1955 LaSalle II Show Cars

Two Showcases for the V-6 Experiment

Text by David W. Temple

Photos from author's files

A particularly unusual part of the history of the GM Motorama show cars can be found in a pair dubbed LaSalle II. Named after Cadillac’s companion marque, last produced in 1940, these cars were created at the time V8s were extremely popular with the motoring public. Increasingly greater horsepower was being achieved with growing cubic inches, higher compression ratios, multiple carburetion, etc., and this did not seem to be the time to test public reaction to a V6 engine, but that is exactly what happened with the LaSalle II project.

The pair of fiberglass LaSalle IIs show cars were not divisional specific. One was a six-passenger, four-door pillarless hardtop (XP-32, Shop Order 2217) and the other a diminutive two-passenger roadster (XP-34, Shop Order 2220). The pair was named after the first car Harley Earl designed for GM – the 1927 LaSalle. The four-door (with the rear doors being the suicide type) had a wheelbase of 108 inches and an overall length of 180.2 inches – just about the same length as some alternative sports cars of the day like the Muntz. A more modern comparison is a mid-sixties Falcon. The roadster was even smaller with a wheelbase of only 99.9 inches and an overall length of 151.7 inches. Ground clearance for both cars measured 5.1 inches. In an era when longer, lower, wider ruled the shape of the automobile, the LaSalle IIs flew in the face of established principles, though they were certainly low. The hardtop stood 69.5 inches high, while its companion roadster peaked at a mere 42.8 inches. Each fiberglass body sat on a custom-built steel frame with an independent suspension utilizing torsion bars in front. The windshield for the LaSalle II sedan was an “astra-dome” type much like that of the Biscayne. Its exhaust pipes, mufflers, and ports were housed in the rocker sills on the roadster, while the exhaust exited through a port in each lower quarter panel for the sedan.

Frontal styling for both LaSalle IIs had vertical grille openings based on the canceled 1941 LaSalle. The side coves of the pearlescent white cars were painted a contrasting blue (Bahama Blue on the roadster and LeSabre Blue on the Sedan) thus dominating the profile view of each car; they foretold the look of the Corvette for the following year. Carl Renner performed much of the design work on these cars and also worked on the restyled Corvette for 1956. He even went so far as to propose a 1957 Corvette based chiefly on the LaSalle II roadster’s styling, but that is as close as this show car got to production.

As already stated, the LaSalle IIs featured V6 engines, although the ones in the actual Dream Cars were aluminum castings without internal components. Even though these particular V6 prototypes were nonfunctional, GM had a V6 research program in the works over the preceding seven years. The incomplete engines mounted within the LaSalle IIs represented aluminum (heads and block), fuel-injected, double-overhead (DOHC) cam, power plants that would produce 150 horsepower. Today such engines are commonplace, but in 1955 they were quite radical. If they had gone into production, the history of the American automobile might have been very different – at least that is the opinion of Joe Bortz as quoted in an article by Charles D. Barnette for the Cadillac & LaSalle Club’s The Self Starter publication. Bortz, who owns both LaSalle IIs said, “To me these cars are the turning point in American history. At this time in 1955, long before the European automotive invasion into the American market, General Motors had already thought of and physically produced these two cars which had aluminum block V6, fuel-injection, double-overhead cam engines with independent rear suspension. As you know, during the 1960s, 1970s, and 1980s, these were the ideas that were brought forward from Europe, and eventually Japan, that set the American automotive market on its ear. As I always say, this was the turning point in American automotive history, where if they [GM] would have stepped up on their ideas with these two LaSalle automobiles, American automotive fortunes would have been greatly changed.”

An additional feature of both cars was 13-inch turbine-style wheels with brake drums cast into their center sections. The wheel was bolted rigidly much further away from the center than a typical arrangement; tire removal meant lifting off only an assembly of the tire and rim, thus leaving the brake setup undisturbed. The bimetal brake drums bolted to the wheel hub to form a brake chamber that inhibited the entrance of moisture and dirt. These drums required only seconds to remove.

The LaSalle IIs were uncannily predictive of the future – a trait most Motorama experimental cars have in common. (Such prognostication was the result of advanced thinking within GM Styling, rather than through gifted insight into what would be in demand in the distant future.) The compact car would emerge in the 1960s and Buick would offer a V6 starting in 1962, an engine that would become very important to Buick in the 1980s.

In 1989, both LaSalle II show cars were recovered by Joe Bortz from Warhoops Auto & Truck Salvage near the GM Tech Center in Sterling Heights, Michigan. The roadster had been cut apart much like the 1955 Chevrolet Biscayne, also found at Warhoops. Fortunately, the sedan had not been butchered.

The LaSalle II roadster has the rare distinction of being one of very few work-in-progress cars to be invited to the Pebble Beach Concours D'Elegance. It was shown there along with other surviving dream cars of GM in 2008.

In 2010, Joe Bortz began the final phases of the restoration of the LaSalle II roadster. Part of that process was the design and installation of an electric motor to make the unique car mobile for the first time. A series of videos posted on Youtube.com were produced showing the progress of the project. Part one of the series can be seen here: http://www.youtube.com/watch?v=pnE0-ZVX4Ho&feature=relmfu Links to the remaining portions can be found at the website.

Currently, the LaSalle II sedan is undergoing restoration and will have a similar electric motor installed.

1952 Cadillac Custom Convertible

A Gift from Harley Earl

Text by David W. Temple

Photos from author's collection

The first four years which followed the end of World War II were important ones for Cadillac. In 1947, they outsold Packard for the first time since 1934 (and continued to do so from that point onward), the 1948 models began a styling fad that would last throughout the decade of the ‘50s and into the early ‘60s, and then with the ‘49s came Cadillac’s advanced overhead valve (ohv) V8; it arrived just in time for the start of the post-war horsepower race. Such credentials helped solidify Cadillac’s image of being the “standard of the world” as they had long claimed to be.

