Hemmings

Date: 1994

Location: Timberline Lodge, Government Camp, Oregon

Source: Marvin Rand, via Historic American Building Survey / Library of Congress

What do you see here?

Welcome to IROC REHAB, the new series from Hemmings where we take an ailing 1987 Chevrolet Camaro IROC-Z into our Sibley Garage in Bennington, Vermont, and, with the help of some very special partners, give it a new lease on life.

Thirty-five years ago, the Camaro IROC-Z was one of the most sought-after muscle cars on the road. They combined high style, power, and performance in a package that was difficult to match. However, as time and technology marched on, they became overshadowed by the latest and greatest. Now, in 2022, with new parts and technology available, Hemmings has decided to rehab one of the most iconic muscle cars in history to make it perform better in the twenty-first century.

Like a lot of things, auto restoration has antecedents in the pre-World War II era, but is most strongly associated with the postwar period. Brass car enthusiasts were already preserving and fixing those machines by the late ‘30s, but the first thing that most would recognize as the hobby/industry of today really springs out of the post-war DIY movement centered on the 1928-1931 Ford Model A.

Why the Model A? Well, a bunch of reasons…

Background on the A as a new car

Like the early Mustang, the Model A was a sensation when it first came out in late 1927, and Ford was hard pressed to keep up with the demand. From an engineering standpoint, it was strictly evolutionary, not revolutionary: The chassis, based on transverse leaf springs and solid axles front and rear, was very much like that of the 1909-’27 Ford Model T but with the addition of shock absorbers and front brakes.

Stylistically, the new Ford was patterned after the Lincoln Model L, though today both cars are often confused with the Model T because the subtleties of styling evolution in the late-‘20s/early-‘30s have been lost to the non-enthusiast public over the decades. Regardless, what was perceived as a handsome car in 1929 has endured as a period icon to later generations. It’s also more welcoming to most drivers compared with a Model T, both for the improved chassis and the seemingly more familiar three-speed, floor-shift gearbox—virtually the industry standard by then, though Ford had clung to a 1900s-tech two-speed planetary transmission through the end of Model T production.

To rectify the various perceived shortcomings of the Model T, a huge aftermarket industry had grown up around Ford in the 1910s and ‘20s. It turned its attention to the Model A immediately, though those attentions were severely interrupted by the October 1929 stock market crash (right about the time 1930 Fords arrived in the showroom) and the ensuing Great Depression. The resulting products were memorable, as they were intended to improve upon an already excellent, 40 hp car rather than bring a 20 hp 1909 car up to the present standard, and have been intermittently produced up to the present day.

Influence of the A as a used car

Basic, stock Fords proved their durability in the Great Depression, and well-used examples are frequently seen in period photographic efforts by the Farm Security Administration, a New Deal Agency that employed many talented photographers to document the plight of rural immigrant families fleeing the Dust Bowl. While the Joad family may have driven a Hudson Super Six in The Grapes of Wrath, far more itinerant working families traveled the U.S.A. in Model A’s held together by optimism and ingenuity.

A generation of kids who grew up watching those cars held together by resilient adults brought the learned mechanical skills into the heavily mechanized Second World War, where engine repair was as critical as gunsmithing for ground, naval, and air forces. Not a few of those veterans returned to the inflationary postwar world and elected to rebuild a Model A rather than get on a waiting list for a new car. Those hot rodded A’s played on a family similarity with Ford parts right up through 1948, plus a pre-war interest in making them go faster, that offered relatively straightforward conversions of Model A’s to incorporate things like hydraulic brakes, 16-inch wheels and tires, synchronized transmissions, and even conversions to the Ford and Mercury flathead V-8 engine.

While hot rodding, as it became known, predated World War II, simply keeping the well-engineered Model A on the road as stock transportation, perhaps slightly improved for road readiness (what became later on known as “touring” as A’s ceased to be used as daily transportation), spawned the restoration hobby in the 1950s. Hemmings itself began as Hemmings Motor News out of the back room of Ernest Hemmings’s parts store in Quincy, Illinois, where he perceived that a demand for Model A parts (plus any other old car parts folks felt like trading) would justify a classified-ad circular.

