Specifications: 384.85 cid L-head inline eight-cylinder engine, Stromberg carburetor, 125 horsepower at 3,200 RPM, four-speed manual transmission, solid front axle, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic “Centrifuse” drum brakes; wheelbase: 135 inches
· 1 of only 239 built-in 1932
· Rare, desirable body sty
Specifications: 384.85 cid L-head inline eight-cylinder engine, Stromberg carburetor, 125 horsepower at 3,200 RPM, four-speed manual transmission, solid front axle, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic “Centrifuse” drum brakes; wheelbase: 135 inches
· 1 of only 239 built-in 1932
· Rare, desirable body style with cutting-edge classic styling
· Beautifully and fully restored
· Winner of multiple CCCA and AACA awards
Long before 1924, when Walter P. Chrysler set about to establish his own automotive concern, he came with plenty of positive history. It was meant to be that one day the Chrysler Corporation would be considered among America’s “Big 3”. From the early days of Buick, he went from General Manager to President of the company, to working with General Motors until he retired in 1919. The following year, a depression hit and one car company, Willys-Overland was up to $50 million in debt, and Chrysler’s genius was called on to save this company. Toward the end of his two-year contract another ailing car company, the well-established Maxwell was in deep trouble and, once again, Chrysler was called on to work his magic, which he did. With an upturn in the economy, new life was breathed into Maxwell while, at the same time, Chrysler had assembled his secret team of Fred Zeder, Owen Skelton and Carl Breer to design and develop an entirely new car, one that would carry the Chrysler name. Launched for the 1924 model year, the new model succeeded and thus began the road to success. As early as 1926, Chrysler used the name Imperial to describe his most expensive model. Historians looking back at Chrysler’s 1932 model year, can find it to be quite confusing with a total of nine different series being offered, presenting a total of 47 different models. This year, two distinct series under the Imperial banner were available: the Customs which were on a longer wheelbase with built-to-order coachwork and three catalog models in the Imperial “CH” Series. That year, Imperials featured “Floating Power” which isolated engine vibration from the chassis through an ingenious set of absorbing motor mounts. Transmissions introduced “Free Wheeling” and their new “automatic clutch” with the silent gear selector that virtually eliminated the need for depressing the clutch pedal when shifting gears. Other advancements included with the Imperial were the Oilite squeak-proof springs, and improvements to steering and handling. All Imperials rode on 17-inch tires and wheels. Credited with the design of these smart coupes was Ralph Roberts, who had been part of the LeBaron design team until that operation was taken over by the Briggs Body Company in 1927. His understanding of perspective, proper proportions and cutting-edge styling made him an asset to any design team. Three body styles were offered in the CH series, a convertible sedan, the popular four-door sedan and the sporty coupe. With a base price of $1,925, just 239 of these handsome cars were assembled this year, each of them fitted with all the features of the other models.
This particular Chrysler Imperial was once owned by Joe Morgan, who is recognized as a leading expert in Chrysler Imperials. Under his care, it was given a beautiful body-off-the-frame restoration. After it was fully restored, Mr. Bill Spiko, a prominent collector from Pennsylvania would add this Chrysler to his collection, in which he already had a 1932 Imperial in. In the spring of 2022, the Grand Rapids Classics Auto Museum would take ownership.
Finished in gleaming black, it is highlighted with ivory pinstriping while the roof of the coupe is covered in a gray flannel material. This coupe’s interior is finished in fine gray wool broadcloth which also adorns the door panels and headliner, with the dashboard looking brilliant with all gauges restored and the subtle “Free Wheeling” badge mounted top center. A vintage turn signal system has been added with the control attached to the steering column and, to communicate with passengers in the rear rumble seat, the back glass can be rolled down. It was one of Mr. Sipko’s favorite cars among his large collection and it was driven on a regular basis. The chrome wire wheels are in excellent condition and ride on a set of Firestone tires.
Today, this car proudly displays on its cowl the Premier Senior First Prize badge from the Classic Car Club of America as well as the Senior National First badge from the Antique Automobile Club of America.
Specifications: 462 cid 12-cylinder engine, 150 horsepower, synchromesh manual transmission with Warner overdrive, free-wheeling, vacuum-assisted mechanical drum brakes
· Impressive one-off coachwork by Letourneur & Marchand
· Restored by the Appenzeller Brothers
· 2021 Winner at the Copshaholm Concours d’Elegance for Exemplary interior d
Specifications: 462 cid 12-cylinder engine, 150 horsepower, synchromesh manual transmission with Warner overdrive, free-wheeling, vacuum-assisted mechanical drum brakes
· Impressive one-off coachwork by Letourneur & Marchand
· Restored by the Appenzeller Brothers
· 2021 Winner at the Copshaholm Concours d’Elegance for Exemplary interior design
Founded in 1901, the Buffalo, New York-based company, Pierce-Arrow was considered a status symbol among high society. They made a name for themselves by building vehicles for politicians, movie stars, and royalty around the globe. By the late 1920s, they were experiencing financial difficulties in a changing marketplace and the company looked for an outlet, which resulted in merging with the Studebaker Company in 1928. By 1933, Pierce-Arrow was back in private hands, but as the Great Depression continue to wreak havoc on the financials of the world, business naturally declined. The company would eventually meet its demise in 1938 but still built quality motorcars up to the day the doors closed.
This 1936 Pierce-Arrow Twelve Model 1602 Limousine is a beautiful and elegant sight to look at and contains a custom body by European coachbuilders Letourner & Marchand. The Letourner & Marchand limousine body was originally fitted to a 1930s Hispano-Suiza. When the body became available it replaced this car’s original factory-built seven-passenger sedan body. The result was a handsome and impressive one-off creation. Power comes from a 462 cubic-inch Twelve cylinder engine that develops 150 horsepower. The engine is backed by a synchromesh manual transmission that has been equipped with a Warner overdrive. Even more elegant than the exterior is the interior. The upholstery was restored to a Louis Vuitton style that truly captivates onlookers, so much so, it won the Exemplary interior design award at the 2021 Copshaholm Concours d’Elegance in South Bend, Indiana.
Specifications: 161 cid F-head Willys inline six-cylinder 90 horsepower engine, three-speed manual transmission, independent front suspension with wishbones and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 100 inches
1. 1 of just 435 built, number 302
2. A one-year-only product
Specifications: 161 cid F-head Willys inline six-cylinder 90 horsepower engine, three-speed manual transmission, independent front suspension with wishbones and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 100 inches
1. 1 of just 435 built, number 302
2. A one-year-only production vehicle
3. Designed by the famed Howard “Dutch” Darrin
4. Equipped with sliding “disappearing” doors
Howard “Dutch” Darrin was a car designer that left his mark on many fine cars. His work can be found in some of the great custom-bodied cars of the Golden Age of the automobile, especially Packard’s. The swansong of Darrin’s work can be found in the vision he had for an American sports car that had design features that were truly remarkable in the 1950s. Known simply as “the Darrin” his two-seater sports car may have been competing with Chevrolet’s Corvette and both used fiberglass bodies, but Darrin’s use of sliding ‘pocket’ doors allowed the doors to fully disappear into the front fenders was a remarkable feat of engineering. The Kaiser Darrin 141 had a number of features that made it a remarkable car, but several events conspired to doom Darrin’s sports car and, in the end, just 435 were built.