The tail-finned Cadillac began to take shape during 1939. During this time Harley Earl and his team received an invitation to Selfridge Air Force Base to view one of the newest and most advanced fighter planes of the day, the P-38 Lightning. General Motors’ connection to the P-38 was their Allison Division which built the engines for the Lockheed-designed plane, a twin-boom fighter aircraft that later proved its worth in the skies over Germany, Burma, and the South Pacific during the second world war. Beyond its importance to the Allied war effort, the plane has the distinction of being the inspiration for the tail fin craze that consumed the Detroit auto industry and car buyers for many years.

There was more to styling the ‘48s than simply putting fins on the car. The Lightning also inspired the pontoon-like fenders and bullet shaped bumper guards as well as the wraparound windshield that appeared in following years. There was a problem to overcome in following through with the ideas that the fighter plane spawned, too. When executives received their first glance at what styling was doing, they were not exactly exuberant about the proposal, thus Earl ordered the styling department to delete the fins. Harley Earl was an intimidating person and when he said do this or that it got done – usually. The stylist in charge of the Cadillac design studio, Franklin Hershey, simply concealed the fins on the clay model with a cloth. Within a short time span, however, the idea of tailfins on Cadillacs began to appeal to management. Harley Earl went back to the studio and happily learned the fins had not been taken off the clay model.

As radically different as the 1948 and 1949 Cadillacs were, they were not as radical as they could have been. Other ideas for the new ‘48s included hidden headlights, skirted front fenders, and a very aerodynamic shape. These concepts were rejected because Harley Earl knew it was unwise to leap too far ahead of the styling practices of the day. In fact, he was quoted as saying, “A fundamental we have learned ... is not to step too far at a time, but every now and then we take a risk.” Dealers reacted the same way management did upon their introduction to the finned Cadillacs, but the general public was wild about the idea. Output for the next year’s model would nearly double the results of ‘48.

Bringing great excitement for the ‘49 model year was a replacement for the old L-head eight cylinder with the ohv V8. The new power plant displaced 331 cubic inches and provided significantly greater performance and fuel economy. With the upper limits of its capability being reached, the engineering department recognized that the L-head was due for replacement. A program was initiated during the latter part of 1941, but the war interfered with the project soon thereafter. Compression ratios were on the rise due to the availability of higher octane gasoline (up to a rating of 88 by 1948). Furthermore, still higher ratings (up to a range of 12:1 to 13:1) were being planned, thus the modern Caddy engine was designed with this in mind. The engineers apparently did their work correctly because the engine continued in its basic form through 1963. The only other street car that could measure up to Cadillac in terms of performance at that time was Oldsmobile which had their own ohv V8 displacing 307 cubic inches.

Harley Earl, the VP of GM Styling and his team of stylists made the cars of GM look exciting and thus desirable. In particular, a Cadillac was something to aspire to because in the eyes of many it made a statement like no other automobile could. It said of its owner, “I have arrived at the top.” However, there were a few Cadillacs that made that statement a little more boldly. A limousine, the two-door hardtop Coupe de Ville, and a convertible said so a bit more clearly. There was one more way that surpassed these – a customized Cadillac specially ordered by Harley Earl.

Gary Cooper and Sammy Chapin sitting in the '52 Custom Convertible

Harold R. Boyer was no ordinary person. He received an engineering degree from MIT – no small accomplishment in itself – and helped in the effort to convert American factories from civilian to war production in order to combat Nazi Germany and the Japanese Empire. During the Korean Conflict, Boyer was in charge of the Cleveland plant that produced Cadillac engines for tanks. Much of his work was classified. Boyer knew the powerful like General Curtis LeMay (the man who masterminded the bombing operations over Japan in the latter part of World War II and who later became the commander of the U.S. Air Force Strategic Air Command) and he was also friends with Harley Earl. Through his association with Earl, Boyer also became acquainted with the famous like movie star, Author Godfrey.

Earl and Boyer met when the latter was with the Oakland Motor Division of GM. Eventually, Boyer was loaned by GM to the Department of Defense. His career brought him back to serve at GM until his retirement in 1964; his last major duty for the company was to coordinate the pavilion for GM at that year’s World’s Fair in New York City. Boyer served on the board of directors of various companies including that of Lear Jet, was a pilot, and owned & flew a Beechcraft Bonanza.

One day while Boyer was assigned to managing Cadillac’s Cleveland Tank Plant, he had a conversation with Harley Earl regarding automobiles. Mr. Boyer mentioned his dream car would be part Cadillac and part sports car. Evidently, Earl became intrigued with the concept of a Cadillac sports car and began having one designed with Boyer’s input. A regular production 1951Series 62 convertible was sent to GM Styling to be redesigned into the car shown here. Originally the special Caddy was painted black and had standard issue wheel covers. The body was shortened 10 inches and lowered six inches in overall height to achieve the sports car look. Grille extensions, turn signals, headlight rings, and the hood emblem were updated to 1952-model year components. The instrument panel was modified to include manifold and oil temperature gauges, as well as a tachometer and an aircraft-type clock. A newspaper article about the unique car which appeared in the Cleveland Plain Dealer stated the custom Cadillac was equipped with a 230 horsepower, dual-carb engine and that it was capable of 130mph. If the report was correct, then the engine, as originally configured, was essentially the same as the one which powered the 1953-54 Eldorado (though these models lacked dual carbs). According to the article, GM was “so impressed by the vehicle” that they were considering placing it into production. One must wonder if this creation was the inspiration for the sporty dream car, the 1953 Cadillac Le Mans of which only four were built. Reportedly, it, too, was considered for production; dealers who were quarried about it believed a market existed for about 5,000 of them. However, production was not forthcoming.