The Model A as the underpinning of auto restoration as a hobby/industry

Hemmings was correct and the Model A remains a huge part of the hobby to this day. Prices for complete cars fluctuate, and attrition has whittled down the original population of 4 million considerably, yet availability remains high and there are plenty of opportunities to drive and socialize with other Model A owners.

Further, Model A ownership provides entry into other, multi-car opportunities. The exceptionally nice or interesting examples of the ’28-’31 Ford that get invited to the Henry Ford’s Greenfield Village in Dearborn, Michigan, each summer for Old Car Festival, for example, get to (figuratively) rub fenders with everything from horseless carriages to Duesenbergs. Hopped-up A’s have also been a staple of events like The Race of Gentlemen, which celebrate the DIY car-modification attitude of the immediate pre- and post-WWII years.

The historical and continued popularity of the Ford Model A translates to an extremely robust and complete aftermarket supporting these cars on the eve of their centennial. Even in as-delivered form, the Ford Model A remains an eminently driveable car. Married with some improvements developed when it was nearly new, it can traverse virtually any 21st century road with ease.

During the Fifties, Chrysler’s marketing department observed that more women were taking an interest in automobiles. Aside from the type of car, their opinions on which color car to buy were becoming part of the decision-making process. As a result, Chrysler built two show cars in 1954, named Le Comte and La Comtesse.

Each concept was developed from the division’s Newport hardtop body and given a clear plastic roof over the passenger compartment. While the Le Comte was designed using masculine colors, the La Comtesse was painted Dusty Rose and Pigeon Grey to convey femininity. Favorable responses from the automotive press encouraged Chrysler to continue development of the La Comtesse concept in an attempt to make a connection with female customers.

What was the Dodge La Femme?

From the Chrysler La Comtesse concept came the Dodge La Femme. It was unveiled in 1955 as a “spring special” version of the division’s Custom Royal Lancer two-door hardtop. Its exterior was painted an attractive two-tone scheme of Sapphire White and Heather Rose, complemented by special gold-colored “La Femme” scripts that replaced the standard “Custom Royal Lancer” scripts on the front fenders.

How many Dodge La Femmes were built?

Because the La Femme was an option package available for only two years, its total numbers were never broken out from Dodge’s production figures. Research suggests fewer than 2,500 were made over the two-year period. At least 40 known examples of the 1955 version remain, and only 20 from ’56. “I have restarted the old La Femme Registry online and can only account for approximately 30 remaining for both years,” Scott Miller attests. “There could be more that have never publicly surfaced. We even have one of each in Sweden, Great Britain, and South Africa. It’s one of the rarest cars around. We are fortunate to own this 1956 and a 1955 La Femme that we purchased in original condition in 2017.”

How was the Dodge La Femme equipped?

Interiors also received special La Femme upgrades and features. First, the upholstery featured a special tapestry material with pink rosebuds on a pale silver-pink background and pale pink vinyl trim. Included was a keystone-shaped, pink calfskin handbag— color coordinated with the special upholstery—that could be stowed in a special compartment on the back of the passenger seat.

Each handbag was outfitted with a coordinated set of accessories, including a lipstick case, cigarette case, cigarette lighter, face-powder compact, comb, and change purse, all made of either faux-tortoiseshell plastic with gold-tone metal, or pink calfskin and gold-tone metal. The ensemble was designed and made by Evans, a maker of women’s fine garments and accessories in Chicago. Additionally, on the back of the driver’s seat was a compartment that contained a raincoat, rain bonnet, and umbrella, all made from vinyl and patterned to match the rosebud interior fabric. Marketing brochures stated that the car was made “By Special Appointment to Her Majesty… the American Woman.”

La Femme returned for 1956, accompanied with letters to dealers from Dodge’s marketing department calling the special model a “stunning success.” For its second season on the market, Dodge replaced the Heather Rose and Sapphire White paint scheme with a Misty Orchid and Regal Orchid. Changes to the interior featured La Femme-only seat patterns, headliner, interior paint, and carpet.

