Roger Barlow

Hi Gang..

Back in May, I introduced the controversy that raged across the United States in 1950’s and beyond.  This focused on defining Hot Rods and Sports Cars, and determining their similarities and differences.  Here’s a link to that initial story:

http://www.forgottenfiberglass.com/?p=6862

And now for Part 2 of the story….(this one’s for you Rodney…)

On Behalf of “Sports Cars”, Roger Barlow Takes a Look at Hot Rods

Back in September 1952 in “Auto Speed and Sport” Magazine, Ak Miller squared off against Roger Barlow – both very successful in their respective areas.   In the story above, I shared the “Hot Rod Perspective” as told by Ak Miller.  Today I’ll introduce the second part of that story which focuses on “Sports Cars” as told by of Roger Barlow. 

Who Couldn't Love a Hot Rod with at Least a 12 Cylinder Engine???

As you read the article, here are a few of the highlights – starting with the background on Roger Barlow as discussed in the 1952 article:

• Roger was born in a small Minnesota town and has been enthusiastic about all types of machinery, particularly sports cars, ever since he was a child.
• He has long been one of the pioneers and guiding lights of Southern California sports car racing and the record of wins in the 1500 cc class of his Simca Specials would make any driver envious.
• Because of his intense preoccupation with sports cars, we (magazine editors in 1952) felt that he would be a natural to present the sports car point of view of the hot rod vs. sports car controversy.

Here are some of Roger’s quotes in the article:

This Image Certainly Shows the "Home Built" Point Barlow Discusses in the Article

• As the mutt is the boy’s own special “breed” of dog, so the “hot rod” is the young American’s own special kind of sports car.
• It has no appeal to me (Roger Barlow) personally, because it is not usually attractive to the eye, is rarely well finished, and is descended from parents which were not in themselves interesting.
• Actually, it has only two virtues, its main one being excellent and often outstanding acceleration, the other low cost.
• The “boulevard sports car” I require….should provide me with personal transportation which is reasonably comfortable, attractive to the eye, has an interesting mechanical specification, possesses outstanding control and roadholding characteristics, and is of such quality that I can take considerable pride of ownership while at the wheel.

Now gang….don’t get too excited yet about Barlow’s comments above.  He goes on in the article to defend both the hot rod and the sports car, and discusses the hot rod as an “evolutionary” or “maturation” step – on the way to the sports car.  And he does this in writing with class and style.  I think you’ll enjoy his point of view.

Summary:

Now for those of you who have “caught on fire” from the words of Roger Barlow….remember…Ak Miller’s words probably brought the wrath of the sports car community down on him in the same article which we discussed in Part 1 of this series.   Discussions concerning opposing points of views were not for the faint of heart – then or now.

The purpose of presenting both of these points of view is to help us – vintage fiberglass sports car enthusiasts in 2010 –  frame our understanding of exactly where our fiberglass sports cars fit into the “era” (1950’s).  That is, how they were viewed back in the day.  As such, our cars and those who built them fit into a complicated automotive world that held differing opinions concerning these types of cars – opinions which were often passed down to other enthusiasts and continue to be held and discussed today. 

There are many articles in the 1950’s – and even some in the late 1940’s – that discuss this theme, and as long as our “forgotten fiberglass friends” (that’s you out there…) like these types of articles – I’ll continue to share them, so let me know your thoughts.

As I ended Part I of this series….I’ll end it the same way:

Do you have a Hot Rod or do you have a Sports Car?   Is one better than the other?  Or you can do as I do and believe that vintage fiberglass sports car guys are a rare breed indeed.  We have the “best” of both worlds. 

Food for thought….

Glass on gang..

Geoff

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1954 Dyna-Panhard Junior - French Built and Designed Two Cylinder Sports Car

Hi Gang…

As Rick D’Louhy and I continue our pursuit of documenting the “Forgotten Fiberglass” cars of the 1950’s, special ones bubble to the surface based on design, obscurity, prominence, rarity, and interest.  One car combines all of these elements, and that’s the body built by Dutch Darrin as a sports car concept for Dyna-Panhard.