Long front fenders blend seamlessly into the low-cut doors, a signature of Darrin’s designs even with the Packards of the 1930s. A small and stylish grille allows the hood to bulge at the front while flaring nicely back to the cowl. At the rear, a short deck is emblazoned with the Kaiser Darrin script while a large chrome bumper completes the look. On the interior, the Darrin featured room for two in true sports car fashion. A cleanly styled dash with easy-to-read gauges makes driving a pleasure, not a chore. Power for this Darrin comes from a Willys “Hurricane” inline six with overdrive that generates 90 horsepower.
Nicely brought back to life with a body-off-the-frame restoration and a mechanical rebuild of the engine, this Kaiser Darrin represents a small, but significant chapter in automotive design. Number 302 out of the 435 built, it was perhaps too far ahead of its time, but it remains a beautifully styled car and one that is seldom seen today.
Specifications: 298.6 cid Lycoming side valve straight eight-cylinder engine, 125 horsepower, center dash-mounted three-speed manual transmission, four-wheel hydraulic drum brakes, front-wheel drive; wheelbase: 137.5 inches
· One of the best-documented and most well-known L-29 Cords in existence
· Drove Clark Gable and Vivian Leigh to the
Specifications: 298.6 cid Lycoming side valve straight eight-cylinder engine, 125 horsepower, center dash-mounted three-speed manual transmission, four-wheel hydraulic drum brakes, front-wheel drive; wheelbase: 137.5 inches
· One of the best-documented and most well-known L-29 Cords in existence
· Drove Clark Gable and Vivian Leigh to the world premiere of Gone with the Wind
· Drove Bob Hope in three different parades, documented with a signed photo from him
· Driven in more than 400 parades
One of the greatest automotive geniuses of all time, E. L. Cord founded and built an automobile empire and realized huge success. Beginning with his purchase of stodgy upmarket Auburn, Inc., E.L. was probably the first automaker to understand the importance of design.
Introduced in the summer of 1929, the new Cord L-29 was a striking entry into the luxury car segment and it won accolades from the automotive press and the buying public. Timing, however, was poor, with the Great Depression looming in the very near future. Total L-29 Cord production totaled 5,010 cars over its production run, and while almost exactly matching Cord’s original projection of 5,000 sales, it took longer than he thought, dooming the company. Of the total production of L-29s, only 1,168 Phaetons were ever built, which represents about 20% of total L-29 production. The survival rate is known to be less than 5% according to the ACD Club.
Perhaps the best-known surviving L-29 Cord in existence, this example has been nick-named “Blondie” among the Auburn, Cord and Duesenberg community. With known ownership history that can be traced back to its conception and accompanied by vintage new paper clippings and over 100 vintage photos of it through the years, it is also one of the best-documented L-29 Cords in existence. In its prime, it transported some of the biggest stars in the country and became a star itself.
This Cord’s history begins when it was delivered new in Atlanta, Georgia to Silvey Speed as a gift for his granddaughter, Frances McKenzie at a price of $5,000 dollars. Due to the effects of the Great Depression, Miss Mckenzie would be forced to sell this Cord in 1932 to Austin Abbott, an Atlanta-based Stutz dealer and event promoter. For the next three decades, Mr. Abbott would dub this Cord “Blondie” and bring it to near superstar status in the State of Georgia. Appearing in over 400 different parades, it became a central figure for Atlanta’s celebrations. Its biggest showing came on the night of December 15th, 1939 when Peachtree street was said to have been packed with one of the largest crowds it had ever seen. This was the night of the movie premiere for Gone with the Wind. As a line of automobiles made their way through the crowd to the front of the theater, this Cord “Blondie” would be in that line carrying the most important people of them all, Clark Gable and Vivian Leigh. It has also carried such stars as Bob Hope (a passenger in the car more than three times and documented with a signed photo of him in this Cord), Doris Day, Susan Hayward, Dorothy Lamour, Frances Langford, and MLB Atlanta Braves star Eddie Mathews, which is documented with a period photo. It is also reported that every Georgie governor and Atlanta mayor at this time rode in this L-29, and when President Roosevelt paraded through Atlanta in the mid-1930s, “Blondie” led the President’s car down Peachtree street with a handful of Secret Service agents as passengers. Abbott and this Cord would also appear on Gary Moore’s morning Television show on NBC.
Abbott would end up selling this Cord in the mid-1960s to Verney Bentley of Atlanta, who continued using it for parades and events, as well as in classic car tours and shows. Mr. Bentley would return this Cord to the annual ACD Club in Auburn, Indiana where it was certified by the ACD Club as a Category 1 original car. It was then acquired in the 1980s by Murrell Smith, who would be the one who performed the extensive, high-quality restoration that it still wears today. Within this binder, is a handful of photos documenting the restoration. It would be acquired by the Grand Rapids Classics Auto Museum in the fall of 2018 and proudly displayed. As one of the best-known surviving L-29 Cords in the world, it is a truly special piece of automotive history that has carried some of the biggest names of the 1930s.
Specifications: 353 cid L-head V-8 engine, 95 horsepower, fully-synchronized three-speed manual transmission, front and rear semi-elliptical leaf spring suspension, four-wheel mechanical drum brakes, rear-wheel drive; wheelbase: 134 inches
· First-year for the Series 355 Eight
· Coachwork by Fleetwood
· A Classic Car Club of America Ful
Specifications: 353 cid L-head V-8 engine, 95 horsepower, fully-synchronized three-speed manual transmission, front and rear semi-elliptical leaf spring suspension, four-wheel mechanical drum brakes, rear-wheel drive; wheelbase: 134 inches
· First-year for the Series 355 Eight
· Coachwork by Fleetwood
· A Classic Car Club of America Full Classic
· Equipped with many period-correct accessories
As the 1920s came to a close, Cadillac was riding right and fully embracing the official slogan ‘The Standard of the World.’ In 1930, the Series 452 stole the headlines with its mighty 175-horsepower sixteen-cylinder engine. The equally advanced V12 followed a year later to add their stamp of authority on the multi-cylinder race among premium automakers. The eight-cylinder Series 355-A was Cadillac’s mainstay, going head-to-head with Packard’s Eight and Super Eight lines. In 1931, the new 355-A replaced the Series 353 with revised styling and mechanical refinements, just what they needed! The new 353 cu.in. 90-degree L-head V8 produced 95 horsepower and was fitted with a 3-speed synchromesh transmission, set into new chassis inspired by the Sixteen. The V8 engine held a significant weight advantage over its multi-cylinder stablemates – upward of 1,000 pounds – making it the driver’s choice of the lot. Cadillac offered a wide selection of catalog body styles, each crafted by GM’s closely held official coachbuilders Fisher and Fleetwood.
Having been acquired by General Motors just six years earlier, Fleetwood made most of the bodies that were available for Cadillacs, including the V-8 model seen here. Fisher also made eight different body styles for Cadillacs but Fleetwood was still involved as they provided most of the interior for the Fisher-bodied cars.
This Series 355, body style 4502 Cadillac is restored and handsomely finished in a pleasing two-tone shade. The chromed structural and trim elements, elegant bodywork and general majesty of the Cadillac create a wonderful overall visual effect. The passenger cabin features a tan soft top, brown upholstery and the simple elegance of a beautifully presented instrument panel. Touring pleasure is enhanced by the powerful 90-degree, L-head, 353-CID, 95-hp V-8 engine, which is mated to a fully-synchronized, three-speed manual transmission.
