Mercury’s top model line. A really cool feature in the 1952-1954 Montereys is their dashboards, which have the heater and vent levers standing upright on a flat plane behind the steering wheel, like those found on a large airplane. An interesting production note is that a “Siren red” coloured 1953 Monterey convertible became Ford’s forty-millionth car produced. The Monterey name was resurrected briefly for use on Mercury’s minivans from 2004-2007.

MGM had its doubts about making this film, as they felt people might not want to pay to see Lucille Ball and Desi Arnaz in a movie when they could watch them at home on TV for free. However this colour film (made in 1953, released in 1954) directed by Vincente Minnelli (father of Liza and director of “An American In Paris”, “Gigi” and other hits) went on to be a big hit and became MGM’s highest grossing comedy film up to that time.

One of the funnier scenes in the movie has Tacy trying to prepare dinner in the trailer while Nicky is driving it over a bumpy road. A huge mess ensues. Another finds Nicky trying to back the trailer into Tacy’s aunt’s driveway, destroying her prized rose garden and veranda in the process. Then there’s the mountain road scene where the overloaded trailer almost topples over a steep cliff. Funny and scary!

About the trailer. Today the average length of a travel trailer is about 20 feet. Watching this film I figured the long, long trailer was just a hollow prop. However, it was the real thing! The 36 foot long yellow and silver travel trailer, which weighed over three tons, was a 1953 New Moon model made by The Redman Trailer Company of Alma, Michigan (some models were as long as 42 feet . . . that’s getting near tractor trailer size). New Moon trailers sold for $5,345 US back then (about $52,000 US in today’s dollars). The interior of the trailer was modified a bit for the film. Specifically it was given a sunken living room floor so Nicky could do a pratfall when he first entered it and a furnace located between the front door and kitchen was removed. The popularity of the movie resulted in a surge in sales of travel trailers and in 1954 Redman came out with an honourary “I Love Lucy” model. I find it amazing that anyone would have had the courage to hitch up one of those dinosaur-sized trailers to the back of their mid-fifties vehicles and gone happily cruising down the highway singing “Breezin Along With The Breeze” as Nicky and Tacy do in this movie. Can you picture yourself pulling into one of today’s cramped self service gas stations with one of these? The back end of the trailer would probably still be out in the street blocking traffic as you filled up!

Daughter Lucie Arnaz says her parents kept the trailer at their home after the film and she and her brother used it as a children’s playhouse. Its whereabouts today is unknown.

This film has some funny bits and some slick classic vehicles in it. I’ll give it 2.5 hubcaps out of a possible 4.

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Buckminster Fuller, brilliant designer of the geodesic dome (dubbed the Bucky Ball), created a motor vehicle he called the Dymaxion introduced in 1933. Shaped like a fat cigar on wheels, the Dymaxion looked something like a short airplane without wings. It had two regular sized wheels just ahead of the lateral centreline and driver and front passengers rode ahead of the front axle.

One small rear wheel gave the Dymaxion a nose-up attitude and steered it rudder fashion. It was a breeze to park and would turn completely around in its own length!

A rear-mounted Ford V-8 engine powered the front wheels. With a 5,791 mm (228 in.) length and 3,175 mm (125 in.) wheelbase the Dymaxion was said to accommodate 11 people. In spite of intense public interest in the Dymaxion a fatal accident destroyed interest and only three were built.

William Stout, designer of the famous Ford Tri-Motor airplane among other things, introduced his van-like Scarab in 1932. Its steel space frame, aluminum body and other aircraft influences were evident. It lacked fenders or hood and a rear-mounted, rear drive Ford V-8 gave a low, flat floor.

Wheels at the corners and a long wheelbase provided almost room-like space. The rear seat was 1,829 mm (6 feet) wide, the driver’s seat was anchored, but the others could be moved around. A small table could be set up. Its fate was a little better than the Dymaxions, although Stout Motor Car Co. sold only nine Scarabs.

After the Second World War the first real minivan appeared from Germany’s DKW, followed a few months later by the Volkswagen Transporter van. Once VW Beetle production was under way in the late 1940s, VW’s management saw the need for a light commercial vehicle and put the Transporter into production. It was little more than a metal box on a sturdy ladder frame, and a versatile pickup version was also offered.