Seat coverings were made of a heavy white cloth with random, organic-style patterns of short lavender and purple loops, in a manner similar to loop-pile carpeting. The headliner cloth was heavy white fabric, with random splashes of gold paint, while the carpeting was loop pile with shades of lavender and purple. Also changed were the boxes behind the seats, done to accommodate a new raincoat, rain bonnet, and umbrella that were provided. Both boxes were identical in design because the special purse was discontinued.

Once-in-a-lifetime opportunity to buy a La Femme, repeated

“I have known about these cars since 1988 when I purchased a car magazine featuring the La Femmes,” Scott Miller of Mitchell, Nebraska, recalls. “A friend of mine purchased this 1956 version and planned to restore it for his wife. I told him if he ever wanted to sell it, I would be interested as it would be a great present for Hope, my wife.”

Twenty-five years passed before Scott’s friend finally contacted him about the La Femme, having decided to sell. They even negotiated a price, but after a couple of weeks, the owner changed his mind; his wife loved the car and didn’t want to part with it. Fate would eventually intervene, though.

“Two years later his wife’s health was failing, so he contacted me again and agreed to sell the La Femme at our previously agreed price. I got the phone call when I was having lunch with a group of friends; we all pooled our money so I could pay for the car before he changed his mind again.” This was in January of 2015, and Scott immediately drove the seven miles to the seller’s home, but he soon found another challenge standing between him and the Dodge. “The road to his house was covered in snow-drifts, so I had to walk the last half mile to finalize the purchase.”

Evaluating the La Femme

The La Femme Scott purchased was built on January 12, 1956, at Dodge’s main factory in Hamtramck, Michigan, and was then sold through Lambert Bezner Motor Company in Muenster, Texas. Aside from the standard La Femme equipment, the car was delivered with a 315-cu.in. V-8, PowerFlite two-speed automatic transmission, power steering, power brakes, power seats, AM pushbutton radio with dual antennas, windshield washers, tinted glass, day/night rear view mirror, dual outside mirrors, dual exhausts, bumper guards, and 3.54:1 final drive ratio.

Though the car was mostly intact, save for the missing umbrella, it was still in need of a complete restoration. Scott relays, “The car had a rough life: One of the previous owners told me stories of him and a friend tearing up the country roads. We weren’t going to take anything to chance during the project.”

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

The Restoration Process

Restoring the La Femme

Together, Scott and Hope started the restoration with a complete disassembly and stripped the car to bare metal, after which the Dodge was taken to LeRoy Sanders of Sanders Auto Body in LaGrange, Wyoming, for all the body and paint work. After all the sheetmetal repair was completed, the body was sealed and epoxy primer applied. The body was then carefully repainted in the factory-matched two-tone original colors using a two-stage urethane paint system. Wet sanding and polishing followed.

As mentioned, this La Femme was powered by Dodge’s poly-head version of its 315-cu.in. V-8. Fitted with a Carter four-barrel carburetor and boasting 8.0:1 compression, the engine was capable of 230 hp and 316 lb-ft of torque. It was soon discovered to be a numbers-matching powerplant, and was rebuilt to factory specifications by Jeff’s Machine Company in Alliance, Nebraska. The same facility also rebuilt the PowerFlite transmission.

The engine, push-button transmission, and refinished body were then reunited with the chassis, allowing Scott and Hope to continue the reassembly process by mounting the bumpers and trim, along with new wiring harnesses front to back.

“I found an NOS windshield and all-new rubber seals and grommets,” Scott recalls. “I used all-new glass except for the rear window, which was not available as a reproduction.”

Finally, it was time to work on the interior, which Scott assumed would be very challenging due to the unique one-year colors and fabrics. “Surprisingly, I was able to get all the correct seat material and interior door panels from SMS Auto Fabrics out of Canby, Oregon. They even made me a new set of accessory boxes that mounted to the seatbacks,” Scott says.

Meanwhile, Scott worked on the frame, which was stripped and repainted. Its suspension components —including shocks, bushings, brakes, wheel cylinders, brake lines, master cylinder, and power brake booster—were also rebuilt or replaced by Scott. To finish out the chassis, he chose to purchase a set of 15 x 6-inch OEM-style wire wheels —a factory option that year—from Wheel Vintiques. They were then wrapped with G70 x 15 American Classic whitewall tires from Coker Tire.