This attractive Cadillac features dual side mount tires, rumble seat, radiator grille guard, a mascot ornament, wind wings, a rear luggage rack and trunk, wire wheels with chrome spokes and body-matching hubs and rims, wide whitewall tires, dual mirrors, golf club door, and Trippe driving lights. Total production for Cadillac in 1931 peaked at just over 16,800, and of those, 10,717 would be the Series 355-A Eight. Setting itself apart from most of the 355-A Eight’s in 1931 is all its attractive accessories. This Classic Car Club of America Full Classic is one of the most desirable open bodies from Fleetwood, and it is sure to garner attention wherever it is taken or displayed.
Specifications: 346 cid V-8 engine, 150 horsepower, Hydra-Matic automatic transmission, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes, rear-wheel drive; wheelbase: 129 inches
· 1 of just 6,755 built-in 1947
· Renowned GM/Harley E
Specifications: 346 cid V-8 engine, 150 horsepower, Hydra-Matic automatic transmission, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes, rear-wheel drive; wheelbase: 129 inches
· 1 of just 6,755 built-in 1947
· Renowned GM/Harley Earl styling
· One of the last Cadillacs recognized by the Classic Car Club of America
· Beautiful bright red exterior over a red and white leather interior
When Cadillac resumed civilian automobile production in October 1945, the entire model line benefited from the company’s considerable wartime production, which included design and production of the Allison V-1710 combat aircraft engine and some 12,000 M5 light tanks and motorized gun carriers. Although the postwar Cadillac V-8 engines retained the displacement and rated horsepower of their prewar counterparts, many of their internal parts were improved for greater strength and reliability. Likewise, the state-of-the-art Hydra-Matic automatic transmission was also improved using the lessons learned in wartime.
Stylistically, just as the 1946 models were a modest makeover of the prewar 1941-1942 design, the 1947 Cadillac line represented a subtle yet sophisticated freshening of the 1946 models. Distinctive new “Sombrero” full-wheel covers were used all around, which quickly became a favorite of customizers, hot rodders, and Cadillac owners alike. Interestingly, material shortages and intense pent-up demand for new automobiles during the immediate post-WW II years resulted in tens of thousands of unfilled orders. According to historian Maurice D. Hendry, author of the classic book “Cadillac: Standard of the World, the Complete Seventy-Year History,” an upper-level decision at GM alleviated the problem, with Fortune magazine stating “…that if there were going to be more customers than cars, it might as well be generous with the division that could return the most dollars per pound of steel.” Results were excellent with Cadillac posting total sales of 61,926 units for 1947 and finally surpassing Packard once and for all as America’s best-selling luxury marque by nearly 11,000 units. The dashing Series 62 Convertible Coupe was central to Cadillac’s postwar success as a top-line prestige model, with sleek and athletic bodylines enhanced by retrained yet effective brightwork and low-profile power convertible top with Victoria-style blind rear quarters. Power window lifts were standard. Even though sales were good, Sales were brisk, the Series 62 was limited only with 6,755 examples built for 1947.
Entering the Grand Rapids Classics Auto Museum in 2018, this 1947 Cadillac Series 62 Convertible has been nicely restored and finished in bright red over a red and white leather interior with a matching white convertible top. The ’47 Caddy Series 62 was designed by Harley Earl, who is seen as one of the most influential automobile designers in history. Earl was the first person to use clay models to design cars and is also credited with inventing the concept car. This example comes well-equipped with power windows, its original radio, and a heater. As one of the last Cadillacs recognized as a Classic Car Club of America Full Classic by the CCCA, the Series 62 is poised to never lose its smooth and streamlined appeal and place in automotive history.
Specifications: 213 cid flathead six-cylinder engine, 74 HP, downdraft carburetor, three-speed synchromesh manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, ride regulator with double-action shock absorbers, four-wheel mechanical drum brakes; wheelbase: 116.5 inches
· Rare – 1 of only 333 examples b
Specifications: 213 cid flathead six-cylinder engine, 74 HP, downdraft carburetor, three-speed synchromesh manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, ride regulator with double-action shock absorbers, four-wheel mechanical drum brakes; wheelbase: 116.5 inches
· Rare – 1 of only 333 examples built
· Also known as a 6-wire wheel Convertible Roadster
· Painted in factory Altura and Laurel Green
· Scored a 999 out of 1,000 at the Oldsmobile Club of America Meet
This rare by production, as well as survival, 1932 Oldsmobile F-32 Convertible Roadster is 1 of just 333 examples produced in a year when few Americans could afford to purchase a new car; as the ongoing Great Depression affected all Americans in one way or another. Automobile sales were hit especially hard seeing over a 50 percent drop, and the Oldsmobile Division of General Motors was no exception. Despite the gloom, Oldsmobile made 1932 a year that would not be forgotten. They hit the market with six different model offerings, but perhaps the most desirable and memorable was the Convertible Roadster or often referred to as the six-wire wheel Convertible Roadster. Like the rest of the models in 1932, it came with many firsts for Oldsmobile that made it unforgettable. The Convertible Roadster came with an automatic choke and throttle advance which moved the throttle to a start position when the starter pedal was depressed. The ‘32s were the only Oldsmobiles to come with a decarbonizer, which would clean the carbon off the pistons by itself, resulting in the engine having a longer and more efficient life span. Its riding capabilities were enhanced with double-action shock absorbers and an all-new feature called freewheeling. Oldsmobile's new features were not the only selling point, as its classy looks and refined lines did most of the talking and selling.
Having been with the same owner for 17 years before the Grand Rapids Classics Auto Museum acquired it, this Convertible Roadster’s astute looks were brought back to enjoyment during an extensive nut and bolt body-off-frame restoration that took five years to complete. Restored by the previous owner, he took great pride in knowing only a handful of ’32 Oldsmobile Convertible Roadsters like this one had been restored to factory standards or were even known to exist. This resulted in him carefully planning out each step and ensuring everything lined up with original sales sheets and records. During the process, an original sales brochure was found that displayed the colors for this model, and one color in particular not only caught the owner’s eyes but everyone else’s when it was applied to the car. The body was coated in a bright Altura Green, while the fenders and other accents were painted Laurel Green. To offset the two greens, the six wire-spoke wheels were painted in a charming and complementing shade of red. The car's refined lines were once again highlighted thanks to its new coat of paint, while all the brightwork was re-chromed to a brilliant finish. The new tan convertible top, with its landau bars, was meticulously fitted onto the car, leaving no wrinkles, and displaying in better condition than when it left the dealership in ‘32. Even the trunk, with its dealer sticker still displayed inside, was restored and placed at the rear of the vehicle. Putting it to the test, this Olds was taken to the Oldsmobile Club of America Meet where it scored a near-perfect 999 out of 1,000, with the one-point deduction coming from a handful of bolts that had the wrong markings on them, a very minor issue in the grand scheme of things.
Of course, the exterior of the car was not the only category that was judged to achieve such a high score. The fine dark brown faux leather upholstery on the bench seat, door panels, and rumble seat were sourced and fabricated from an Oldsmobile fanatic in Massachusetts who used the original factory patterns and stitching. This example is also ready to be driven and enjoyed, as the mechanics of this Convertible Roadster have been well-maintained. After its great success at the Oldsmobile Club of America Meet, this F-32 Convertible Roadster went on to capture Best of Class and Best Restored Car at the Detroit Autorama. Rarely seen today due to only 333 examples leaving the factory and a presumably small number known to exist, this 1932 Oldsmobile offers a special opportunity to see a seldom-seen top-shelf roadster that came about in a time when the thought of buying a new automobile was far from almost everyone's minds.