History on this car is not easy to find, since only one example was built.   We’ve had to piece together information from a variety of sources and people, and can now share with you what we’ve learned.  Let’s start by reviewing a little about Panhard.

The Dyna Panhard Junior

John Bond, owner of Road and Track Magazine in the 1950’s, discussed a bit of background on this car in his 1954 book titled “Sports Cars in Action”. 

The Two Cylinder Engine Looks Odd - Perched in Front of the Front Axle. I Wonder if the Gas Tank Alone Was Enough to Hold the Rear of the Car Down.

“Among the world’s automobile manufacturers, one of the oldest and most respected names is Panhard et Levassor, producers of one of the most modern cars made today (1954)…..Still for all their long history, Panhard cars were never thought of in a sporting sense until 1948 when they introduced their postwar economy car, the Dyna-Panhard.   The significance of the name “Dyna”, by the way, is no more than if the word “Airflyte” preceded Nash.  It is simply a model name.

These first 610-cc, two cylinder cars gave such good performance that the makers sensed good competition possibilities in them.  For 1952, Panhard introduced their own sports model, the Dyna-Panhard Junior, together with a new engine of 851 cc. displacement.” 

It’s this car, the Dyna Panhard Junior, for which Darrin designed an alternative sports car body. 

Technical Specifications

You can review the technical specifications of the 1954 Dyna-Panhard Junior at the bottom of this story, but this is a small wheelbase car with just a 2 cylinder motor.  In comparison, the smallest fiberglass bodies in America were being produced for an MG chassis of around a 94 inch wheelbase (Sorrell, Victress, Atlas/Allied).   This car was 10 inches shorter than the shortest fiberglass body available in the USA. 

Great Cover Shot For Darrin Car - It Used The Famed "Art Center" of Automotive Design as the Backdrop

And it had a two cylinder engine – not the choice of most guys building fiberglass sports cars in 1954.  Darrin said it best about this car in a 1972 article in Automobile Quarterly:

“After designing the 1951 Kaiser I was employed to develop a new car for Panhard, a sports car, which I took to France and showed the Panhard brothers. I formed a company over there to build it. The Panhard was a fresh design from the chassis up. It was an enjoyable project, as it certainly made a silk purse out of a sow’s ear.”

You certainly get a taste of what Darrin thought on the body design of the Dyna-Panhard Junior.  And it’s understandable when looking at the alternative body he proposed.

Who Commissioned the Body?

Our first bit of information comes from the June 1953 issue of Road and Track.  In the “Late News” column, a small note indicates the following:

DYNA-PANHARD is now being sold in the United States through Robert Perreau, c/o Comatec 6363 Wilshire Blvd., Los Angeles, California

Side Profile of Car As Shown in 1954 Book by John Bond - "Sports Cars in Action"

Moving forward to the 1954 February Road and Track article featuring this car, Robert Perreau (importer of the Dyna-Panhard) commented:

“if a light fiberglass body (200 lbs less than metal body) could be evolved with lines more to American tastes; this would be very competitive car, both in price (less than $2000) and performance.”

It appears that Robert Perreau was the one who commissioned the body, and Darrin brought the proposal back to France to promote it. 

Cover of Road and Track, February 1954

By chance, one of the folks who has been helping us with the history of some of the fiberglass cars from the 1950’s, Robert Cumberford, remembered the car – and actually participated in the photo staged for the front cover of Road and Track Magazine.  Robert reports his memories as follows:

I Think if you Look Closely, You Can See Robert Cumberford Hiding Below the Dashboard on the Passenger Side

“Geoff…The car was built on a Panhard Dyna Junior chassis by Howard ‘Dutch” Darrin, who had a shop on Santa Monica Boulevard. Some of the guys from Art Center would go over there to work on some of his projects, like the Kaiser-Darrin or this little roadster. Bob Rolofson was one of the two or three snappers who had an inside line at Road & Track, and he came to shoot the cover in front of Art Center some time late in 1953.