The new upholstery was sewn and installed by Bob’s Upholstery in Fort Morgan, Colorado. Gene Carwin, the owner, had enough material left over to make a matching tire cover for the trunk. A new headliner was also installed, though the task was managed by Woody’s Upholstery in Mitchell, South Dakota. The final touches made to the interior include the installation of a restored steering wheel, done by Quality Restorations of San Diego, California, and restored gauges and dash refurbished by the Millers themselves.

The seven-year restoration was completed in May 2021 and the Dodge La Femme spent the winter on display at a car museum in Kearney, Nebraska. “This was no easy car to restore as locating parts was extremely difficult,” Scott admits. “I even recall finding some NOS emblems in Australia. Bottom line: if I found something, I just bought it and hoped for the best.”

Owner’s View

When I first heard about this car, I thought it would be great to restore one for my wife. The seller is still a great friend of mine, and we took the finished car to his home last summer for him to see. We let him take it for a drive and he even offered to buy it back, though we declined. It may have been a difficult restoration but it’s a car you will never see at another show. The fact that 9 out of 10 enthusiasts have never heard of one means that we will always get to tell the story. —Scott and Hope Miller

Thank you for making time in your busy schedule to look at the latest results of the always-exciting Hemmings Auctions. The following is a sample of the broad range of vehicles that have recently crossed our virtual auction block. We saw 57 cars, trucks, and more launch between Sunday, November 13, and Saturday, November 19. Thirty-five of them sold, which comes out to a sell-through rate of 61 percent; this figure included 10 post-auction Make Offer listing sales. Check out the latest consignments by subscribing to the daily Hemmings Auctions newsletter.

1960 Porsche 356 B

Reserve: $70,000

Selling Price: $126,000

Recent Market Range: $68,200-$95,500

It was a fight to the finish for this attractive first-year 356 B, which inspired a bidding war with a flurry of bidder questions and no fewer than 23 time extensions. What prompted this exchange that resulted in it hammering $56,000 over reserve? The sub-33,000-mile Porsche was claimed to be largely original, save for a repaint, and it was unmodified except for the fitment of an electric fuel pump. The paint quality was described as “good, but not show quality,” and the vinyl upholstery looked great. Two rust spots on the floorpan were divulged and the tires were of unknown age, but the undercarriage looked otherwise tidy and the 356 was said to drive very well after recent servicing.

1968 AMC Rambler American Rogue

Reserve: $15,000

Selling Price: $15,750

Recent Market Range: $12,100-$19,600

Before the nameplate was co-opted by a milquetoast crossover, “Rogue” was AMC’s sporty V-8-powered Rambler. That badge graced this American two-door hardtop, which was said to have recently been restored after spending years off the road. New basecoat/clearcoat paint and a fresh vinyl roof skin were applied over solid sheetmetal, and seals were renewed at the same time. The two-tone interior looked attractive in photos and all its accessories functioned without issue. Underhood, the 290-cu.in. V-8 was believed to have been factory-installed, and it had traveled around 1,500 miles since being rebuilt. The adjacent three-speed automatic had a small leak. It sold well as a Make Offer listing.

1954 Chevrolet 3100

Reserve: $25,000

Selling Price: $27,825

Recent Market Range: $23,400-$34,500

Few vehicles are more iconic to Americans than a red Fifties pickup, which explains why this Chevrolet inspired six bids culminating in a healthy Make Offer listing sale in the heart of its value range. Earning that admiration was its fine “driver-quality” condition, the result of a frame-up restoration where sheetmetal rust was repaired. A few paint chips and small dent were mentioned, but the bright trim and glass were both good. The black vinyl interior looked inviting, although the temperature gauge was noted to work intermittently. The 12-volt-converted 235-cu.in. inline-six and three-speed manual drove well, and the undercarriage looked spotless. Five videos helped seal the deal.