Specifications: 385 cid L-head inline-eight-cylinder engine with nine main bearings, 135 horsepower, three-speed manual transmission with vacuum-assisted clutch, leaf-spring and beam axle front suspension, leaf-spring and live axle rear suspension, and vacuum-assisted four-wheel hydraulic drum brakes; wheelbase: 146 inches
· 1 of the 36 d
Specifications: 385 cid L-head inline-eight-cylinder engine with nine main bearings, 135 horsepower, three-speed manual transmission with vacuum-assisted clutch, leaf-spring and beam axle front suspension, leaf-spring and live axle rear suspension, and vacuum-assisted four-wheel hydraulic drum brakes; wheelbase: 146 inches
· 1 of the 36 dual windshield phaetons of the 151 LeBaron-bodied examples
· 1 of fewer than 20 authentic survivors
· Originally delivered to famed powerboat racer Lou Fageol
· A truly rare and desirable American classic
Considered to be one of the most elegant cars of the period, as this 1933 Chrysler CL Imperial Dual Windshield Phaeton clearly demonstrates, it is also one of the most rare models to come across. In 1933, America was still in the throes of the Great Depression, and sales of exclusive, custom-bodied luxury cars were understandably dire. Chrysler delivered a mere 151 CL Imperial chassis in 1933, with most wearing one of the “semi-custom” coachwork options by LeBaron Carrosserie. This car is one of 36 originally outfitted with LeBaron’s spectacular Dual Windshield Phaeton body. Distinguished by its split windshield, rakish profile, and retractable rear windscreen, the LeBaron Phaeton is one of the most evocative and visually stunning bodies created for the CL Imperial chassis, and today there are less than 20 authentic known survivors.
For the 1933 model year, Chrysler freshened the CL Imperial range, introducing a new chassis that stretched an astonishing 146 inches, complemented by stunning styling with a swept-back, steeply-raked raked grille, cowl-less hood, and flowing fenders. Hydraulic brakes, adjustable seats, and hydraulic dampers all carried over to the CL, so performance was up to the standards that customers expected. Thanks to the advanced suspension geometry, superb hydraulic brakes, and powerful 8-cylinder engine, the CL Imperial is regarded as one of the finest driving cars of the Classic Era.
With known ownership history that dates back to its conception, this Chrysler Imperial CL is very well known among the Imperial community. Its first owner would be Lou Fageol, one of the most colorful and legendary figures in motorsport, on land, and especially on the on water. He built and piloted some of the fastest speedboats around, collecting many prestigious trophies, and even built race cars that competed in the Indy 500. His famed boat racing career would come to an end in 1955 when the craft he was piloting at speeds well into the 100-mph range went airborne. Surviving the serious injuries that came from the wreck, Fred Farley, a historian of the American Boat Racing Association would say this, “he truly is a pioneer of the sport and respected elder statesman of the sport he loved.”
His pursuit of power would carry over into his everyday life, and this Imperial would be his everyday car. After about a year of ownership, Fageol would fit this car with a 1930 Cadillac V-16 engine, number 700132, which is documented in Christopher Cummings aforementioned book, Cadillac V-16s: Lost and Found. It is rumored he did this to race it in period, which shouldn’t come as a surprise as he was known on pushing the limits of high speed. The next owner would be Hollywood film actor Turhan Bey who would then pass it on to a student at Stanford University. Passing hands in the early 1950s, legendary northern California collector and enthusiast, Jack Passey would take ownership. Passy, in turn, traded the car to Earl Hill and Dick Wells, who sold it to Laurence “Baron” Dorcey. Dorcey was the grandson of Great Northern Railroad magnate James J. Hill and lived the fabulous life of a millionaire eccentric. Over the course of the next 50 years, he would come to own the car two further times, always buying it back after he sold it. The next owner would come in 2001 when Dorcy traded it for a Model J Duesenberg. It would stay in his hands until the fall of 2019 when the Grand Rapids Classics Auto Museum became the owner.
This Imperial was restored between 1985 and 1987 by Harold Orchard, a well-known craftsman in southern California, famous for his award-winning restorations during the period. The body was refinished in its present brilliant scarlet, matching the hue it wore when Dorcy first acquired it in the 1950s. The engine was also replaced with a period-correct CH Imperial engine, very similar to the original CL unit that first powered the car in 1933.
Well-known among the Chrysler Imperial community, this example has been featured in multiple books and publications like For the Love of Old Cars by Ken Albert and as mentioned above, Cadillac V-16s: Lost and Found. Furthermore, it is listed in the compendium of the original CL Imperial phaetons published by George Tissen in 1980, documenting its provenance as a genuine example. With less than 20 known surviving examples today, CL dual-windshield phaetons are widely held as among the most beautiful and desirable American Classics.
Specifications: 241.5 cid L-head inline six-cylinder engine, 100 HP at 3,400 RPM, three-speed manual transmission, solid front axle, semi-floating rear axle with leaf springs, Lockheed four-wheel hydraulic brakes; wheelbase: 115.5 inches
· Believed to be 1 of only 10 remaining examples
· Rare coupe body style
· Highly desirable streamli
Specifications: 241.5 cid L-head inline six-cylinder engine, 100 HP at 3,400 RPM, three-speed manual transmission, solid front axle, semi-floating rear axle with leaf springs, Lockheed four-wheel hydraulic brakes; wheelbase: 115.5 inches
· Believed to be 1 of only 10 remaining examples
· Rare coupe body style
· Highly desirable streamlined, aerodynamic design
· First-year of production for the Airflow Coupe
Chrysler’s Airflow line of the mid-1930s was the first truly aerodynamic streamlined American car. "It bores through the air," Chrysler advertised—and they could prove it to, because the Airflow had been extensively tested in the wind tunnel. But it was more than its form that made the Airflow historically significant. Its steel, semi-unitized body was years ahead of the competition. Chrysler demonstrated the Airflow's structural strength by pushing one off a 110-ft high cliff, then driving the car away.
Introduced in 1934, the Airflow was sold under both the Chrysler and DeSoto brands until 1937. The first year, with its curved "waterfall" grille, was the purest expression of the design; the 1935 through 1937 models had a more vertical grille, designed to give them a more conventional appearance. Today, the '34 is especially prized for its resemblance to the famed streamlined train, the Burlington Zephyr. Both the Airflow and the Zephyr were art modern sensations at the 1934 Chicago World's Fair.
All Airflows were closed models and their interiors were also unlike anything else on the road. Inspired by aircrafts of the time, the Airflow's seats featured exposed chromed tubular frames. The cloth upholstery had leather accents and piping. For the money, buyers of the first DeSotos received a car with a 100-horsepower inline six-cylinder engine and standard features that were either extra-cost options or not even available on other mid-priced cars. Such DeSoto features included Lockheed hydraulic brakes, ignition lock, full instrumentation, brake lamp, steering-hub controls for the headlamps, automatic windshield wiper (yes, wiper - not wipers) and an oil filter (indeed, an oil filter was often an option on some automobiles into the 1950s). Most Airflows were four-door sedans, although there was a coupe model sold in limited numbers. Underappreciated in its day, collectors have now begun to recognize the Airflow as a significant high-water mark in American car design and engineering.