The Transporter was introduced late in 1949 with the flat, air-cooled, four cylinder Beetle engine located in the rear. It drove the rear wheels through a four-speed manual transmission and the reduction gears used in the military Jeep-type Kubelwagen. This gave additional ground clearance and the pulling power necessary for commercial applications.

The front seat was directly over the wheels and the cargo area was accessed via two swinging side doors supplemented by a rear hatch. It was a little longer than the Beetle and carried up to seven passengers or 680 kg (3/4 ton) of cargo. Although there were competitors like the DKW Karavan and Fiat Multipla, the VW prevailed.

The roomy, easy to maintain, economical VW van became a favourite hippy vehicle in the 1960s and 1970s. Decorated in psychedelic colours and flowers this unpretentious rolling home gave the beat generation the ultimate anti-establishment statement.

In 1961 Detroit responded with Ford’s Econoline and Chevrolet’s Corvair Greenbrier. Both followed VW’s box-on-wheels theme, but with different approaches. Ford’s conventional front-engine, rear-drive configuration used Ford Falcon components.

The Greenbrier, based on the Corvair car, had a VW-inspired flat, six cylinder, air cooled, rear engine. It resembled a stylish version of the VW van. Chrysler entered the field in 1964 with its flat-nosed Dodge A100.

Larger engines gave the American vans much higher performance than the VW. But while the minivan market grew, station wagons were still the vehicle of choice for many families.

VW’s competition lasted only a few years. The Ford and Dodge grew larger and more powerful and the Chevrolet Greenbrier disappeared in 1964 when sales no longer warranted continuing.

As other vans became heavier and thirstier through the 1970s and into the 1980s, Volkswagen had the minivan field pretty much to itself again. The VW was revised and enlarged in 1967, and again in 1979, becoming the Vanagon.

The minivan world changed dramatically in 1984 with the introduction of Chrysler’s compact Dodge Caravan and Plymouth Voyager vans. Using K-car (Dodge Aries/Plymouth Reliant) front-wheel drive engine and driveline Chrysler created a “garagable,” vehicle that carried seven passengers.

Chrysler’s minivan quickly replaced the conventional station wagon as the family hauler. It dominated the minivan market, although worthy challengers like the Ford Windstar finally emerged.

When DKW and Volkswagen introduced their vans 70 years ago they could never have envisaged their popularity. And while they began waning in the 1990s with the rise of sport utility vehicles and so-called “crossovers,” in reality tall vans, they still remain an eminently practical vehicle.

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Richard Brimblecombe of Drayton, Ontario, was born in 1945 and learned how to drive a tractor on the family farm. He drove his dad’s 1950 Pontiac to pass his driver’s test in 1961.

But he was already car-crazy. He bought his first car at age 15, a black 1937 Dodge 4 door sedan at an auction, cleaned it up, and drove it around the farm till he got his license. Then the fun began because it was really cool being the only kid with a car! His friends piled in, chipped in two dollars for gas, and they drove everywhere.

When Dad traded in his 1950 Pontiac for a 1958 Pontiac, Richard traded his 4-H calf for the 1950 Pontiac.

Now fast forward to the early 1980s. By that time Richard and Linda had been married for 15 years and Richard had a good friend who operated an auto wreckers in Port Perry. And that friend had a friend in the trucking business. Two vintage cars came up for sale at an auction in Arlington, Texas in 1982: a 1948 Chevrolet business coupe and 1948 Chevrolet convertible. The friend from Port Perry flew down for a closer look, bought both cars, and had his trucker friend ship them to Port Perry.

Richard drove to Port Perry and bought the convertible. The odometer showed just over 27,000 miles and the car had been repainted maroon around 1971. The original colour was green. The overhead valve six cylinder engine had 216 cubic inches and 90 horsepower and the car had a 3-speed manual gearshift on the steering column.

As soon as he brought the car home, Richard enjoyed shifting gears thanks to the special feature described in a sales brochure: “Gear shifting is virtually effortless because of Chevrolet’s exclusive vacuum gearshift available on all models. Eighty percent of the effort required to change gears is supplied by a vacuum cylinder. Shifting is performed quickly and surely at the touch of the finger.”