At Boyer’s request, the special Cadillac was upgraded and in 1955, the car got a new engine. The sporty wire wheels may have been installed at that time as well. A four-barrel carburetor replaced the dual-quad setup. At some point, the car’s color scheme was changed, too. This is the way the car remains today.

Harold Boyer’s granddaughter purchased the car upon his death in 1987, and she preserved it until selling it several years ago at an auction. The Custom Convertible now belongs to a Palo Alto, California resident who showed the car at the 2011 Pebble Beach Concours D’Elegance.

In the opinion of many at that time, the 1950s Cadillacs represented the pinnacle of luxury, and sales of the make reflected this belief. However, the ultimate luxury cruiser of the time had to be a Harley Earl-designed Cadillac – something very few people could own.

To view photos of the car on display at Pebble Beach, click here: http://forums.aaca.org/f169/pebble-beach-1952-cadillac-custom-body-310368.html 

Additional photos can be seen here: http://cadillacdatabase.org/Dbas_txt/Drm52-53.htm

1955 Chevrolet Bel Air

GM's 50-Millionth Car - A Golden Opportunity

Text by David W. Temple
Photos from author's files

General Motor’s 50-millionth production automobile was assembled with great fanfare on November 23, 1954. At 9:50am that day, GM’s 50-millionth body met its 50-millionth chassis and assembly personnel secured its many components under banners commemorating the grand event. Within five minutes of the body-drop, the front fenders were being attached followed mere minutes later by the hood. Once complete, the car was driven to a nearby platform built specifically for this occasion while a band played “See the USA in a Chevrolet.” Chevrolet general manager, T.H. Keating made a few remarks then introduced GM president Harlow Curtice who told the employee audience, “Ours is a great achievement. It is one in which all of us can well take great pride. It should inspire us to even greater achievements for the future.” Curtice also noted that 50-million cars “are more than any other country or combination of countries has ever produced.” The keys to the special Bel Air were ceremoniously handed over to Harlow Curtice as part of the festivities.

The Chevrolet Bel Air two-door hardtop including its chassis was painted Anniversary Gold and had a reported 716 trim parts plated with 24-carat gold (though another report gave the number as “more than 600”) along with a duplicate set of replacement parts for repairs if necessary. The interior was color-keyed to the exterior and had the 50-millionth commemorative medallion made for the event attached to each door panel. Chevrolet also offered the Anniversary Gold paint color as a limited option (reportedly just 5,000) for four-door models only. The 50-millionth car not only appeared at the “Golden CARnival” parade in Flint, but also at the GM Motorama. General Motors even painted one of their diesel locomotives in Anniversary Gold with the special 50-millionth car logo as part of the celebration.

The ’55 Chevy passenger cars were all new this year; three-hundred million dollars were spent on the redesign and new tooling for its 3,825 new components. Just as with the Biscayne dream car, the new Chevrolets were designed under the leadership of Clare MacKichan as well as Ed Cole (who would later become president of GM). According to Fingertip Facts for the 1955 Chevrolet (a book printed for salesmen), “Chevrolet first found out, through exhaustive research, exactly what people want in a car of lowest cost; then developed – in one compact design – values that exceed people’s greatest expectations of a car of Chevrolet’s class… As a result, the new Motoramic Chevrolet is by far the most beautiful, most enjoyable, and finest performing Chevrolet ever built.” Up front was a Ferrari-like egg-crate grille. The hood-line was nearly flush with the front fenders and the profile sported a beltline or “Dutch Darrin” dip as seen on several dream cars. The beltline dip served to make a car look lower than it really was. In this case, it accentuated the low look of the new Chevrolet that was over two inches lower than the previous ’54 models. Surprisingly, the ‘55s were about one-inch shorter and one-inch narrower than the previous year models. The wraparound windshield finally made it to Chevrolet (including pickups) this year as well. With the new body came a new chassis with box-section frame rails and ball joints up front instead of king pins. The Bel Air convertible received an X-member for additional strength. A six-cylinder was standard and the new V8 optional on all models.

The unique Anniversary Gold Bel Air two-door hardtop became privately owned at some point after its days of generating publicity for GM came to an end and according to Classic Chevy World magazine’s editor, Joe Whitaker, the car was recently known to be owned by a North Carolina resident.According to him, this owner (who prefers his privacy so he will be called “Mr. Gold”) owned a different 1955 hardtop he was planning to restore. Mr. Gold learned of some garage owners who were building another 1955 hardtop into a race car so he went there to see it. Extensive modifications were nearly underway when Mr. Gold’s inspection of it showed it to be in better condition than the car he originally planned to restore. Since this car was about to get major modifications Mr. Gold suggested swapping it for his car. The offer was accepted.

After getting the car home and beginning the dismantling process, Mr. Gold noticed lots of gold plating and gold paint inside the car. He also found a special plate on the firewall, so he called Tom Trainor who worked for GM for 30 years and was a Chevy hobbyist (and is since deceased). Tom found that the VIN on Mr. Gold’s Bel Air matched that of the 50-millionth GM car. As of the last report, it was still in the process of being restored.Hopefully, upon completion of the restoration of this historic Bel Air the car’s owner will share it with Chevy enthusiasts by showing it at car shows and special events. We are sure readers would very much enjoy seeing the finished car.