A recipient of a body-off-the-frame restoration within the last 12 years, this 1934 DeSoto Airflow Coupe wears an attractive and graceful period-correct silver on its exterior. Before it was acquired by the Grand Rapids Classics Auto Museum in the fall of 2022, it resided in another Michigan collection for 10 years, where it was amazingly accompanied by two other Airflows. An unmistakable and highly desirable streamlined, aerodynamic design, it is easily one of the finest from the Art Deco Era. Fewer than 1,600 DeSoto Airflows were built in 1934, and only a handful are known to survive today, and even fewer have been restored to the level of this car.
Specifications: 4,257 cc OHV inline six-cylinder engine, four-speed manual gearbox, front and rear semi-elliptic spring suspension with hydraulic shock dampers, four-wheel mechanical brakes with servo-assist, rear-wheel drive; wheelbase: 126 inches
· 1 of just 2 Bentleys built to this design specification
· Exhibited by Gurney Nutting & C
Specifications: 4,257 cc OHV inline six-cylinder engine, four-speed manual gearbox, front and rear semi-elliptic spring suspension with hydraulic shock dampers, four-wheel mechanical brakes with servo-assist, rear-wheel drive; wheelbase: 126 inches
· 1 of just 2 Bentleys built to this design specification
· Exhibited by Gurney Nutting & Co at the Olympia Motor Show in 1936
· Featured in Johnnie Green’s book, ‘Bentley: Fifty Years of the Marque’
· A historically significant automobile in Bentley’s long, prominent history
The Bentley nameplate is one that has been around since 1919 and carried its old-world English heritage with it through each model that left the factory. Carrying that old-school craftsmanship and interesting Bentley history comes this rare, one of just two built, 1936 Bentley 4 ¼-Litre Airflow Saloon. As with all models in that period, Bentley would supply the rolling chassis and an array of British coachbuilders like Freestone & Webb, Park Ward, Mulliner, and Gurney Nutting would offer custom and “standard catalog” bodies. In total 1,241 Bentley 4 ¼-Litres were produced from 1936 to 1939 from all the coachbuilders combined.
This particular example, chassis B-118-HK, is one of the first 4 ¼-Litres to be completed and leave the factory. Exhibited on the Gurney Nutting stand at the famed Olympia Motor Show, this streamlined Airflow Saloon was penned by the Chief Designer of Gurney Nutting, A.F. McNeil. Originally finished in “steel dust” over a grey leather upholstery, this is one of just two built with this design, as confirmed by noted Bentley historian Michael Ellman-Brown, and can also be found in its original form in Johnnie Green’s book, ‘Bentley: Fifty Years of the Marque,’ an excellent informational source that was further revised by well-known Bentley collector and historian, Peter Hageman.
Known ownership history after its Olympia Motor appearance begins with Major C. Watson Smythe of Cornwall who received B-118-HK from The Car Mart Ltd of London in March of 1937. Three years later it was passed to C.J. Oppenheim and then to Royal Air Force squadron leader V. Motion of London in 1943. Ownership during the 1960s would be passed through a succession of different collectors, including the famous broker “Bunty” Scott-Moncrief for a brief period. Eventually, in 1967, it would be sold by famed London dealers Frank Dale & Stepsons to Art Mullaly of Carmel, California who would keep it for 14 years before selling it to West Coast Bentley collector, Gary Moore. In the late 1980s, it was restored with a body-off-the-frame restoration. After its restoration, then-owner Malcolm Schneer exhibited it at the Pebble Beach Concours d’Elegance in 1995 and the Rolls-Royce Owners Club National meet that same year. Ownership would then be held on the West Coast until it was acquired in 2010 by Orin Smith where it would remain for seven years. This would bring us to 2017 when The Rockhound Collection would welcome it into its climate-controlled facility.
Visually stunning, thanks to its distinct lines and perfect body proportions, this rare Bentley still presents well today wearing its original restoration. The red paintwork is in good condition, showing some minor patina in areas but still remaining pleasing and very attractive. Like the exterior, the interior cabin presents nicely and is trimmed in tan leather piped in red and tan carpets throughout. The interior woodwork remains original and solid, aside from a replacement dashboard that holds correct instruments and an original “sprung” steering wheel. As Bentley historian Diane Brandon once said about this example, “It is a stunning car, with no awkward views or angles,” and we would like to think everyone would certainly agree.
Historically significant and sporting beautiful coachwork, this rare, one of only two Bentley 4 ¼-Litre Airflow Saloons built to these specifications, originally used as the show car at the 1936 Olympia Motor Show, is a showstopper in the truest sense.
Specifications: 288 cid Lycoming V-8 engine, 125 horsepower, four-speed pre-selector manual transmission, independent front suspension, rear semi-elliptic suspension with leaf springs, four-wheel hydraulic brakes, front-wheel drive; wheelbase: 125 inches
· 1 of 1,174 built for 1936
· Once owned by the President of the Standard Oil Company
Specifications: 288 cid Lycoming V-8 engine, 125 horsepower, four-speed pre-selector manual transmission, independent front suspension, rear semi-elliptic suspension with leaf springs, four-wheel hydraulic brakes, front-wheel drive; wheelbase: 125 inches
· 1 of 1,174 built for 1936
· Once owned by the President of the Standard Oil Company
· A technologically advanced automobile
· Factory color of Cool Orchard Green
Errett Lobban Cord is credited with producing some of the most technologically advanced automobiles of his time. His historic automotive manufacturing career started in 1924 when he purchased the failing Auburn Automobile Company in Auburn, Indiana. Cord was able to bring the company back to life and turn its automobiles into some of the most recognizable vehicles to this day. This great success wasn’t accomplished alone, as Cord brought many great minds into his factory to help. One of those great minds was Gordon Buehrig, and between the two, the Cord 810 would be created. The 810 was unlike anything of its kind, and its many automotive-first technologies would pave the way for most modern cars today. The elegant coffin-nose designed car featured an industry-first front-wheel drive differential, hidden headlights, unibody construction, and a first step-down floor design. Frank Lloyd Wright, a master of American architecture said, “The proportion and lines of the Cord come nearer to expressing the beauty of both science and logic than any car I have ever seen.” In lack of better terms, the Cord was ahead of its time and way ahead of its competitors.
The new 1936 Cord 810s were a sharp break from traditional automotive styling, with equally innovative mechanicals. Envisioned as a sporty middle ground between the massive Duesenberg and the traditional Auburn, the debut of the “New Cord” at the November 1935 New York Auto Show was remarkable, with photos showing the joyful madness of crowds reportedly standing on the roofs of other cars just to catch a glimpse. In an industry where “totally new” is a worn-out catchphrase, the Cord 810 really was radical. Production start-up for the advanced and complex design was slow, and by the time supply caught up with demand, some customers had changed their minds. Cord production wound down in 1937.
This stunning Cord Westchester wears an older, but very nice restoration. It is one of only 1,174 built for the 1936 production year. The Cord has great provenance that includes being owned, for many years, by the president of Standard Oil Company; and then was owned by a very well-respected artist in Paradise Valley, Arizona. It was then welcomed into the Grand Rapids Classics Auto Museum in the Spring of 2017. This cord was also featured in John Malks book “Cord Complete” and reported to have been featured on a BBC show in 2015 called “Leading America.”
