This is another from YouTube.
As watchmaker in a past career I can really appreciated the skills it takes to make this engine. Having it run when it’s completed is priceless.
So I spent Friday night dismantling the control valve, in order to soak it all overnight for a Saturday morning rebuild. It all came apart relatively easy. After having it all soak all night in some super clean, I cleaned it all up an then soaked all the internals and housing in some power steering fluid. I rebuilt the valve with a rebuild kit and a new ball stud kit as well. Then I coated the spool valve spring and nut with some white lithium grease and installed the end cap.
I then painted it in some chassis black semi-gloss and installed the stud boot and retainer. All done!
With manual transmissions in demand, it isn’t surprising to find that a fair number of vehicles—particularly muscle-era vehicles—that left the factory with an automatic transmission are being rebuilt with a manual. Frederick estimated that about 60 percent of American Powertrain’s classic muscle car customers are replacing an automatic transmission with a manual.
“[The conversion] is time-consuming, but not terribly complicated,” Frederick said. “Most of the parts bolt in.”
“It isn’t for the faint-of-heart or for anyone short on patience, but it’s do-able,” Hill added. “It’s just a matter of working through the process.”
Obviously you’ll need a pedal assembly; fortunately, according to Hill, there are a lot of aftermarket units that work quite well.
“That also gives you the option of using a hydraulic release bearing instead of a mechanical clutch linkage, which, depending on the application, can have some advantages,” Hill said. “It’s going to take a longer or shorter drive shaft. It’s going to take a different yoke on that driveshaft. The power bushing in the motor for the transmission input shaft may have to be changed. The starter could be affected by the diameter of the flywheel you put into the vehicle.
“You start at the back of the crankshaft and start matching componentry as well as possible—and if you can’t match it, then you have to compensate for it,” Hill continued. “I don’t think we’ve ever run into something we couldn’t convert, as long as we’re talking about American muscle.”
Many of the same issues crop up even when swapping one manual for another—for example, the customer who has a 454 and a Muncie and wants to put a modern six-speed in it.
Like many other projects, it’s significantly easier with older (i.e., pre-computer) hardware. If either the engine or the transmission came with computer controls, it gets a little more involved. And keep in mind that even some modern manuals now have computer controls—the GM transmission that comes with the LS engine, for example, with its skip-shift function.
Of course, some customers will want to go the other way and replace a factory manual with a new, high-tech automatic.
“It’s most important to make sure you have all the correct components—and that you make the finished job look appealing to the customer,” said Poff of TCI. “It’s the mounting that’s most likely to give you trouble.”
According to the experts, you’ll need to ensure that you have the right crossmembers and that there’s enough room inside the tunnel.
“There is no one-size-fits-all solution; every application is unique,” added Poff. “But once the physical installation is accomplished, it’s pretty straightforward to make everything operational.”
Either way, Nichols suggested finding out from the customer how critical it is to keep the car looking original, versus the cost to locate and install all of the correct original components.
As with so much else in hot rodding, the best results generally come from purchasing and installing complete systems.
“That goes for any product from any company in this business,” Frederick said. “We say, ‘Look, we have a turnkey kit. We figured it all out, and all you to do it plug and play.’ Buy it all from one source and you know all the parts are going to work together.”
This is a great article. If you are building a hot rod from scratch or you are taking your muscle car to a modern level you will find some good information in this piece. I toyed with the idea of putting a modern manual 5 speed trans in my 70 Mustang, but I opted for a rebuild Shelby 4 speed manual. (Check out all 3 parts.)
Derided as “slushboxes” in the days when hot rodding was young, automatic transmissions have long since closed the performance gap and won the respect of (at least some of) the most dedicated lead foots. Today, even the fuel-economy advantages of the old-standard stick shift are more memory than reality, as the shiftless set has drawn even with, or pulled slightly ahead of, the shifters. Backing up these advances is a great deal of detailed engineering, especially of the electronic variety.
But a lot of it’s simply due to more gears—a wider range of ratios, allowing for relaxed, low-rpm cruising with peak torque still available on demand. About 10 years ago, a four-speed automatic with a lockup converter was the hot ticket to optimize performance with economy. Now the OEMs are building five-, six- and seven-speed automatics—and hot rodders want them, too.
Not that the shift-for-yourself crowd has been caught napping—six gears are now the required minimum in any respectable OEM performance car, and that’s left three-pedal rodders craving more ratios, too.