GM of Canada Show Cars - 1950s

Forgotten '50s Show Cars from GM of Canada

Text by David W. Temple

Photos from CNE archives and author's files

Brochure for GM's Mid-Century Motorama at CNE in Toronto

While conducting research for my book, “GM’s Motorama: The Glamorous Show Cars of a Cultural Phenomenon,” I learned of several General Motors’ show cars for the Canadian auto show circuit. These cars were modified production cars with special paint colors, unique upholstery, etc. (Such cars were common at the GM Motorama in the United States, so the display of modified production cars by GM of Canada really is not surprising.) Whether the modifications were performed at GM of Canada or the cars were sent across the border to Michigan to be modified is unknown to me. Further research has uncovered additional show cars; there are no doubt more of these to be found.

Five are now known to have been crafted for the 1950 auto show circuit. These were the Chevrolet Royal Canadian, Pontiac Fleur de Lis, Pontiac Magnificent, Oldsmobile Westward Ho, and the Oldsmobile Golden Jubilee – all names associated with Canadian culture and history. All of these were shown at the GM Mid-Century Motorama at the Canadian National Exhibition held in August/September 1950. Presumably, they were also shown elsewhere in the country.

No similar cars have been discovered for the years 1951, 1953, and 1955 through 1958. Most likely, many were built during these particular years. However, those from 1952 are now known; they were another Chevrolet Royal Canadian, Pontiac Catalina Supreme, Oldsmobile Caribbean, Buick Ranger, Cadillac Coronation Coupe, and the Special Delivery (evidently based on a Pontiac Sedan Delivery).

For 1954, a 1953 Corvette was modified with a prototype detachable hardtop and roll-up windows. Other than in some trivial details and its color scheme, it was identical to the one shown in the U.S.

A special 1959 Chevrolet Corvette is known to have been exhibited at that year’s CNE.

Chevrolet Royal Canadian

The Royal Canadian, built from a four-door Deluxe, must have stood out the most among these five cars due to its striking color scheme of Carteret Red and Delicate Oyster White. Gold-plated bumpers, moldings, and hub caps further accented the exterior. Equally jaw-dropping was its interior with two-toned upholstery of white tartan and plain scarlet, white fabric sun visors and headliner, white door panels, white leather seat ends and white leather rear package shelf.

Pontiac Fleur de Lis and Magnificent

Pontiac Fleur de Lis is at center, right. (CNE archives)

Two Pontiacs, both Silver Streak four-door sedans, were less flamboyant than the Royal Canadian. (Canadian Pontiacs, incidentally, were built on a Chevrolet chassis and used a mix of Chevy and Pontiac components for the interior.) The grey-white Fleur de Lis had a fabric and leather interior of grey-white and French Blue while its companion, the Magnificent, was finished in a less subdued scheme of a metallic green lower body and special new crinkle-finish champagne top. Inside were cream nylon duck and green fabrics combined with a forest green carpet.

Oldsmobile Westward Ho and Golden Jubilee

Olds Westward Ho, near center; Golden Jubilee reflecting in mirror at lower right (CNE archives)

The Westward Ho, a two-door club sedan, was finished in Cudahy Yellow. It featured a two-toned interior of Cudahy Yellow (seat inserts) and Cadillac Black leather. Door panel inserts were black. A salmon-colored lower body and black roof distinguished the Golden Jubilee. A matching interior of salmon nylon waffle weave and silky black broadtail along with bits of black leather further enhanced Golden Jubilee two-door club coupe.

GM Travelera at the 1952 CNE

Along with the 1952 crop of GM production cars as well as the 1951 GM LeSabre experimental car, were six special show vehicles at the 1952 Canadian National Exhibition. General Motors’ theme for their display was “Travelera.” As with the 1950 show cars, these were likely displayed at other auto shows in Canada.

Chevrolet Royal Canadian

The 1952 Royal Canadian was very similar to the 1950 version. Described as “breathtaking in beauty and excellence,” it was finished in two-tone paint – Parade Scarlet and deep Guards Blue (roof). Again, gold-plated hardware decorated the exterior. No information is available on this car’s interior, though assuming it was roughly similar to the 1950 Royal Canadian seems reasonable.

1952 Chevrolet Royal Canadian (CNE archives)

Pontiac Catalina Supreme

Few details of the Catalina Supreme are available. It was described simply as a “sophisticated study in Georgian White and contrasting shades of red.” The Catalina was Pontiac’s first production two-door hardtop.

Oldsmobile Caribbean

Just as with the Catalina Supreme, details of the Olds Caribbean are scarce. It was advertised as expressing “the glamour and romance of distinctive motoring at its best.” This show car was painted in “glowing Carib Green.”

Buick Ranger

1952 Buick Ranger; note rifle mount (CNE archives)

The Buick Ranger featured a western theme. It was built from a Roadmaster convertible and was said to be painted El Rancho Beige and Canyon Brown. However, a black & white photo of this car shows it to have had a monotone scheme. The wheels were clearly darker so perhaps the brown paint was applied to them. Brown may also have been the color of the convertible top’s fabric. Fitted on at least the driver’s side door (possibly both doors) was a rifle (type unknown) and holster! This was not the last of the Buick’s with a heavy western theme.

Cadillac Coronation

All that is currently known of the Cadillac Coronation is what was said of it in an advertisement about GM of Canada’s presence at the 1952 CNE: “The dignified styling of the Cadillac Coupe de Ville is given a new distinction by the exquisite use of Sequoia Beige and Royal Maroon.”

Special Delivery

The Special Delivery (considered part of the truck line) was evidently based on the Pontiac Sedan Delivery. It was painted Parchment Cream and Coral with a matching interior. Genuine carpeting was applied to the cab and body floors.

An advertisement (illustrated in this article) about the Travelera stated other so-called Special Delivery trucks were also painted in this scheme. Reportedly, two-tone schemes were not available on GM of Canada trucks until 1954.