The Cord is presented in what is believed to be its original color of Cool Orchard Green. This unique and stunning factory color is complimented by excellent brightwork and wide whitewall tires. The interior is tailored with light tan upholstery and the dashboard is completed with proper instrumentation. The dash is covered in a beautiful engine-turned-dash pattern that makes the instrument gauges pop. It also is equipped with a period Tropic Air unit. Under the hood of this iconic Cord is a Lycoming V-8 engine that is connected to a pre-selector semi-automatic transmission, commonly known as a “magic hand” shifter.
Specifications: 384.85 cid L-head inline eight-cylinder engine, Stromberg EE-23 carburetor, 125 HP at 3,200 RPM, four-speed manual transmission, solid front axle, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 139 inches
· Designed by Dietrich and built by the Murry Body Corporation
· One of t
Specifications: 384.85 cid L-head inline eight-cylinder engine, Stromberg EE-23 carburetor, 125 HP at 3,200 RPM, four-speed manual transmission, solid front axle, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 139 inches
· Designed by Dietrich and built by the Murry Body Corporation
· One of the grand luxury vehicles of the late 1930s
· Stunning body-off-the-frame restoration
· An Antique Automobile Club of America Award Winner and CCCA Full Classic
By the mid-1930s proper phaetons—four-door open cars without side windows—were falling out of favor with Packard’s customer base which led to a cease in their production at the end of the 1936 model year. Filling the need for large open cars for up to seven passengers was the handsome and much more civilized convertible sedan. Until 1930, Packard had marketed the convertible sedan as an “Individual Custom” drawing on styles from several coachbuilders including Rollston, Brewster, and Dietrich. In 1931, Packard first offered a convertible sedan in their Standard Eight series and, from that point on, the days of the open phaetons started to dwindle. For 1932, convertible sedans were added to both the Deluxe Eight and the new Twin Six lines. Raymond Dietrich is often credited with this design; however, by the early 1930s he had moved on from LeBaron Coachworks. Nonetheless, the Dietrich name presented the same quality in design and build under its new owner, the Murray Body Corporation, from which Packard contracted to supply these handsome cars. For those who wanted a luxury full-size open car, the Super Eight series 1605 with the long 139-inch wheelbase was the way to go. Just as Packard continued to improve on its chassis and engine development, its styling and body engineering represented the latest in fashion and comfort. Earlier convertible sedans had the rear doors hinged to the rear opening in “suicide” fashion, but starting in 1935, hinges were moved to the B-pillar which made getting in and out of the back seat considerably easier. One major design change for 1938 Deluxe Eights was the use of a split “Vee’d” windshield which reduced wind resistance to a small degree, while adding a modern touch to the design. Dual side-mounted spare tires were still a popular accessory and Packard stylists carefully flared them into the massive front fenders adding to the streamlined effect. Unfortunately, accurate production records from Packard’s pre-war days have been lost to time, but with a base price of $3,970, making it the most expensive of all eight-cylinder cars in the 16th series, combined with a setback in the economy that year, one can imagine that very few were produced.
This stunning Packard 1605 Super 8 Convertible Sedan first joined the Grand Rapids Classics Auto Museum in the Spring of 2022 and has been a delightful addition. Before entering the museum, it was under ownership of Mr. Bill Spiko, a prominent collector out of Pennsylvania. While in Mr. Spiko’s care the car was completely restored and the engine was brought back to road-worthy conditions by Phoenix Rod & Custom in Hackettstown, New Jersey and expert Randy Fusco. With the mechanical work done, it is able to use all 125 of its horsepower and float down the road in true fashion. Mr. Spiko acquired this Packard from “The Packard Museum” which was located in Michigan and was admired by thousands.
This car is finished in period-correct dark maroon; the seats are upholstered in fine quality supple tan leather with comfortable seats for both front and rear passengers blending perfectly with the tan canvas soft top. Appointments (factory options) are many on this Packard including proper factory radio with a speaker mounted under the dashboard, a “Deluxe” Packard heater, clock, and exterior accessories including dual side-mounted spare tires with rearview mirrors affixed to the top of the metal covers. Mounted to the rear of the car is the folding trunk rack.
This Packard also has quite the pedigree affixed to it, as it won a National First Prize badge at an Antique Automobile Club of America meet, meaning the restoration and its presence is top shelf. It is also recognized by the Classic Car Club of America as a Full Classic. Staying afloat as a company until 1958, this Packard stands as one of their most lushes offerings in the company's historic run.
Specifications: Fuel-injected 503 cid Ram Jet V-8 engine, 700R4 automatic transmission with a Ford 9-inch rear end and 3.25:1 positraction, Mustang II style front suspension with adjustable air suspension, rear coil covers, power disc brakes; wheelbase: 127 inches
· Vintage looks with thrilling modern-day performance
· Classified as a “
Specifications: Fuel-injected 503 cid Ram Jet V-8 engine, 700R4 automatic transmission with a Ford 9-inch rear end and 3.25:1 positraction, Mustang II style front suspension with adjustable air suspension, rear coil covers, power disc brakes; wheelbase: 127 inches
· Vintage looks with thrilling modern-day performance
· Classified as a “Street Rod”
· Fuel-injected 503 Ram Jet V-8 engine
· A model that is credited with “saving” Packard
Packard introduced its 1940, or Eighteenth Series, models on August 8, 1939, well ahead of other manufacturers’ introductory dates. The company continued to divide the cars between Junior and Senior models, but the emphasis was now on the Junior models, as sales were increasingly coming from the lower end of the price spectrum. The public was the beneficiary, as the One-Ten and One-Twenty models offered legendary Packard quality for the price of a Buick, Olds, Mercury, Hudson, or DeSoto.
Despite being Packard’s lowest-priced eight-cylinder line, the One-Twenty was by no means a base model. It was equipped with Packard’s 120 horsepower, 282-cubic inch straight eight and three-speed transmission, and its performance was excellent. Junior eights received new cylinder heads for improved aspiration, although their horsepower remained the same. A total of 28,138 One-Twenties were produced in 1940 with over nine different body styles.
Retaining its original looks, this Packard has been tastefully and professionally upgraded with modern-day performance and conveniences. Starting under the hood, it has been equipped with a blistering fast fuel-injected 503-cubic-inch Ram Jet V-8 engine. Backing the engine, is a 700R4 automatic transmission that sends power to the Ford 9-inch rear end, 3.25:1 Positraction, and 32 Spline axles. The custom blue exterior is nicely complemented by the 14 and 15-inch chrome wheels that are wrapped in classic white wall tires. Other features on this custom Packard are the Mustang II front suspension and adjustable front air suspension.
Opening up the suicide doors will unveil the custom blue interior upholstery on the seats and door panels. To help keep with the vintage look, a woodgrain dash and steering wheel have been equipped and period-look Dakota Digital gauges have been installed. Creature comforts include a Vintage Air – air conditioning system, power steering, power disc brakes, electric cowl vent, and an upgraded modern-day stereo system. A stunning 1940 Packard with modern-day upgrades, it carries a great presence with it every it goes.