2013 Ford Mustang Shelby GT500

Reserve: $62,500

Selling Price: $65,100

Recent Market Range: $56,100-$68,600

One glance at the original window sticker for this 2013 Shelby GT500 illuminated how collectible the potent pony car is, considering it cost a mere $58,490 brand new. The ceramic-coated, white-striped Deep Impact Blue Mustang—one of 530 so painted—wasn’t far from new, considering it had been driven just 4,315 miles. It looked sharp, was said to be damage-free, and enjoyed custom grille and bumper touches. The interior sported an aftermarket infotainment system and special knob for the six-speed manual shifter that matched the racing stripe motif. That gearbox mated to a 662-hp V-8 with a Roush muffler system, and the tires were factory-installed. This Ford traded hands as a Make Offer listing.

1961 Mercedes-Benz 190 SL

Reserve: $85,000

Selling Price: $94,500

Recent Market Range: $82,100-$112,500

Every early SL is collectible, but more than 60 years on, few retain their factory-applied finishes. This 1961 190 SL reportedly had two careful owners. Its warm patina and known history made it a hot ticket, with nearly 10,000 views and 29 bids. Its black paint and chrome looked great, and while the original Becker radio no longer worked, the red leather interior was intact and inviting. The 1.9-liter four and four-speed manual promised good operation and stronger performance from twin Weber carburetors. No rust was visible on the undercarriage or trunk floor, the factory hard top was included, and the 66,910 miles indicated were claimed correct. This car easily exceeded its reserve.

1929 Ford Model A

Reserve: $46,500

Selling Price: $48,825

Recent Market Range: N/A

The Delivery Car body style of Ford’s Model A was rare by any measure, and this 1929 survivor—with its trademark side-hinged rear door—was reimagined into a street rod in 2018. The black paint and brightwork gleamed in photos, and it rolled on smaller-diameter wire wheels with recently replaced tires. The custom interior featured two-tone leather low-back seats, a unique center console, tilt/telescoping steering column, and upgraded instrumentation. A 12-volt-powered, fuel-injected Ford Racing crate 302 V-8 and Art Carr four-speed automatic provided motivation, and the upgraded frame mounted a coil-over rear suspension and front disc/rear drum brakes. It took 25 bids to get a new owner.

Hey, look, it’s nearly December, which means it’s time for my now-annual entreaty for somebody out there in reader land to leave a Scrambler for me to find underneath the Christmas tree. This 1984 Jeep CJ-8 Scrambler listed for sale on Hemmings.com will do nicely. It has some patina, some worn paint in the bed, and a dent here and there, which is perfectly fine by me. Those imperfections suggest that it’s never seen enough rust or abuse to warrant a full restoration or repaint and that it’s been a Southwestern truck for most or all of its existence. Plus, I like to actually use my vehicles, and I don’t want to be the guy who puts a chip in the fresh repaint. Plus plus, it has sundown stripes, which make everything better. Drivetrain-wise, it’s not stock, with a 401 swap, and I won’t argue with the choice to keep the engine in the family. While I could lament the fact that it once had a manual transmission, I could always put a four-speed behind the 401 some day down the road. Ya hear me, Santa? From the seller’s description:

Runs great, removeable hardtop, it was a manual converted to an automatic. It has a 401 AMC V8 with a Turbo 400 transmission. Transfer case is GM and engine was rebuilt approximately 16k miles ago. 40W oil only, due to Iskenderian Cams. Original body paint that has a few dents and chips. Scrambler has had more than one owner.

See more Jeeps for sale on Hemmings.com.

Auto racing may improve the breed, and it’s also one of the three sports Papa Hemingway considers worth anybody’s time. Whatever his specific reasons for admiring it, motorsport has a way of creating legends not just of man but also of machine, leaving behind both tales for the record books and snorting, roaring, speeding artifacts. Those artifacts may display ingenuity of design and engineering but they also demand regular spirited exercise and will without hesitation wad your flesh into a ball if you think for one moment that time has defanged the beast.