The car needed some work and Richard was ably assisted by Blaine Jenkins, who worked for GM in Michigan and owned the #1 1948 Chevrolet convertible in the world. It was the Pace Car at the Indy 500 in an anniversary year. That car provided Richard with many patterns to restore his own car. A company in the states installed a new interior and a new convertible top while retaining the original small glass rear window. Richard had the car finished by 1986.

The body style on Richard’s 1948 Chevrolet goes back to 1942, when production was interrupted in February of that year because of the war. Production resumed with the 1946 model year. A total of 20,471 convertibles were built in 1948, including Richard’s fine specimen. Only minor changes in grille and trim took place during these years, when Chevrolet was the top selling car in America. And who can forget Dinah Shore singing that famous song on TV: “See the USA in your Chevrolet, America is asking you to buy…”

If you bought a car in 1982 and are still driving it, you obviously are very happy with it. Why sell it? Richard’s convertible attracts admiring attention wherever he goes – and it isn’t every day that you see a convertible from the 1940s.

Richard, for years, was with Home Hardware, a major sponsor of the annual Old Autos car show in Bothwell, where he has frequently displayed his 1948 Chevrolet convertible.

part two

About seven years ago, Richard decided to turn his all-original 1948 Chevrolet convertible into a resto-rod by keeping the outside completely stock, while bringing the mechanical features up to modern day standards. In doing so, he now enjoys the best of both worlds – a car with a classic look from days gone by, along with a modern drivetrain that can be serviced and repaired anywhere.

The original six cylinder engine with 216.5 cubic inches came out and was replaced by a 350 Chevy V8 engine that had been sitting in Richard’s garage. It is now rebuilt and in the car. The entire original drivetrain was sold to a man who is restoring a 1947 Chevrolet coupe.

The small block Chevy V8 engine now in Richard’s 1948 Chevy first came out in 1955 with 265 cubic inches and was so compact and well designed, it was 40 pounds lighter than the six cylinder engine it replaced.

A friend built a 4-speed automatic for Richard’s 1948 and matched it to a Camaro rearend. The driveshaft was shortened by a place in Kitchener. The automatic transmission has a Lockhart single-stick shift that looks original.

Motor mounts were supplied by Paul Horton (see his ad in Old Autos) and only very slight cutting and bending was required for a perfect fit.  The rad has its original outside shell with a 4-core rad.

New 12-volt Classic gauges are tan in colour and in the same places as the originals. The 12-volt battery is in the trunk.

Front suspension with coil-overs and disc brakes are Super Ride from Heidt via Hortons. Rear suspension is Camaro with parallel leaf springs.

The car was sent to a paint shop for a new maroon finish (an original colour in 1948). A shop in the states provided the new red leather interior, and this was only the second interior they had done for a 1948 Chev convertible.

The steel rally wheels are fitted with flat GM hubcaps. The car still has its original gas tank.

Since these changes were made, the car has travelled 15,000 miles, including a recent trip to Newfoundland covering five-and-a-half weeks and 9,000 miles.  Richard sent me some notes: “Leaving our home in Drayton to head east was a great opportunity to be able to combine some holidays and visit some Home Hardware stores. The car, when we left, had just over 800 miles on the new rebuilt chassis.

After Ontario, we made stops in Quebec to visit Rawdon’s Home dealer. It was a long way off the main highways as it was in cottage country. On the way in, the temperature was in the low 30’s and bumper to bumper traffic. I was thankful for the cooling system from Bill K. in London, Ontario. We saw several new cars stopping with steam rising.

Following our Quebec visits, we headed for New Brunswick, P.E.I., Nova Scotia, and the Cabot Trail on Cape Breton Island. From North Sydney, we loaded up on the ferry to Port aux Basques, Newfoundland.

The next three weeks were the most enjoyable and highly recommended by taking the time for great sights and the best part of all was the wonderful people we met. We have a Home Hardware store in Trepassey (recommend that you fill to the brim for fuel).

From St. John’s it was back to the mainland and then into Maine, Vermont, New York State, and home. Some 9,000 miles with no problems, weather was sometimes wet, but what great stories and hospitality from those visits.