Specifications: 245 cid Inline 6-cylinder engine, 3-speed manual transmission, front independent coil springs, rear leaf-spring suspension, four-wheel hydraulic drum brakes; wheelbase: 122 inches
· 1 of just 358 Hercules Station Wagon Bodies built
· Cover car of the 2013 Woodie Times November issue
· Highly desirable and admired among Woo
Specifications: 245 cid Inline 6-cylinder engine, 3-speed manual transmission, front independent coil springs, rear leaf-spring suspension, four-wheel hydraulic drum brakes; wheelbase: 122 inches
· 1 of just 358 Hercules Station Wagon Bodies built
· Cover car of the 2013 Woodie Times November issue
· Highly desirable and admired among Woodie aficionados
· An elegant pre-war Woodie
As the world closed out the 1920s and began the 1930s, a severe financial turmoil was the new reality. For many automakers, these next few years would be their last. Naturally, sales slowed considerably for Packard and other marques by 1930; Packard attempted to stimulate sales by dropping the price on all models by $400. Sadly, this move did little more to attract new buyers. With some of the greatest stylists in the industry, as well as better-than-average financial stability going into the Depression, Packard was able to survive this difficult era and even managed to create what are arguably some of their finest and most memorable creations.
As the Depression began to wane, Packard began offering their first sub-$1,000 car. Beginning production in 1935, the Packard 120 saw exceptional sales figures with more than triple the total Packard amount of 1934, and doubling again in 1936. Packard introduced the Six in 1937. This was the first time in ten years that a six-cylinder engine could be found in a car from the Detroit luxury brand. The reasoning behind this move was again one of economics and the constant struggle to stay in business by offering a quality product at a reasonable price. Yet the Packard Six, Packard's first six-cylinder engine in ten years, accounted for over half of Packard's total production, finding its way into 65,400 examples. Production and profits continued to climb, jobs were saved, and the company was moving away from the extinction to which many of their competitors had succumbed.
Renamed the Packard 110 for 1940 and 1941, the less expensive model gave the company some much-needed financial stability. The first year of the revised car’s introduction yielded sales of an impressive 62,300 units; following on this success Packard introduced a more expanded line, which included a second trim level called the Deluxe, and did away with Cantrell bodies in favor of the Hercules Body Company. Hercules was stationed in Evansville, Indiana and was known for the highest quality of coach-built units.
For 1941, Hercules supplied just 358 station wagon bodies to Packard for the 110 and 120 chassis, both of which could be had in the standard or Deluxe trim. This means the Wood body’s Packard’s of 1941 are rarely seen today and held high as prized possessions. This lovely example has been professionally restored from top to bottom, inside and out. It was done so well, it was featured on the front cover of the 2013 Woodie Times November issue, a magazine dedicated to wood-bodied cars.
Specifications: 336 cid L-head V-8 engine by Lincoln, Holley two-barrel carburetor, 150 horsepower, Hydramatic automatic transmission, independent front suspension, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 113 inches
· 1 of fewer than 200 produced in total
· An oddly unique and rarely-se
Specifications: 336 cid L-head V-8 engine by Lincoln, Holley two-barrel carburetor, 150 horsepower, Hydramatic automatic transmission, independent front suspension, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes; wheelbase: 113 inches
· 1 of fewer than 200 produced in total
· An oddly unique and rarely-seen automobile
· Still equipped with its original V-8 engine and Hydramatic transmission
· A testament to the true American dream
Earl “Madman” Muntz often called himself “Crazy”, and just maybe he was. At the age of 20, he opened his first used car lot in his hometown of Elgin, Illinois. After the end of WWII, he moved to greener pastures and was able to secure a Kaiser-Fraser dealership in Glendale, California. For the 1947 model year, it was reported that his outlet sold over 22,000 units, about 14 percent of the company’s total output! So successful was Muntz with this dealership, Kaiser set up a plant to assemble knock-down units shipped from Willow Run in Michigan to an airport hangar at the Long Beach airport. His genius and entrepreneurial mind were not just with cars, as it would lead him onto other adventures around this same time. In the late 1940s, he saw how expensive new television receivers were and set about to design one that could be marketed, being the first to offer ready-to-play TV sets for $100 dollars. Along with the TV sets and cars, Muntz changed the landscape for in-car radios.
Among all his business deals, quite the most life-altering was when he met Frank Kurtis. Kurtis was primarily known for his race-winning open-wheel race cars, but he had started to produce his own sports car, a two-passenger job using a variety of engines. Muntz saw the car, made an offer to buy Kurtis out and began to produce his own version, and thus the Muntz Jet was born. A few alterations were made, such as lengthening the wheelbase and adding 13 inches to the body to accommodate a back seat and two more passengers. The first two Muntz Jets produced were powered by Cadillac V-8s but failing to be able to secure more from GM, the big Lincoln flathead V-8 engines were employed, the majority of which were backed up with the Hydramatic transmission. Production started at the Muntz facility in Glendale, but after about 28 cars were produced, production was moved to Evanston, Illinois which allowed for easier access to parts and a more central location for the distribution of the completed cars. At one point, Muntz claimed that 394 units had been built between 1950 and 1953; however, according to the Muntz Registry maintained by Vince Munsen, the actual numbers seem to be closer to just shy of 200 cars.
The story of this Muntz Jet picks up in September of 2009 when it was discovered in a barn in pieces by a dedicated vintage car collector from Pennsylvania. The then owner had lost interest in the project after disassembling it to one day restore. Bought by the Pennsylvania collector, it was given a whole new lease on life by going through a painstaking research process and body-off-the-frame restoration. The chassis was in good condition and its original Lincoln V-8 motor and Hydramatic were both still intact and were able to be rebuilt.
Through the help of other Muntz owners, most everything was able to be found and sourced.
During the restoration, it was painted in its original color, Colorado Red and equipped with a new convertible top, appearing the same way it did when it first left the Madman’s factory. Snow White vinyl was found to replicate the factory interior while the steering wheel, complete with the horn ring and center-cap featuring a cartoon image of the “Madman” himself in his Napoleon-like costume were located and installed. One of the features people remember the most of these vehicles. To keep costs at a minimum, the Muntz had no real production standards, and every car had a very unique touch. Behind the passenger compartment in the boot of this vehicle, an ice chest was built into the car to store cool beverages. A new set of Dayton chrome wire wheels were added to complete its stunning appearance.
Amazingly Muntz did more in one lifetime than 100 people combined, selling $72 million dollar’s worth of cars in 1 year and selling $55 million dollar’s worth of TV receivers and $30 million dollar’s worth of car stereos and tapes until he passed of lung cancer in 1987. This example is a tribute to the desire of a “Madman” to create an iconic automobile and to a man who was mad about making money.
Specifications: 331 cid Hemi V-8 engine, 250 horsepower, PowerFlite automatic transmission, front coil spring suspension, live rear axle with semi-elliptic leaf springs, four-wheel power-assisted drum brakes; wheelbase: 126 inches
· 1 of 11,076 “St. Regis” built
· Desirable “St. Regis” trim package
· An icon of 50s styling
Prior to 1955,
Specifications: 331 cid Hemi V-8 engine, 250 horsepower, PowerFlite automatic transmission, front coil spring suspension, live rear axle with semi-elliptic leaf springs, four-wheel power-assisted drum brakes; wheelbase: 126 inches
· 1 of 11,076 “St. Regis” built
· Desirable “St. Regis” trim package
· An icon of 50s styling
Prior to 1955, Chrysler’s cars were functional but maybe just a bit boring. That all changed when Virgil Exner began to make his mark in the automotive world. An impressive New Yorker St. Regis hardtop like this represents some of the finest work achieved by Chrysler engineers of the day. Named for the landmark luxury hotel in Manhattan, the St. Regis was the 5-Star model for Chrysler. The St. Regis was distinguished from the base New Yorker by extra trim, full carpeting, and a color-keyed two-tone steering wheel. These cars were built with real loving care and offered what they said to be a bulletproof Hemi V-8 engine providing 250 horsepower, mated to the PowerFlite fully automatic transmission, which was a big step up from previous models. The new styling was dubbed the “Hundred Million Dollar Look”, featuring a lower stance and plenty of chrome.