Corvette show car for 1954

A Corvette displayed during the 1954 GM Motorama (starting with the Miami show) tour featured a prototype fiberglass top in addition to roll-up windows. (Production Vettes had snap-in panels.) A taller windshield and frame assembly was installed on a 1953 Corvette painted a pale yellow (similar to Harvest Gold or Fiesta Cream) and the interior was outfitted with non-production upholstery and door panels with waffle-pattern inserts, as well as a small glove box on the right kick panel. A similarly patterned upholstery and door panel design, along with the hardtop, would appear for the 1956 Corvette, though the latter item would of course be offered as an extra-cost option.

Corvette prototype hardtop for Canadian auto shows (CNE archives)

For the Canadian show circuit, a second example was built from a late-production 1953 Corvette with serial number E53F001260. This car was displayed at 1954 Canadian National Exhibition as well as other venues in Canada. Other than its color scheme, the only apparent difference between it and the original Corvette hardtop prototype was its wheel covers were stock Corvette units without the crossed-flags center piece installed on the yellow hardtop.

1959 Corvette at the CNE

1959 Corvette with wire wheels at CNE (CNE archives)

Very little seems to be known about a special Corvette show car seen at the 1959 CNE. The only details available are those clearly revealed in the black & white photo accompanying this story. It was equipped with Dayton wire wheels with the knock-off type spinner. Presumably it was further enhanced with other non-production features.

Epilogue

Of all the cars described above, only the Corvette prototype hardtop from the 1954 Canadian show circuit is known to still exist. It has undergone some restoration work, but is currently dismantled.

If anyone has any additional details of the cars mentioned in this article or is aware of other Canadian show cars not covered here, please contact me through the “comments” section on this page.

Ford Show Cars, 1965-1968

Text by David W. Temple
Photos from author's files

1965 Ford LTD Executive and Green Mist

The 1965 LTD Executive was a custom-built show car authorized by Ford, built by Gene Winfield, and shown at multiple venues across the country as part of the Caravan of Stars, an auto show produced by model car manufacturer AMT, customizer George Barris, and Ford Motor Company beginning in 1963. Ford executives believed this program would bring even more attention to the company’s cars. Others soon joined the effort – Bill Cushenberry, Gene Winfield, as well as Vince Gardener of Dearborn Steel Tubing.

The LTD Executive received a 1966-style grille, modified headlight bezels, recessed taillights, a stainless steel panel from the windshield header to the midpoint of the roof, and a padded vinyl covering from that point rearward. All emblems and name plaques were removed and a special medallion placed behind the front wheels. Upholstery was fabric and leather. The car was photographed with stock wheel covers for early publicity photos, but the wheels and wheel covers were later replaced with Kelsey-Hayes wire wheels. At some other point it was fitted with Rader aluminum wheels.

Another show car, dubbed the Green Mist, was also a part of the Caravan of Stars. Like the Executive it was built from a Galaxie 500/LTD, but in this case a two-door version. The Green Mist featured a custom-fabricated grille, NASCAR-type headlight panels, custom taillights, extruded aluminum rocker moldings, Rader Hot Wire wheels (fitted later), and a two-piece top. The rear component of the top was trimmed with fake landau irons; this section could be left in place. With the whole top removed a Thunderbird Sports Roadster style tonneau could be fitted behind the rear seat. As this car’s name suggests, it was painted in a custom-mixed emerald green.

1966 Magic Cruiser and Black Pearl

The 1966 Magic Cruiser could be transformed from a fastback to a station wagon and back via hydraulic and electric controls. One of the specifications given to George Barris who was hired by Ford to build the car was that the movable roof section rise within seven seconds. A series of aircraft hydraulic systems, screw jacks, and a switch on the dash made that possible. Lowering the tailgate allowed for easy entry to a rear-facing third seat, and like on Ford’s production station wagons, the second and third seats could be folded down for addition cargo storage.

In front, the two-door hardtop LTD-based Magic Cruiser had one-piece tempered glass headlights, shaved door handles, and a set of Western wire mag wheels. It was painted a custom-mixed “Gold Sunset” and the interior was two-toned with pleated vinyl and lamb’s wool carpeting. Under the hood was the new 428.

This show car was probably re-skinned to become the Magic Cruiser II the following year.

Another LTD two-door hardtop was converted into the Black Pearl. It was a mild custom wearing “Firefrost Black Metallic” paint and a black vinyl top. Door handles, deck lid keyhole, and block lettering on the hood were removed. Taillights were deeply recessed. Stock wire wheel covers and with custom triple-stripe white wall tires were fitted to the wheels. Pearl white seats with satin and leather bolsters covered the seats and a pearl white mouton carpet was applied to the floor.

1967 Magic Cruiser and Interceptor

One of the ways FoMoCo promoted its new 1967 full-sized cars was with a couple of show cars christened Magic Cruiser II and XL Interceptor. The Magic Cruiser II built by George Barris was, as Ford described it, a “super fastback” that could be turned into a station wagon when the fastback section of the roof and two special window-side panels were electrically raised. It was possibly built from the original Magic Cruiser shown during 1966.

The XL Interceptor had numerous modifications such as magnesium wheels, special tires, textured appliqués on the lower bodysides, floating design taillights, reflector slots in the quarters, a modified grille, and plastic lens covers over the headlights. A 428 resided under the hood of the light blue murano pearl show vehicle. The two unique cars were shown nationally at various events that year such as the Chicago Auto Show.

1968 Fiera

The 1968 XL-based Fiera featured several styling modifications. Among these were a lowered roofline which altered the angles of the front and rear windshields resulting in a very sleek looking car. The mostly stock-looking grille was deeply recessed and had auxiliary rectangular driving lights positioned on either side of the stock grille divider. Under the louvered hood was a 428. Vent windows, side moldings, front side marker lamps, and rear side reflectors were deleted. Racing-style outside mirrors replaced the stock units. The rear wheel openings were enlarged a bit and a pair of brake cooling vents was installed just ahead of the rear wheels. Wide-oval white wall tires were fitted to a set of custom wheels. A wide trunk molding extended to the taillights; the extensions replaced the stock back-up lamp assemblies.