I would really recommend a trip like this or just a trip anywhere. We build these cars to drive and not just to sit in a garage waiting for nice shows or cruises. We are now planning to go to northern Michigan, Illinois, Iowa, and some other states. Enjoy your time as we only pass this way but once

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Studebaker had built its first electric commercial vehicles before switching to gas in 1913, but soon after abandoned the truck market altogether.

Then, in 1927, new buses and 1 to 3-ton (907-2,722 kg) trucks were gradually introduced and evolved. In the last half of the 1930s some very stylish “Coupe Express” pickup trucks were marketed.

During the war Studebaker built 6×4 and 6×6 Hercules-powered 2-1/2-ton military trucks.

The pre-war M-Types continued in production for 1946 and were joined by the Studebaker 102 hp, L-head, 6-cylinder, gas-powered 2R line in 1949. A total of 67,000 Studebaker trucks were delivered in the last three years of the decade.

Following the Second World War and throughout the 1950s Studebaker continued to focus on 2-ton (1,814 kg) and less trucks, but also built larger units such as the 2R16 rated up to 3-1/2-ton (3,176 kg).

Yet, Studebaker was also one of the few independents that went head-to-head with the “Big Three” when it came to marketing a ½-ton pickup.

By now famous for its radically styled, new post-war car designs, Studebaker would also be seen as a ground-breaker when it came to the fresh, modern-looking truck that came out of its new factory in South Bend, Indiana. The Chippewa Avenue plant had been previously used by Studebaker during the war, but had been owned by the War Assets Administration. As well, the new pickup truck would be built in Studebaker’s Canadian plant in Hamilton, Ontario.

Styling Chief Bob Bourke of the Loewy Studio was responsible for the fashionable and advanced design of the new 1949 trucks. (Bourke would continue working with Studebaker and be credited for the sensational Starliner and Starlight designs that appeared in 1953.)

Studebaker’s use of the longstanding “Coupe Express” designation for its ½-ton was dropped due to being outdated by 1949, with the almost universal adoption by the industry of the term “pick-up” or “pickup” truck.

The new 112-inch wheelbase ½-ton pickup truck was designated the 2R5 and the styling was unique compared to Studebaker’s car line-up with only the hubcaps, instrument cluster, steering wheel, some trim parts and headlamp trim rings being borrowed. (Later the Champion model hood ornament would be added to the truck.)

Industry leading features included a unique, double-lined box, which protected the exterior side panels from load dents and gave the cab and pickup bed a more congruent appearance. A two-tone painted grille kept the costs down by avoiding chrome pieces.

The absence of considered outdated runningboards, a lower ride and loading level, also  added to the 2R5’s tasteful appearance. (The 2R5 had a height of 69.75-inches compared to the previous Studebaker M5-Series 77-inches and the height of the 1949 Ford F1 pickup at 76.64-inches.)

The 2R5, with its 6-1/2-foot box, had an overall length of 185.6-inches. It could be ordered with or without a box; alternatively fitted with a stake bed; or in a variety of chassis only, cab and partial cab, configurations.

There were few mechanical updates from the previous M-Series, but one notable change was the moving of the non-synchromesh first gear, standard 3-speed shifter, from the floor to the steering column. The traditional floor mounted four-speed was optional.

The 2R5 was fitted with the Champion’s 80 hp, 169.6ci, L-head six cylinder engine that was a complete carryover from the M-Series. Chassis features included an I-beam front axle, a floating rear axle, four-wheel hydraulic brakes, slotted steel wheels and initially lever-arm shocks. The 2R5 dash instruments, lights, etc. were easily accessible from inside the engine compartment via the firewall. There were numerous access hatches in the cab floor for repairs and replacement of the master cylinder, etc.

The 2R5 boasted of such unusual standard equipment as a passenger sunvisor, door armrests, steel interior door panels, panel board kick panels and headliner, rearview and driver’s side mirrors, and chrome hubcaps.  All these features, plus excellent visibility and better than average ventilation made the 2R5 an attractive alternative to the comparable Ford or Chevrolet. As well, these pickups would often be pictured in street settings, rather than in traditional work locations. Thus, Studebaker was one of the first manufacturers pushing a pickup truck as an acceptable second, or even the only family vehicle for urban living, but still pushed its reliable, any size required, farm usage.