This New Yorker is presented in restored condition with a Tango Red body with a Desert Sand top, and very nice original chrome and trim. Riding on factory chrome wire wheels, you’ll also enjoy power steering, Chrysler power brakes, as well as that fully padded dash that looks like it could be right out of a Chris Craft boat. The red and white upholstery is well-restored and looks cool, and with lots of legroom and the factory original tinted interior sun visors, it’s an authentic piece of Chrysler motoring history. Pop the hood, and the big V-8 Hemi is clean, and factory-correct and runs with authority, making a ride in this fine Chrysler an easy trip down memory lane. In 1955, owning this Chrysler would have been a big deal, and today, they are still considered one of the era's most reliable, easy-driving classic cars. This Chrysler is a true pleasure to drive. While finding an example such as this, becomes harder to find as time goes on, the Grand Rapids Classics Auto Museum is proud to showcase this model for all generations to see and appreciate.
Specifications: 292 cid Super-Torque V-8 engine, 195 horsepower, downdraft 4-barrel carburetor, three-speed Merc-O-Matic automatic transmission, power brakes, power steering; wheelbase: 119 inches
· 1 of just 1,787 Sun Valleys produced
· Believed to be fewer than 200 remaining
· Rare and unique Plexiglas acrylic-glass half roof
· Equip
Specifications: 292 cid Super-Torque V-8 engine, 195 horsepower, downdraft 4-barrel carburetor, three-speed Merc-O-Matic automatic transmission, power brakes, power steering; wheelbase: 119 inches
· 1 of just 1,787 Sun Valleys produced
· Believed to be fewer than 200 remaining
· Rare and unique Plexiglas acrylic-glass half roof
· Equipped with a factory continental kit and fender skirts
Deployed under the direction of Edsel Ford in 1939, the Ford Motor Company launched the Mercury brand, positioned between the Ford and Lincoln nameplate. In its inaugural year, the mid-price point vehicle was welcomed by the public with open arms, as over 65,800 Mercurys were sold. Its first redesign would come in 1941 and adopted a new name, the Mercury Eight. The Eight was 4 inches longer than the Ford models and offered a more elegant and refined grille, exterior and interior trim. Successful with the redesign, Ford knew the Mercury brand was one that was going to stay around. When Mercury entered the 1950s, they were riding the high of having their most successful year yet, having increased sales six-fold in 1949. The ‘50s also ushered in a new model, the Monterey, which would be hailed as the top model under the Mercury name. Successful for a number of years, the Monterey would be dethroned in 1955, as Mercury would undergo a redesign of its model line. Much like Ford, they adopted a three-model range offering with the new Montclair as the top model. The redesign and revision proved to be successful, as Mercury reached its then-highest sales in company history.
The Montclair was the star for Mercury and was offered in an array of configurations. Offered for just two years on the Montclair, the rarest configuration of them all was the Sun Vally, as a mere 1,787 examples were produced. To put it into comparison, 10,668 Montclair convertibles and over half a million Mercurys in total were produced during the same period. Consequently, the Sun Vally remains even more rare today as many have been destroyed and it is believed that less than 200 remain. One of the finest surviving examples today, this Sun Vally was a recipient of a lovely body-off-the-frame restoration. It is finished in an elegant shade of medium yellow that combines with the black and cream two-tone interior to create a classic 1950s look and feel. The feature that truly sets this Monclair apart from the rest is its large and tinted plexiglass acrylic-glass roof. It gives its occupants the experience of a convertible top without all the mechanisms, as it bathes the entire front seat with natural light, a feature that was very uncommon in its day. This example is also styled with nice factory appointments like fender skirts and a continental kit, which is located on the rear bumper. It also comes with original Ford script safety glass windows, which you can tell by the small white Ford logo in the corner. Power comes from a 292 cubic inch V-8 engine that produces 195 horsepower and is backed by a three-speed Merc-O-Matic automatic transmission. The driving experience is furthered by power steering and power brakes.
Recognized by the Antique Automobile Club of America (AACA), it is accepted at a large variety of prestige events and shows around the county. Though the brand is no longer in production, owning a luxury car like this Mercury in the ‘50s was a sign of success and something to truly be proud of. Rarely seen today as less than 200 are believed to survive, this Montclair Sun Vally is a pleasant example of the outside-the-box thinking and innovation that took place in the 1950s.
Specifications: 235 cid inline ‘Blue-Flame’ six-cylinder engine, triple Carter single-barrel carburetors, 155 HP at 4,200 RPM, two-speed Powerglide automatic transmission, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase 10
Specifications: 235 cid inline ‘Blue-Flame’ six-cylinder engine, triple Carter single-barrel carburetors, 155 HP at 4,200 RPM, two-speed Powerglide automatic transmission, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, hydraulic four-wheel drum brakes; wheelbase 102 inches
· 1 of 3,640 produced in 1954
· The 850thproduction Corvette built
· Finished in Polo White over red leather
· A fabulous first-gen Corvette
By 1954, the futuristic Corvette was a full-fledged member of the Chevrolet family. While the first 300 examples had been hand-assembled at GM’s Flint, Michigan assembly plant, it was decided to create a dedicated assembly process for the Corvette. A special section was created at the St. Louis, Missouri assembly plant to accommodate the Corvette’s unique assembly process required by its fiberglass body construction. Having a dedicated facility with trained and skilled craftsmen, quality of the product improved and production numbers rose 12-fold to 3,640 Corvettes for 1954. Crucially, the 1954 Corvette saw marked improvements in fit and finish, with bodywork coming out as smooth and solidly as Chevrolet’s “bread-and-butter” steel-bodied cars. Several running changes took place on the Corvette that year, such as the use of solid-lifter camshaft boosting the engine output to 155 HP, minor changes in the hood-latching system, and the offering of other paint colors besides Polo White, the sole paint finish available for the inaugural 1953 model year. White was still the most common color in 1954, with 3,236 units so finished, while Pennant Blue saw an even 300 cars, followed by Sportsman Red with just 100 produced. However, for the remaining four cars of the 1954 Corvette run, they were painted black, a difficult and daring color that would expose any flaws in the bodywork.
This 1954 Chevrolet Corvette is finished in signature Polo White over a fine red leather interior. It is the 850th production Corvette built since introduced for the model year 1953. A recipient of a body-off-the-frame restoration and mechanical rebuild that took place in the early 2000s, it is a beautiful example of an American icon. It remains in good condition after being kept in climate-controlled environments and museums for well over 20 years. Highlights of this Corvette include correct spinner hubcaps with wide white wall tires, am radio, original gauges, tri carb set up, original washer bottle and static shield, and of course its 235 cid inline ‘Blue-Flame’ six-cylinder engine that is backed by a two-speed Powerglide automatic transmission.
From the moment you step into the showroom you will see cars from many era's. Cars have a unique ability to remind us of fond memories and good emotions from the past. It is interesting how many people talk about stories that one of these cars here reminded them of.
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