More Is Better
“Enthusiasts in every segment of the hot rod and muscle car markets are removing traditional three-speed gearboxes and replacing them with modern four-, five- and six-speed transmissions,” said Stanley Poff, who heads product and sales for TCI Automotive in Ashland, Mississippi. “As they experience modern overdrive automatics in their daily drivers, they become more inclined to want the same driving experience in their hot rods.”
TCI’s new 6x Six-Speed can be adapted to most GM small-block, big-block or LS engines; Ford small and big blocks; and Chrysler small blocks, big blocks and late-model Hemis.
“We build it in a modified GM 4L80E case that’s been machined to accept modular bellhousings, and we keep all of the Reid Racing bellhousings in stock,” Poff said. “We can put together a complete package for all of those applications, including the transmission, bellhousing, EZ-TCU electronic control, cooler, shifter (conventional and/or paddle-type), TCI transmission fluid and a dipstick.”
TCI currently offers the 6x in two models, rated for 850 and 1,000 horsepower, respectively. Models for 1,250 and 1,500 horsepower are in the works, according to Poff.
The market has also responded well to the company’s EZ-TCU, he said.
“It allows you to retrofit a modern electronically controlled automatic transmission, such as our 6x, or the GM 4L60E, 4L65E, 4L70E, 4L80E or 4L85E, to a carbureted engine, or an engine with a self-tuning EFI system such as the FAST EZ-EFI,” Poff said.
TCI worked with FAST to develop the EZ-TCU.
“It follows the FAST model of being extremely user-friendly and easy to install even by people who lack either tuning or electronics experience,” Poff said. “We sell a lot of EZ-TCU units to people who want to put a crate engine and electronic transmission in a classic street rod or muscle car.”
Pete Nichols, sales manager for Hughes Performance in Phoenix, pointed to the classic muscle car market, where “more and more people are building these cars with significantly higher-than-stock levels of horsepower and torque,” he said. “That requires a premium, high-strength aftermarket torque converter and transmission assembly.”
To meet these demands, Hughes now builds all of its GM 700R-4, 200-4R and Ford AOD transmissions with the upgraded, constant-pressure valve bodies.
“These valve bodies contribute to improved shift quality and more consistent shift timing, while reducing the possibility of premature transmission failure due to a broken or incorrectly adjusted throttle-valve (TV) cable,” Nichols explained. “The new design also eliminates a lot of the complexity and hassle associated with the TV system on these transmissions, so retrofitting them into older cars is easier than before.”
Hughes has also introduced a custom bellhousing system that allows builders to bolt the popular GM 4L80E behind a wide variety of GM, Ford and Chrysler engines without using an adapter. The company offers custom 4L80E options for applications producing 500–1,500-plus flywheel horsepower, and for virtually any popular V-8 engine.
Nichols emphasized the need to properly flush the transmission cooler and cooler lines before installing a new torque converter.
“Debris gets easily trapped in the old cooler and then it gets flushed out during the initial run-in period, inevitably working its way into the valve body, governor, etc.,” he said, adding that getting a new cooler is the best way to prevent debris-related failures.
I wanted to share something I did related to piston speeds. As you know Formula 1 is near the pinnacle of technology in engine development. Back in 2003, I read an article about how the BMW Racing team developed their engine. The article stated they were very proud that for the 2003 season, their engine was a 3 liter V10 design which had a maximum racing RPM of 19200 and the piston sustained a maximum piston speed of 40 meters per second (which equals 7872 feet per minute maximum). The article further stated their piston sustained a maximum acceleration of 10,000 times the force of gravity at maximum revolutions per minute.
I was always curious about the bore vs stroke for such a small displacement, high revving engine, but they always kept that secret. I grabbed my old Dynamics book and realized I could solve for bore and stroke by two methods, using angular velocity and again by piston acceleration.
Please note, I found a typo on Page 1. It says VA and VB are parallel, when clearly it should be written VB and VC are parallel.
Enjoy and discuss!
From Ted Yoder on ACE http://www.arizonacorvetteenthusiasts.net/arizonavette/forums/index.php?showtopic=21192
Often over looked is the first year AMC products. AMC invested approximately 300 million dollars in advanced engine designs, bodies and plant facilities as it prepared for the move from Nash Rambler hold over to AMC proper.