Epilogue

All of the above cars were probably crushed after their auto show duties were at an end. However, in the past such cars have escaped the crush order. Perhaps one or two of these cars does still exist. 

Do any readers have additional information and/or photographs of these cars?

Oldsmobile F-88 Dream Cars

The 1954-57 F-88s

Text by David W. Temple

Photos from author's collection except as noted

 

The original 1954 Oldsmobile F-88 on display at the Waldorf Astoria

The General Motors Motorama was launched to bring attention to the products of the corporation which included not only its automobiles from Cadillac, Buick, Oldsmobile, Pontiac, Chevrolet, and GMC, but also auto parts and non-automotive divisions. More notably, it featured experimental or dream cars to test public reaction to new ideas. These cars also exposed the public to advanced concepts so as to acclimate them to features that would be found on automobiles in the near future as well as what might be seen in the distant future.

In 1954, Oldsmobile was represented with two experimental prototypes both of which were sporty two-seaters dubbed the F-88 (XP-20, Shop Order 1939) and Cutlass. Incidentally, prior to its formal naming, the latter was known inside GM Styling as the long wheelbase F-88 because it shared some of the XP-20’s features, but sat atop a stretched Corvette frame giving it an eight-inch longer wheelbase. The subject of our story, however, is the F-88 series of experimental cars.

Upholstery and color samples for F-88 show car

The styling of the 1954 F-88 is credited to Art Ross who headed the Olds studio. (All the stylists of GM were under the leadership of the legendary Harley Earl who brought the concept of styling to the mass-produced automobile.) This two-seater experimental sports car could easily have gone from dream car to production car with assembly being done on the Corvette line. Unfortunately for Chevrolet, their Corvette was not selling well and a divisional competitor made no sense by the time the F-88 arrived on the show circuit. Ironically, Oldsmobile was better suited to offering the sports car at the time as they already had a powerful V-8; Chevrolet would not offer a V-8 (the 265) until the following model year.

Oldsmobile’s 324 Rocket V-8 with a single four-barrel carburetor was boosted to 250 horsepower for the F-88; the engine was mated to a Hydra-Matic automatic transmission. The engine’s compression ratio was pushed higher (to 10:1) than the stock 185hp 324 that came in an Olds Eighty-Eight or Ninety-Eight and a label on the fuel filler cap specified that 94-to-100-octane fuel be used. Writers for Motor Life magazine (April 1954) speculated that the top speed of the experimental car would be approximately 150mph. Regardless of the horsepower rating attributed to the F-88, it reportedly did not run during the time of the GM Motorama tour and only after the show circuit ended was its electrical system needed to make the car run connected. During the summer of 1955, this car was used in a Shriners Parade in downtown Lansing, Michigan. It was used in other parades as well. In fact, thanks to auto restorer Ed Lucas (FEL Enterprises) the fate of the original F-88 is now known. This car was damaged by an engine fire shortly before or just after a parade in 1956. He has seen photos of the car on fire.

The fiberglass body of the Motorama F-88 was painted metallic gold with dark green wheel wells; the green paint even extended to the floor pans. A minimal of chrome trim – at least by fifties standards – decorated the F-88. A simple chrome molding ran from the tail light pod to the dip in the beltline at the door then swept back and down before turning rearward and terminating at the rear wheel opening. The outline of the molding resembled the shape of a hockey stick. Large chrome “88” numerals cleverly disguised engine heat vents on the front fenders and an “around the world” emblem was affixed to the nose and deck lid for product identity. An oval-shaped honeycomb grille filled the opening of the combination bumper/grille surround and in back a thin molding bordered the recessed license plate mounting. The oval exhaust openings at the rear of the quarters also got a chrome-plated surround. Furthermore, seven chromed bumper guards were mounted to the body-colored bumper. Long conical tail lights were mounted to the upper quarter panel extensions; a similarly shaped tail light would later be used for the ’59 Cadillac. The wheel cover design for the 13-inch wheels resembled a turbine with a three-blade spinner or “flipper.” During the Motorama tour, the wheels were fitted with black sidewall tires though these were later changed to wide whites.

Spare tire compartment

The F-88’s convertible top folded into a well which was covered with a hinged lid just as on the Corvette. Its fuel filler was mounted just behind the top well and along the fore/aft center line of the car; the deck lid opening was cut around it. The trunk, as one would expect, was not spacious, but having the spare mounted under the trunk floor and accessed with a drop-down integral bumper guard did help maximize the usefulness of the volume provided. (The drop-down bumper section would show up on other GM dream cars before being adopted for production vehicles – the Chevrolet Cameo and GMC Suburban pickups.) Of course the show car likely never had to carry any luggage anyway. Even so, the trunk was as well finished as the rest of the vehicle.

A Corvette frame was used, though provisions certainly had to be made to adapt the “Rocket” V-8 in place of the Corvette’s “Blue Flame” six-cylinder. Wheelbase remained the same as the Vette’s at 102 inches while the overall length of the car measured 167.25 inches. Overall height with the top down was just 45 inches.