All that preamble just to say we’re watching some race car videos this hurricane-y weekend. Not race cars in period, rather race cars as they exist today: cherished, studied, preserved, and potent. So let’s start with a recent video showcasing a one-off prototype for a Volkswagen rally car that recently emerged from obscurity to take some laps at Lime Rock Park.

The Legendary Golf That Never Was – Experiencing the VW A59

www.youtube.com

Ernie Nagamatsu holds court in this video discussing the history of the unrestored Old Yeller II Buick Special.

Old Yeller II Interview at Chantilly

www.youtube.com

As opposed to the Old Yeller video, this one following a Ford GT40 through several minutes of this year’s Spa Six Hours features zero dialog. Unless, that is, you consider the wail of the V-8 a full lecture.

Onboard: GT40 Racing SPA 6 HOURS – Highlights – HQ BRUTAL V8 Sound

www.youtube.com

I’ve talked about the weird things I want to do to some newer-vintage Cadillacs in the past, and I’ve also mentioned here that our family’s daily driver is a 1983 Cadillac Sedan Deville purchased new by my wife’s grandfather. It’s a really great car and I’m coming to like it a lot just as it sits. That said, I could envision giving into my tinkerer side with any number of Ford Panther or GM B-body cars from the 1980s—the Cadillac included.

Because I can’t lavish all that attention on ours (for both financial and sentimental reasons), I can at least use this 1986 Cadillac Brougham in our classifieds as a basis for outlining how I think someone really ought to build one.

Frame, Steering, Front Suspension and Brakes

The 1987 Cadillac Brougham isn’t technically a B-body. It’s a D-body, which is nearly the same thing but longer. Before 1985, this same platform was called C-body, but then General Motors decided it needed the C-body designation for one of its new front drivers, but couldn’t retire the actual C-body cars, so it resurrected the old D-body name for them.

It’s a great system, all designed for the 1977 model year and a well-engineered combination of handling, comfort, ease of operation, and safety. I’d be tempted to play with stiffer shocks, and perhaps a thicker roll bar (Chevrolet Caprice 9C1 pieces, perhaps) because I prefer a bit more handling at the expense of some luxury, but I could be equally happy with things simply as-intended.

The brakes, a typical front-disc/rear-drum setup with power assist, work especially well right out of the box and would have plenty of margin for more power.

Overall, the chassis needs nothing except a thorough inspection to ensure that everything is in spec and fastened securely. It’s one of the outstanding features of the car.

Wheels and Tires

Typically, this ’87 wears whitewall radials and steel wheels with wheel covers—in this case wire-spoke wheel covers. That’s fine and appropriate, but I find myself called in a slightly different direction.

I’ve really gotten to enjoy the look of black-wall snow tires on our ’83 Cadillac. Those tires seem to lend a dignified, ’40s air to it. While changing out the whitewalls for snows, I also made two discoveries. First, I discovered the wheels are equipped with hubcap nubs to fit a standard 10.5-inch hubcap. Second, the brake dust also made the black steel wheels look body color, making me think that this car would look good with the wheels exposed and also sprayed Light Chestnut Metallic.

I found myself wondering how the Cadillac might look with dog dishes. Then I further discovered that some Pontiacs in the ’70s came with blank hubcaps that otherwise have a much more appropriate shape for the Cadillac body than a regular baby moon. I figure if GM itself condoned un-marked hubcaps, they’d be perfect in the absence of ‘caps bearing an actual Cadillac crest.

Engine, Transmission and Rear Axle

The factory engine from 1986 to 1990 was a 5.0L V-8, known to most enthusiasts as the “Oldsmobile 307” after the division that designed it and its displacement in cubic inches. It’s interchangeable with other low-deck Olds V-8s, including 350- and 403-cu.in. versions, but given that the ubiquitous LS swap has already reached the GM B-bodies, it seems ridiculous not to use the hardware that already exists to use the newer engine and all the hardware that has developed around it.

If this were our Cadillac, which has the 4.1-liter High Technology engine, I’d be tempted to go no further than the 4.8L LS that was installed in countless half-ton pickups and barely rates a glance from power addicts hunting for 6.0L engines. But because this was already a 5.0L car, it seems more fitting that the 5.3L used in heavier pickups and SUVs be installed here along with its associated 4L60E four-speed automatic.