Other new Studebaker trucks included the addition of a similar looking 2R10 ¾-ton pickup truck with its 8-foot box, uprated rear axle and suspension, and the latest 1-ton 2R15 version. There was also a 1-1/2-ton 2R16 and a 2-ton 2R17. Not surprisingly 1949 would be a record-breaking year for the sale of Studebaker trucks that would never to be equalled again as truck production reached 67,982 units.

Minimal trim and running gear changes were made in 1950 and other than the additional exterior colours offered, the pickups were virtually identical in appearance. Although, there were some powerplant changes in 1950 with the standard six cylinder receiving a 5 hp boost and later in production, a larger engine could be special ordered. Now optional in a 2R6 version of the ½-ton pickup truck was the 102 hp, 245.6ci “Power Plus” six cylinder engine. Although few were delivered in 1950, the six did find buyers and would be offered through to 1960.

Studebaker, as did the rest of the truck industry, saw production levels slip in 1950 as demand in the civilian truck market softened.

Once again in 1951 there were few changes made to the 2R5 and 2R6 pickup trucks. An additional 2R6 model was offered called the “Trailblazer.” Although it wasn’t 4-wheel-drive, it was fitted with smaller, but beefier 900×13 low-pressure tires designed for driving through sand or snow. And, although Studebaker introduced a V8 engine in 1951 for its car line-up, this engine was not used in any of its trucks. Yet, the 2R6 with its “Power Plus” six still had the highest torque compared to all its competitors and was only around fifty dollars more than the 2R5.

Civilian truck production decreased once more due to less demand and higher prices as a result of the Korean Conflict. Studebaker received a government contract for building 4,000 6×6, 2-1/2 ton military trucks and as a result this too, cut into its civilian truck production.

For 1952 there were even fewer changes made to the ½-ton pickup truck range with only the interior accent and trim colours changing.

For 1952 Studebaker offered a choice of its, “. . . a size just right,” pickup trucks in ½-ton, ¾-ton and 1-ton configurations and stake trucks in 1-1/2-ton and 2-ton models.

Studebaker pointed out its pickup trucks offered foot-controlled ventilation to allow the driver to keep the air fresh in the cab and provide cool air on hot days. Other interior niceties found in a Studebaker pickup truck’s cab included an adjustable seat with an Adjusto-Air cushion, and a more convenient and modern 3-speed column shift. Other attributes of a Studebaker cab included a fully enclosed step that was protected, “. . . from mud and muck,” wide doors with “hold-open” stops, vent windows, a “big visibility” rear window, a low floor, and tight gripping rotary door latches.

Studebaker was also keen to emphasize its easy loading and unloading pickup truck was also tough and durable. The tailgate was hinged at each end and the centre, as well as being supplemented by chains, to take hefty loads. As well, “The double-walled box of heavy-gauge metal is just the right height.”

In 1953 Studebaker mildly updated its styling, but at long last the V8 engine was offered in its trucks. An all-new design was in the works, but wouldn’t appear until 1955.

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GM experimented with the Colonnade era cars, but for the most part it amounted to slightly better suspensions and a whole lot of European flags on the front fenders as trim. They weren’t really suited for international roads and gas mileage was a sad joke.  However the 1978 redesign was different. Smaller, with more efficient engines and some inherent solid lines presented opportunities for tweaking. The actual 1978 model needed more imaginative front and rear styling to make it nicer, but the basic outline was good. While the 442 still existed it was a handling and decal package victimized by emissions rule tightening. In 1979 Olds brought back the Hurst/Olds from the grave with a fresh new take on the legacy. There was even a 1980 H/O W30 car; sort of. It’s tricky; grab a coffee and sit down. This will take a while.

Behind the Scenes Drama with Hurst Olds:

It wasn’t smooth sailing though and it almost failed. Olds sent Hurst a Cutlass Calais in black for modifications into a proposed H/O coupe. Hurst got the car in October, 1977 and prepared a black car with gold side stripes, unique grille, front air dam, alloy wheels, dual gate shifter and an extended sail panel roof. By August 1978, Olds informed Hurst they weren’t using the dual gate shifter. The wanted to use their own ratchet shifter. This didn’t sit well with Hurst and they sent a letter telling Olds, Hurst would not ship decals and emblems for installation on the W30 car. By late September, talks died. Unfortunately for both firms, press releases went out to magazines and the October Motor Trend issue did a big puff piece on the car.