Amateur's photo of the Motorama F-88 interior

The interior of the F-88 was quite dissimilar to that of the Corvette. Though it featured bucket seats, they were of a different design than those in the Vette. A bulkhead behind the seats had openings formed around the seats’ backrests to provide recesses for their adjustment in the fore/aft direction. Between the seats and positioned on the bulkhead was a radio speaker grille. The seats and steering wheel were covered in pigskin. A set of competition-style instruments was arranged vertically in three round housings beginning at the top center of the F-88’s dash. Its upper instrumentation housing contained an odometer along with a 150mph speedometer and a 6,000rpm tachometer laid out concentrically; the center one was divided into the amp (above) and temperature gauges; the bottom housing did double duty, too, with the fuel gauge in the top half and the oil pressure gauge occupying the lower half. Fresh air vents sat atop the dash along the cowl edge and in the kick panels. The console which was finished in chrome and textured metallic gold carried a chronometer, shifter, radio and radio controls. Initially, the dash, upper door panels, instrumentation stack, and carpeting were a golden color. At some point, the dash color was changed to dark green then later the dark color was extended to the upper door panels, center instrument pods, forward console, and carpeting. The steering wheel was replaced with a production type as well.

Multiple XP-20 F-88s were built. Harley Earl drove one (Shop Order 2292) which underwent numerous modifications during 1955 and 1956. GM vice president (and the former head of the Olds division) Sherrod Skinner had another F-88 (Shop Order 2264).

Sherrod Skinner's F-88

Many more details of the F-88s are available in my new book, "Motorama: GM's Legendary Show & Concept Cars." http://www.amazon.com/Motorama-Legendary-Show-Concept-Cartech/dp/1613251599/ref=pd_rhf_gw_p_img_1

Harley Earl had his F-88 updated more than once.

One more Olds F-88 – a completely different car except for being a two-seater – was built specifically for Harley Earl, but that is another story.

1955 Chevrolet Biscayne

From Riches to Rags to Riches

Text by David W. Temple

Photos from author’s archives except as credited

 

There was a time when General Motors was the unquestioned leader of the automotive industry. Throughout the 1950s, GM dominated automobile sales in this country with a nearly 50 percent market share by the middle of the decade.

One of their successful marketing techniques during this era was the GM Motorama, a traveling extravaganza with venues in major cities across the country. Its goal was to bring attention to the company’s many and varied divisions (such as AC, Allison Engines, Frigidaire, etc.) to, of course, stimulate sales. Through free admission, Broadway-style stage shows, and – most memorably – experimental vehicles typically called, “dream cars” (“concept cars” in today’s vernacular), millions of people were attracted to the great spectacle held consecutively from 1953 to 1956 as well as previously in 1949 (as “Transportation Unlimited”) and 1950 (“Mid-Century Motorama”), as well as again in 1959, and 1961. The years from 1953 to 1956, however, are the most noteworthy thanks to dream cars and prototypes such as the GM LeSabre, Cadillac Le Mans, the Buick Wildcat series, the first Chevy Corvette, the turbine-powered GM Firebird I, II, and III, plus many more.

The Biscayne at a GM Motorama along with other show cars

One of the myriad of fiberglass-bodied dream cars shown during the heyday of the GM Motorama was the 1955 Chevrolet Biscayne. At its inception, the Biscayne was simply dubbed XP-37 (XP presumably meaning experimental prototype), S.O. 2249 (S.O. meaning “shop order”). The project – as all such projects – proceeded under the leadership of Harley J. Earl. Earl, who was GM’s first vice president of design. Those who mastered the art of styling the automobile through Earl’s philosophy were the ones charged with the responsibility for advanced projects such as the dream cars of the GM Motorama. In the case of the Biscayne, Clare MacKichan (pronounced MacKeekan) who headed the Chevy Studio from 1953-61 was charged with the design. Each car created for the touring exhibition had its own theme and purpose. In the case of the XP-37 it was an “exploration in elegance” as expressed in GM-produced literature about the car. The metallic green four-passenger, pillarless four-door hardtop featured side coves and “suicide” doors; it was the only Chevrolet dream car of the GM Motorama to have these features. The side coves which wrapped around the back of the Biscayne would be seen on the following year’s Corvette though reversed from that of the Biscayne. Several other features such as the taillight panel design would eventually be found on the 1961-62 Corvette. A so-called “Stratospheric” wraparound windshield curved upward into the roof; its upper portion was tinted to reduce glare from the sun. Its basic shape was adopted for the 1959-60 GM cars. (This is what the GM Motorama dream cars were meant to do – reveal features to be seen in the immediate future or indicate what could be found on GM cars some years away. Designing them pushed GM’s stylists to think ahead or outside the box as the saying goes. These cars tested the public’s reaction to new ideas as well as familiarized them with advanced styling ideas.) In an era when chrome was used to establish status, the elegant Biscayne’s comparatively minimal chrome trim must have been surprising to many.

The custom-built air cleaner was recovered from the salvage yard, but the original engine was gone.

Underneath the Biscayne’s fiberglass hood, resided a 215 horsepower version of the new Chevrolet “Turbo-Fire” V-8, which in its stock form produced up to 180hp (with a four-barrel carb). The Biscayne’s modified Turbo-Fire engine had a high-lift camshaft, dual exhausts, and a four-barrel carburetor to boost its output; the 215hp rating suggested to the public there was more performance to be had in a Chevrolet in the near future. A two-speed Powerglide was mated to the high-performance engine. Despite all the hype about the Biscayne’s engine, the show car was a “pushmobile.”

Interior features included thin-shell front and rear bucket seats; the front ones swiveled outward. The rear seats were separated with a small console that served as a storage area and arm rest. Seats were trimmed with chrome and covered in green leather.

When the dream cars were no longer considered especially dreamy some higher-ups within the GM hierarchy ordered certain cars to be scrapped. The Biscayne was among the group ordered scrapped. It was transported to Warhoops Used Auto & Truck Parts in Sterling Heights, Michigan, along with at least three other Motorama cars. Two of the cars were cut apart; two were left in tact. The once carefully maintained and gleaming Biscayne was badly butchered.

