Michigans premiere auto museum

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  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 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 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: 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 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 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: 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 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-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.