The 1980 Almost H/O:

Calmer heads prevailed and the project resumed, but with the car being built completely at Lansing using Hurst supplied emblems and shifters.

Olds made a limited edition run of 2,499 of these high end cars. Of that total, 1,165 of them were white and gold. They were based on the Calais trim line which was a bucket seat and console interior car. The only paint choices were black or white with gold stripes. The package included alloy sport wheels, raised white letter tires, sport console with Hurst Dual Gate shifter,  power disc brakes, handling package, contoured reclining bucket seats and full gauge instrumentation. In addition you could also order the hatch panel roof option and just 536 Hurst Olds came with it that year. The engine was a 350 powered Rocket V8. This warranted Olds calling it the H/O W30. There was no cold air induction however. While exterior colours were limited to black or white with gold accents, the interiors were more flexible. Having that third colour allowed more combos to be used. As for 1980 W30 cars, the frosty relations between the two companies meant none of the 1980 W30 cars got Hurst dual gate shifters. Olds went nuts and produced a $1,255 442 package that included special grille, stripes, rallye suspension, radial tires, a unique interior and modified 350 V8  gas powered engine.  538 of them were black and gold, the white and gold cars were very scarce with just 348 made. We’re talking pretty rare cars here. In a way, they’re continuation models, but with five rectangle 1980 grilles and trim and diecast 442 sail panel badges instead of H/O badges. The next proper H/O car was a 1983 model year. Yes, for 1980, Olds used the W30 option term to describe a loaded Hurst/Olds Cutlass Calais while also selling a 442 trim package. Talk about confusion.

Production of 1979 442 Cutlasses was small. They’re about as rare as the Hurst Olds. There were just 8,399 Cutlass Salon two-door  fastback coupes and a bare 3,617 Cutlass Salon brougham fastback coupes made in 1979. Given such low numbers there can’t be many 442 cars around. It seemed like a strange idea to showcase a traditional muscle car package with an exotic body style reminisent of the Hooper bodied Cadillac Seville from the same year. Olds was probably hoping to nab some of the high-end cachet factor with that design. Sales never matched the hoopla and the Lansing Boys quickly reverted to the Calais body for future performance editions. Someone forgot that muscle car owners are traditional in their tastes. The public had to remind manufacturers a few times during the 1980s like when Ford thought of turning a Mazda into a Mustang.

Calais Steps Up to the Plate:

By 1981 the 442 model vanished along with Hurst/Olds. It may have looked grim on the surface, but there was hope. The Calais model still existed and that wound up being the saviour of Lansing for image purposes. By 1981 Olds had three Cutlass models, the sporting Calais, the upscale Supreme and the basic Cutlass. The fastback Salon was dropped along with the brougham. The car had a clever facelift with curves on the leading edges of grille and hood filler panel. The grilles were on hinges which allowed partial rotation inwards for protection in minor accidents. It was an idea borrowed from the 1973 full-sized Olds. Only 4,105 Calais were made that year while the more posh Supreme brougham had 93,855 sales and the one step below Supreme coupe had a staggering 187,875 sales. Any marketing whiz could see what to do next. Juice sales by adding the best features of the Supreme brougham to a Calais and badge it as a hot rod.

Oldsmobile didn’t do that until 1983. The Division suffered a major drop in sales for 1982, forcing them to consider filling the gaps in their product line. They did some emergency fiddling by adding the Y78 Salon option to the 1982 Cutlass Calais model that year. The sales rose to 17,109, but the recession was so hard it was like putting  a bandaid on a machete gash. Things got better in 1983 when Olds returned to the idea of making the Calais a real performance package. We’ll cover that in a future article.

Enjoyed the article or have questions? Write to pa67smith @yahoo.com.

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The Model T was a practical car. As Ford illuminated, “You can have the car in any colour as long as it is black.” What is more impressive is his understanding of human behaviour – views that would not be out of place today.  He believed that if he had asked people what they wanted, they would have said faster horses. This resonates with people’s immutable and unshakable babble regarding our digital age, where speed and convenience are the only essential needs. Speaking of speed, the Model T moved at a rate of mammal evolution. Still, it was faster than the horse and buggy.