The biggest challenges would be a matter of packaging: You can’t build a Cadillac and not have air conditioning, power steering, and power brakes all on board. Also, I’m unclear if the stock intake setup from a pickup truck will fit under the hood or if something from an F-body, a Corvette, or the aftermarket would be required to keep everything looking externally stock.

The rear axle is the strong GM 10-bolt. It should hold up just fine behind a mild LS and an automatic with stock-sized tires. If you really had to mess with it, you could consider adding a limited-slip differential.

Body and Paint

Part of the appeal of a car like this is that it’s basically ready to go anywhere on a moment’s notice. The cold-weather instant starts of computerized ignition and fuel management are for naught if you’re afraid to go out in the snow. I love the Light Chestnut Metallic color scheme on this one and I wouldn’t change it, but ’80s factory paint has a deservedly bad reputation, so if it’s showing any signs of decay I’d go for a refinish in the latest materials along with having the whole thing coated internally with a product like Ziebart.

Controls and Instruments

Perhaps my biggest complaint about the Cadillac is the lack of instrumentation. The only gauges are for speed and fuel. Everything else is a warning light. Surely there’s a set of appropriately 1980s (yet analog—is that too much to ask?) gauges out there that can help me keep an eye on things like oil pressure, battery condition, and coolant temperature. I’d love to have a tachometer, too, though space to mount any of these gauges appropriately is at a premium. If I were crafty with a 3D printer and computer-aided drafting, I might try to make an A-pillar pod to mount them.

Interior

Personally, aside from my gripes about instrumentation, I like everything about the inside of the Cadillac. My wife, however, finds the passenger seat uncomfortable over long drives. Perhaps something with better ergonomics could be sourced from the aftermarket or a later-model car and re-covered to match the rest. I’ll bet somebody, maybe SMS Fabrics, is holding some NOS Cadillac tan velour material from this era.

Conclusion

Cadillac never truly married its traditional luxury sedan with its more recent focus on high performance. That doesn’t mean we can’t. The parts are all there.

How do you like your Cadillac Broughams?

1. To celebrate this weekend’s Japanese round of the World Rally Championship, which returns after missing the last two years, the Toyota Automobile Museum will re-run its exhibition from last year focusing on Japanese carmakers’ efforts in WRC.

Through a collaboration between seven Japanese car manufacturers who have participated in the WRC, many rally cars of historical importance have been brought together for this exhibition. These vehicles, in combination with large manga background panels, generate a powerful 2.5D presentation. Visitors can sense the immediacy of the heated rally while appreciating the history of the WRC.

Photo by Anthony J. Bristol

2. The International Motor Racing Research Center recently profiled Don Cox, chief engineer for Peske’s race efforts at Trans-Am and at Indy.

When Cox arrived on the scene from Chevrolet Development he immediately started on a new suspension for the Javelin, which was bottoming out, running on bump stops virtually all of the time on track. Cox designed the entire rear end, which included the housing, axles, full-floating hubs, spool, linkage to locate the rear, and brakes. Cox pointed out to Penske the advantage of Girling disc brakes with Lincoln rotors.

As for the engine, Penske needed to develop special AMC engine components as the 290 CID was down 100 horsepower to the competition. Team Penske looked to Traco in California for all the engines for the 1970 season. Regulation limited engine size to 305 CID. Traco managed to shrink a 360 to regulation by destroking, while still making over 400 horsepower comparable to Chevrolet. But then there developed a litany of blown engines on the track caused by oil starvation due to G-forces when braking. Team Penske devised a dual-pickup oil pump with the secondary pickup scavenging oil from the uphill side of the pan, where it was accumulating during hard braking. Then, Cox had to address the strain of the dual-pickup pump which was wearing out the drive gears on the cam, affecting the distributor running off of the same gears, which was throwing off timing as the cars got further into a race. Cox found a solution by drilling new oil passages to feed oil to the gears.