Of course the company was formed from Nash Rambler (AMC Rambler) in 1958 and eventually just American Motors Corp. So 1966 found a fair amount of “redesign” going on. The available models for that year were:
Rambler American Rouge Series 01 (4dr w/V8)
Rambler Classic 770 Series 10 (2dr conv w/V8) (4dr station wagon w/6cyl)
Rambler Rebel Series (2dr w/V8)
Marlin Series 50 (2dr w/6 or V8) (My favorite besides the Javelin)
I love these cars. The two-tone paint is great. I love the yellow and black, blue and black and the silver and black combo.
Ambassador 990 Series 80 (4dr w/V8)
Rambler Ambassador 990 Series 80 (2d conv w/V8)
1966 Rambler Ambassador 990 Convertible
Rambler Ambassador DPL Series 80 (2dr w/V8)
Gone from the engine line up is the 196.5 6 cylinder overhead valve engine. It was replaced with the 198.8 In Line Six. It was a cast iron block with overhead valves and a bore and stroke of 3.57 x 4.00 inches. It displaced 198.8 cubic inches with a compression ratio of 85:1 and mustered up 128 hp. It was topped with a 1bbl Holley carb. This was the base engine and all of the models could have been optioned with it. But that wasn’t the only 6 banger the American 232 cid with produced 155 hp which sported a 2bbl Holley carb.
On the V8 side of things there was the 287 cid. It was a cast iron block with overhead valves with a bore and stroke of 3.75 x 3.25 which produced a compression ratio of 8.7:1. Topped with a 2bbl Holley (model 2209-2699) it made 198 hp. The other option was the 327 cid that put out 270 hp and carried a 4bbl Holley on top.
New for that year was the 290 V8 (4.8L) it had a bore and stroke of 3.75 x 3.28 and with an iron block and overhead valves which produced 200 hp with a 2bbl plopped on top for 225 with a 4bbl carb. Snap up the car with an original 290, only 623 of these engine were place in the 1966 models (all may the “American” models vs the “Classic” (those should have 287 instead).
The 290 used sparingly in the 1966 models.
The 327 was available in 1966. It was 5.4 liters with cast iron block. The bore was increased over the 287 (they were similar set up) and it had hydraulic lifters.
The AMC 327 was similar to the 287, but displaced 327 cu in (5.4 L) due to the bore increase to 4.0 inches (102 mm). Unlike the 250, the 327 was available with hydraulic valve lifters. The bore and stroke was 4.0 x 3.25 and topped with 2bbl carb it produced 250 hp. Put the 4bbl option and you push it up to 270 hp.
Tucked away in the Northwest suburbs of Chicago is the quaint town of Barrington and every summer Thursday night, the classic cars come rolling in for the village’s weekly cruise. With its tranquil, tree-lined setting, easily accessible boutique shops and casual dining, this event is one draws automotive enthusiasts from all over.
Anne Garrett
Anne Garrett serves as the Manager for Special Events and Marketing for the Village of Barrington and described to us how the cruise came to be.
“This year is our 9th year for the cruise, which got started in 2003. At the time, the village had been looking for ways to draw traffic and attention to the downtown area and knew a classic car cruise would be just perfect. Other neighboring suburbs had something similar so we did some research and determined we had what it would take to run a successful event. We settled on the South Cook street area and in all the years its been running, haven’t changed a thing.”
Anne informed us two village staff members and several members of the public works, as well as local law enforcement, are required to run the event.
“The Barrington Police will attend but it’s more of a public safety presence and a chance to interact with the local community.”
In addition, they also typically bring out vehicles from their fleet and allow spectators to get up close and personal with their high-tech cruisers. Volunteers from the Barrington Lions Club also help with the event.
“Four years ago we were approached by the group who offered their assistance. Every year since we’ve had 4 or 5 faithful volunteers help man the barricades and allow the cars to come in and out.”
Judging by the jammed lots, full of classic and custom cars, and the multitudes of owners and spectators milling about, it’s safe to assume the cruise has been a huge hit with the community.
“So far, the response has been tremendous. It seems every week people genuinely look forward to the event. They’re able to come early and go to the Farmer’s Market and then wander around the lots, checking out the cool classic cars. We rotate the onsite food venders and always have different entertainment so no two weeks are exactly the same.”
Expect the lot to be filled during the warm, cruising months.