The “Tin Lizzie” as it was affectionately known, was relatively inexpensive (U.S. $850) and durable, fashioned from vanadium alloy steel, offering strength despite its light weight enabling navigation across practically any terrain, including rugged farmland and through snowy blizzards thanks to its generous ground clearance. Best of all, the assembly-line, intentionally constructed to produce more cars at a lower production cost, afforded the average American a sense of autonomy, to escape the shackles of urban life and the ability to expand business beyond the city confines. So successful was the Model T that 15 million units were sold or the equivalent of one car built every 24 seconds.

To keep his employees motivated, Ford initiated the ground-breaking 5-day work week replacing the traditional 6-day work week and was responsible for the unprecedented move elevating labour wages to $5 a week (this could be rescinded if it impeded Ford’s overall profit). Such radical changes brought out-cries of dissention from the business elite, but Ford argued that rested and compensated workers made more efficient and productive employees.

The doors were shaped with a curved line, though the driver’s door did not actually open, but was a simulated door as part of a chassis that resembled the frame of a horse-drawn wagon (with no rear lights). “The brakes are controlled by a foot pedal operating a cable to the front and a hand-operated cable linkage to the rear,” mentions Terry Irish, the owner of a mint-conditioned Model T. As for the driving mechanism, income tax forms have been easier to complete. “The right pedal works as a brake (opposite to how the throttle is on today’s cars). The middle pedal is for reverse and the left pedal shifts the transmission between high and low gears, though there is no distinct click when reaching the next gear. Furthermore, there are no gauges regarding speed or the level of gas or oil. And as far as the water temperature is concerned, that is measured by a transparent valve that is ingeniously incorporated into the hood ornament.

Yes, the gear mechanisms are very complicated, like a chain of commands,” agrees Terry in a circumspect manner as we both enter the car from the passenger’s side. “There are two forward gears. I have to select one by pulling an outside lever and then pressing a foot pedal halfway down before you can permit the car to switch gears.”  The car moves forward in a series of gentle jerks sounding like an asthmatic IBM diesel typewriter. “To accelerate, I have to use a lever on the steering wheel to increase the amount of fuel entering the engine,” Terry continues as we pass pedestrians who stop in their tracks and wave to us like we’re a Rose Bowl parade float. We move about the same speed as one. It is actually a pleasant surprise to take in everything at this pace as though everything is trapped in amber. “The original models had no brake lights so I was required to install one in order to be able to drive on the streets.”

Terry bought the car 13 years ago from a collector who had a body of a 1915 Ford runabout, a rescue from the hands of a hot rodder 30 years previously. “I wanted a project that would allow me to enter the Horseless Carriage Club events,” Terry nods as though validating his reasoning. “The rules state that the newest car accepted is 1915 though early 1916 Fords tend to be the exception. All these cars are from the automotive ‘Brass Age.’ The vehicle was restored to its original specifications by me while the final body work and paint was completed by Roy McLellan at his shop.”

After some blood, sweat, more money and cursing, the restoration was completed in 2010. “I drove the car on its restored debut for a distance of one mile. My family and I loaded it into a trailer and headed off to Hubbards, Nova Scotia (near Peggy’s Cove) to our first Horseless Carriage Club event, a week-long Model T tour. During the duration, we drove the car approximately 75 to 100 miles a day!” Terry beams with pride. “Since then, we have driven this vehicle on several week-long tours, such as a week-long Model T tour in Kingston; numerous two-day tours throughout eastern Ontario, but the creme-de-la-creme has been through the ACCCC tour to ‘Yesteryear in Niagara Falls’ and notably at the prestigious ACCCC Concours d’Elegance where Terry won first place consecutively in his class from 2010 to 2013. Though the final Model T went down the assembly line on May 26, 1927, Terry has no intention of stopping and may agree with Henry Ford who said: “Anyone who stops learning is old, whether at twenty or eighty. Anyone who keeps learning stays young. The greatest thing in life is to keep your mind young.” I believe Terry is on the right course.

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