3. The Jalopy Journal’s Jive-Bomber recently took possession of a number of streamlined renderings done up by a French company in the Thirties. The difference with these is that the company was using them to sell automotive paints, so they could be as fanciful and imaginative as possible. (via)

I learned upon further research that the René Villemer automotive paint company would create these sketches to show off their latest colors, sometime utilizing real vehicles, but often drafting made up transportation ideas from scratch like the examples below. One thing is certain, the French Art Deco is heavy here, and thankfully that whimsical streamline influence made its way to American auto design in the same decade.

4. According to a recent BBC article about the company, the reconstituted Alvis is simply building more of the cars that it once built before the 70-year break.

The cars are not reproductions, says company owner Alan Stote. “We’ve just picked up where the last cars were made and produced – you could just say it’s a long time between orders.” The cars carry Alvis chassis numbers and engine numbers which follow on from the last in the model sequence.

5. Finally, Australian auction company Shannons has launched a multi-part video series interviewing some of the most prominent designers of Australian cars, starting with Holden chief designer Leo Pruneau.

We watched, maybe with just a slight bit of envy, when the 1956 Packard Caribbean convertible pictured here found a new owner on Hemmings Auctions last year, selling for $73,500 (including fees).

Packard really went for broke in ’56 when it built these beautiful open-air luxury liners. It had to, because the once-great automaker was rapidly going broke, so it was pinning its hopes on the success of that year’s lineup—the flagship of which was this car. It was too late, and ’56 marked Packard’s end as an independent, yet, this car, manufactured in the face of impending doom for its builder, embodied all of the optimism of post-war America.

For starters, there’s the original base price of nearly $6,000 in 1956. That’s double the cost of many well-appointed Big Three cars of that era and was nearly half the price of a one-family home. The New York Times reported back then that a tight housing market caused median home prices to rise from $13,050 in ’55 to $14,508 in ’56. You get the gist; this convertible was strictly for the well-heeled.

For that sum, buyers—what few there were as only 276 of these were produced—got a treasure chest of standard equipment. There was, of course, power-assisted steering and brakes, power windows, power top, and the Push-Button Ultramatic transmission. You can’t have a discussion about these cars without mention of Packard’s innovative Torsion Level Suspension with its power Levelizer. These cars rode on full-length torsion bars on each side that connected the front and rear wheels, delivering a smooth ride. When the car’s level changed, because of passengers on board or luggage in the trunk, an electric motor, triggered by a sensor, would kick in and preload or unload a set of shorter bars that automatically maintained the correct ride height. It was a brilliant system in its day and equally so today.

Inside, there were reversible seating surfaces so buyers didn’t have to choose between fabric or leather—they could have either just by flipping the cushions. Should it get too chilly for just the cabin heater, Caribbean drivers could also turn on the front underseat heater for added warmth. Those seats were, of course, power-adjustable in Caribbeans.

As you’d expect, Packard went all in under the hood of these cars as well, with a 374-cu.in. V-8 breathing through two four-barrel carburetors. With 10:1 compression, these engines made 310 horsepower and a stump-pulling 405 lb-ft of torque at 2,800 rpm. The standard push-button Ultramatic transmission was only a two-speed, but the engine’s ample low-end grunt easily compensated.

These cars were never really mainstream, but they were always highly regarded by collectors. Despite low production numbers, a few of these have sold recently (including the car sold by Hemmings Auctions). A black-and-tan example changed hands for $42,560 at Bonhams Amelia Island auction in March, for instance. In 2021, two sold at Mecum’s Indy sale in May, one for $82,500 and another for $73,700. With 42 sales recorded (some of which may be the same car sold at different auctions) over the last five years, classic.com says the average going price of a ’56 Caribbean convertible is $62,862, with a low price of $28,000 and a high of $121,000. Adjusted for inflation, the car’s original sticker price would be around $66,000—just over the average today. On the whole, 1950s American car prices have been flat over the last decade, and while that may change, buying one of the remaining few ’56 Caribbean convertibles out there in hopes of selling it for a quick profit might not be the best business plan. Instead, if you can find one, put the top down, put on an optimistic smile, and enjoy cruising in the most luxury ’56 had to offer.

Photo from The Hemmings Auctions