The local businesses have taken notice of the increased foot traffic.
“We’re having more and more of our downtown merchants stay open late, which gives spectators many options for additional shopping and dining activities when they’re done seeing the cars. It really adds to the overall community feeling of the event and makes it a wonderful place to spend the evening.”
If you plan on attending the Barrington cruise and want to bring a four-wheeled relic, you’d better get there early.
“Our official start time is 6:30pm but the car owners will arrive and start cuing up around 4:30pm. Many of them want to make sure they get their ‘special spot’. Generally our end time is right at dusk, as the car owners don’t like driving home in the dark with their headlights on. We’ve been told they don’t like to run the risk of attracting bugs and having to put in the extra time cleaning them off.”
Each night throughout the summer has a theme, highlighting a certain brand, style or type of classic machine. While all are welcome, the themed vehicles are given special attention. Here is the schedule for the rest of the season:
July 19: 70’s Night July 26: “Orphan” Cars August 2: Mopar August 9: Convertible August 16: Sports & British Cars August 23: Corvette August 30: Trucks/ 4×4
** Want to know what events are taking place near you? Check out our Cruise Calender**
Chuck has customs, trucks and of course, muscle cars in his collection.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
At the age 89, it seems Susan Manherz’s friend Bud has managed to outlive all of his siblings and immediate family members. During his advanced years, Bud didn’t see many members of his clan, but there were a few of them around. As late as the 1970s, he had at least two other close relatives still kicking.
These days, though, Bud is a true octogenarian orphan, at least until a long-lost kin comes out of the woodwork. Bud is only a car — a 1923 American — but the way the Manherz family talks about its colorful personality, you’re not so sure.
“If you look at him, it looks like the car has lips!” Manherz joked. “He just has personality. You know, sometimes when you’re looking for a car and you see one, it’s like, ‘That’s the one.’
“I know it sounds crazy to some people… He’s a little cantankerous at times. And he can be difficult. That’s why he’s Bud. He’s just a car with a lot of personality.”
The 1923 American touring became an official member of the Manherz family back in 1990 when Susan and her husband, Mike, stumbled across the car at a now-defunct collector car dealership in Gaithersberg, Md. The couple hadn’t been looking for any car in particular, but the idea of a 1920s car sounded appealing and “my husband has an uncanny knack for sniffing out old cars,” according to Susan.
“I think the man had traded in three cars for a new Jaguar, and the American was one of them. We looked in the door and just saw the top of this touring car that stuck up above everything … of course they were closed that day, but the next day we went out there and we just kind of nabbed it then. We took him for a test drive and he needed some tinkering and stuff, but we knew right then that we wanted him.”
At the time, the couple had no idea how rare the car was or that they might never see another American. When they began doing some homework on their own car, and the American brand, they soon discovered that Bud was pretty much one of a kind. “In the 1960s there were three Americans known to exist, and all the owners knew each other,” Manherz said. “One was an earlier car that wouldn’t look anything like ours. It had a painted radiator shell and it was smaller. We haven’t been able to track it down. The man who had it died in the early ’70s and nobody knows what happened to the car. The [third] car was the same year as ours, but it was pretty much a parts car. It wasn’t complete. The guy who had it sold it, I know, and we’ve never found out what happened to it.”
Much to their delight, the Manherzes have been able to find out plenty about their own American, however. They are the fourth owners and they have been able to retrace much of Bud’s tire tracks prior to 1990.
“It was purchased new by Frank Ritter on June 9, 1923, from Adams Motor Company of Rochester, N.Y. We still have all the original manuals and correspondence that came with the car when new,” Manherz noted. “Each owner of the car knew the previous owner. I know the original story of how the second owner got the car, and his son is still living and I talk to him on the phone… He bought it in 1955 and it had been up on blocks since 1930. The car was always in New York until we bought it, so he’s lived his whole live where it’s cold.”
There have been many car-building companies with the patriotic “American” moniker in their titles. One of the more successful early ones was the American Motor Co. of Plainfield, N.J. The company built cars from 1916 to 1924 and was also called American Six and American Balanced Six. Louis Chevrolet was vice president and chief engineer of the company during its early days, and in 1918 the Americans carried an “O.K. Chevrolet” signature badge to show that they had passed muster with the boss.