In 1989, Joe’s son, Marc, read a contemporary magazine article about the cars of the GM Motorama which at its conclusion mentioned the persistent rumor that some of the cars lay within the confines of the Warhoops salvage yard. He mentioned this tantalizing claim to his father and suggested calling the salvage yard. Joe’s reply to the proposal was, “If those cars were ever there, they would be gone by now.” Marc, undeterred, made the call. He introduced himself and inquired about the Motorama cars. The man on the other end of the phone, Harry Warholak, Sr., recognized the name “Bortz” and asked if he was related to the guy who collected such cars. (At that time, Joe already owned the 1953 Buick Wildcat and other show cars.) When Marc confirmed that fact, Warholak invited Joe to call. Ultimately their phone conversations resulted in the elder Bortz purchasing the Biscayne as well as two other 1955 dream cars, the LaSalle II roadster and the LaSalle II sedan along with the 1956 Cadillac Eldorado Brougham Town Car.

The Biscayne and LaSalle II roadster were cut into several pieces at Warhoops. (Gil Cunningham)

Unfortunately, the Biscayne was cut apart into so many pieces it appeared to be hopelessly beyond restoration. The mostly custom-fabricated frame and the engine were long lost. The body – cut into ten sections – and trim (much of it having been dug out of the ground) along with the other three dream cars were loaded for transport back to Joe’s warehouse near Chicago. Over a span of two decades, fate intervened in a series of fortuitous ways making possible the seemingly impossible task of restoring the Biscayne. As Mr. Bortz summarized the restoration, “The Biscayne was saved by accident and in increments.”

A couple of the major elements of good luck were the discovery of photographs of the Biscayne’s original chassis and Joe’s association with famed street rod builder, Kerry Hopperstead. Hopperstead was absolutely certain he could recreate the chassis for the show car from the GM photographs. Using the known dimension of the wheel size (15 inches as revealed by the wheel covers) for the Biscayne, the photos, and the construction details of the underside of the body, Hopperstead was able to deduce the dimensions and shape for the box-section frame. The frontal section, however, was a simple matter as it was a production 1955 Chevrolet type so a donor car was acquired for that. When the chassis was completed the Biscayne’s body was lowered onto it, but a new problem became very apparent – the body which had been reassembled some years earlier was “out of square” as evidenced by the positioning of the wheels relative to the wheel openings. The body had to be cut apart again!

The Biscayne under restoration at Martino's shop (Marty Martino)

Next, Bortz went to Mel Francis, to “square” the body and to fabricate a new roof panel. (The original panel was badly warped.) Even with the issues posed by the chassis and body solved, came a number of additional hurdles. One of those was the front windshield; the original was gone. Its compound curves made the task of fabricating another major challenge. Bortz estimates that 20 attempts failed before a successful effort was achieved. Other parts which had to be fabricated included one of the cast brass wheel covers, the right rear door skin, the rear bumperettes, and most of the interior. Two more experts were given the challenge of solving these and other issues.

Joe’s personal restorer for the past four decades has been the renowned Fran Roxas, considered to be one of the best if not the best restorers of American classic cars in the United States. Fran assisted Joe in being an overseer of the entire project as well as making many components for the car which were missing.

Marty Martino became another link in the long chain of events leading to the final steps of the Biscayne’s restoration. Joe approached him with the proposal to work on the Biscayne after seeing his impressive recreation of another GM Motorama car, the 1956 Pontiac Club de Mer. Marty’s tasks included detailing the car’s undercarriage and engine compartment, making its windows operable, and essentially recreating its interior. All of this was done within a 14 ½ month period often working 14-hour days.

Much of the interior had to be refabricated including the seats. (Marty Martino)

As originally built, the electric window switches were nonfunctional. The position of the windows could be changed only by removing the door panels, loosening some bolts, placing the windows up or down as desired, tightening the bolts again, and reinstalling the door panels. After some experimentation Marty was able to make the front windows functional via electric motors from an early-70s Cadillac, but the geometry of the rear doors made impractical doing the same for those windows.

New front and rear seats were constructed as was a rear console based almost completely upon factory photographs. A fragment of one seat frame was amongst the parts recovered from Warhoops and it was useful in recreating the external frame surrounding the seats. Amazingly, traces of the original upholstery material remained in the Biscayne. New leather of the same grain and color was obtained through Bill Hirsch Automotive Products.

Marty was also responsible for recreating from photographs the complete set of instruments just like the nonfunctional originals (including the 110mph speedometer). A structural brace behind the dash left no room for such things as a speedometer cable. However, a set of modern gauges was mounted inside the glove box to monitor oil pressure and coolant temperature.

Photo by Marty Martino

Painting the Biscayne was left to the accomplished staff of Page Customs. Using a spectrophotometer allowed for matching the custom-mixed color dubbed by someone within GM as “Atlantic Green,” though this time with RM Diamont urethane clear coat/base coat.

Finally in 2010, the completed Biscayne was ready to be shown and the venue for its first outing as such was The Concours d’Elegance of America at Meadowbrook attended by designers from the past including Chuck Jordan (now deceased) and Wayne Cherry, both former heads of GM Design. Also in attendance was the current leader of GM Design, Ed Welburn.

After a long, expensive, and meticulous effort spanning 22 years and a half-century after being butchered, the Biscayne in every detail is again the impressive show car it was in 1955.

Author’s note: For a much more detailed accounting of the Chevrolet Biscayne’s history including its recovery from Warhoops and restoration, read the author’s article about the car in the April 2011 issue of Collectible Automobile. To read about all of the dream cars of the GM Motorama purchase a copy of the author’s new book, “Motorama: GM's Legendary Show & Concept Cars,” here: http://www.amazon.com/Motorama-Legendary-Show-Concept-Cartech/dp/1613251599/ref=pd_rhf_gw_p_d_2