The company merged with the Bessemer Truck Corp. in 1923 and became the Passenger Car Division of Bessemer-American. That arrangement didn’t last, however, and the company quit building automobiles in the spring of 1924.
American was known mainly as a builder of solid, medium-priced cars with six-cylinder engines. The first offering in 1917 was a simple five-passenger tourer, but by 1923, five models were on the menu, including the big five-passenger tourer priced at $1,850.
American began calling its machines the “Smile Cars” in 1920, claiming that the cars provided millions of miles of happy motoring in the three previous years. Or maybe it was because the funky split front bumper resembled a mouth with a set of prominent lips. 1920 was also when the company introduced its 249-inch Hersehell-Spillman six-cylinder engine that provided 60 hp — a very respectable output for a middle-tier machine at the time. That figure grew to 66 hp when a 289-cid version of the Hershell-Spillman six was introduced two years later.
The wheelbases also grew to 127 inches and by 1923 you could get artillery wheels painted to match the body, or wire or disc wheels. According to Manherz, the cars were offered with a 25,000-mile “Around the World” warranty.
“Our car is an American model D-66 with the 66-hp, six-cylinder, 289-cubic inch motor. It has a 3 ½-inch bore x 5-inch stroke, and there is a Kellogg tire pump mounted on the transmission,” Manherz said. “We still have all the original manuals and correspondence that came with the car [when new].”
The second owner gave the American some needed repairs and TLC back in the 1950s and took the car on the 1955 and 1963 Glidden Tours, according to Manherz. The third owner purchased the car in 1965.
The Manherzes have never given the American a complete restoration, but they have worked hard to keep the car looking nice and running well — which hasn’t always been easy. Most of the leather in the window-less tourer is original. New carpets and a new soft top were installed in 2009. Following the 2009 AACA Fall Meet in Hershey, Pa., where the American got its Senior Award (it had earned a Junior Award earlier at Gettysburg), the couple had the valve seats and springs redone.
Susan, who gets most of the seat time in Bud, noticed the difference immediately after the valve work. “I always drive it. He’s my boy,” she laughed. “After we did the valve job, he’s full of power! It’s actually kind of scary. He’s running on all six and he’ll snap your neck back … When you think about it, it was a pretty powerful car for that time. The only drawback is the two-wheel brakes. You’ve gotta remember with all that power, you gotta stop! But it’s a fun car.
“It drives pretty nice, yeah. It kind of drives like a limo, or a crew cab truck. It has a big turning radius, but it truly is enjoyable to drive. What’s neat is that big fat steering wheel. You can really grip it. It’s fun.”
The Maryland winters are certainly milder than Januarys in Rochester, so these days the American is pretty much a year-round machine. Its owners are not shy about taking it out on any day of the year when rain isn’t in the forecast. That sometimes means bundling up with an extra hat or sweatshirt, but Susan insists that the car is comfortable even on chilly days. “Hey, with those side curtains you don’t get cold!” she joked. “Actually, on the carburetor it has a thing that you can turn so you’re not sucking in outside air. You’re just running off warm air from the manifold and he stays pretty happy that way.
“He likes it better when he gets out every two weeks or so. He’s never really put away for the winter. I have an oil pan heater in the winter to keep the oil heated up. Otherwise we put cardboard up by the radiator and we go out … It seems like if the atmosphere is humid or anything you’ve got to fiddle with the carburetor and if you don’t have it just right, he’s going to be finicky changing gears, or wanting more gas. You can usually tell before you leave the driveway how he’s going to be!”
The couple also has a 1937 Packard touring sedan and 1953 Packard convertible, “and those cars get driven,” Susan said.
The American makes regular appearances at cars shows in its area and participated in the 2007 AACA Vintage tour for cars born before 1928. Mostly, though, he is a Sunday driver, rolling easily around the local neighborhood with that familiar shiny mouth in front and smiling passengers inside — even if it’s a little cool outside.
Not many people who see the car probably realize it is the ultimate orphan, the last survivor of an obscure breed. He’d probably look great in a museum somewhere, or lined up alongside other ultra-rare survivors of various ilks. As far as the Manherzes are concerned, though, he’s a permanent member of their family, and he’s not going anywhere.“Oh, we’ve had lots of people [try to buy it],” Susan said. “No, he’s not for sale. You figure, I could never get another one. If he was gone, he’d be gone for good.
“And his personality grows on you. He’s part person.”