Because the fiberglass body was a lot lighter than the steel original, the car sat up too high, so Rolofson had me curl up on the passenger’s seat and in the footwell to push the car down to the designed ride height. I was 17 or 18 at the time, but weighed 220 pounds, as I had from about age 14. Now, 57 years later, I weigh a good bit less, but probably displace more volume if I were lowered into a tank of water. 

Later in 1954 I got to drive a production Panhard Junior, and it was really miserable. I cut a fast corner in Glendale near the Road & Track offices, the chassis twisted, the door popped open, and I almost fell out onto the street, saving myself from serious road rash by clinging to the steering wheel. Cars were pretty bad in those days. No rigidity, no safety door latches, no seat belts… but they were light and performed well on minuscule amounts of power.

I have always wondered what happened to that Darrin Panhard. It looked pretty good, and would have been a hot seller in California at something less than $2000, which they could have done.  Best, Robert”

Tail Shot of Car - Very Clean Lines for 1954. The Trunk Area is Accessed Behind the Seats.

Epilogue

So where is this handsome little sports car?  After Darrin shipped it to France in 1954, it was never seen again.  I’ve found pictures of the car in several magazines, but mostly from 1954, after which it appears to have “disappeared”.

Jim Donnelly of Hemmings Magazine did a great story about Dutch Darrin back in 2006.  Here’s a link to review the life and times of Howard “Dutch” Darrin:  Click Here To Read

So for those of our European forgotten fiberglass friends out there, we issue you a challenge – What happened to the car after it made it to the Continent?  And…. Where is it today?

Perhaps someone overseas will have a new barn find on their hands, and if so….we’d love to hear about it here at “Forgotten Fiberglass”.

Glass on gang…

Geoff

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Dick Bought Supplies for his First Fiberglass (more often called "plastic") Project From Taylor & Art Plastics in the Late 1940's

Hi Gang….

I’m back from the California Petersen Museum trip and have returned with a tremendous number of new stories.  Cars you’ve never heard of, people you’ve wanted to learn more about, and issues of interest and intrigue.  More to follow in the months to come.

Today, I have the honor of introducing you to a beautiful Sports Car Special skillfully sculpted and built by Dick Williams back in the late 1950’s.  I tracked down Dick thru my good friend Mike Wittman who is currently finishing off the restoration of his Meteor SR-1.   More about Mike’s car in a later story.

Getting the “Calling”

Born in 1934, Dick actually got the car bug from his Mom.  She was the first woman to have a Maxwell automobile in Santa Cruz, California.  Not a bad legacy!  Dick’s father had a 1924 Buick Sedan and both parents were proud of their son for his aptitude and interest in building his own car.  Dick earned money for his first car and pushed it home from Honest Art’s Used Car Lot  – for $75.  It didn’t run but it was the car he wanted.  It was 1948, he was 14, and his first car was a 1933 Chevrolet.  So now…off to fix it up.

Getting to Glass – The First Time

He saw an ad in Hot Rod Magazine from “Taylor & Art Plastics” about an inch high from Oakland, and they offered a “Customizing Kit”.  It was $10.  Can’t beat that!  Dick wanted to fill in the roof from his 1933 Chevy – get rid of the open roof covered with wooden slats which was the common design for roofs in those days.  He got some wire screen, laid it down and made a great big mess – and it didn’t stick to the steel body.  This was the early early early years of fiberglass so problems are not surprising to hear about.

Dick didn’t know better, so he called the president of the company with the question “What did I do wrong”?   He got through, and had a great talk with the owner who

Here the Car Body is Sanded Down and Show to the Light - Late Summer 1958

 explained what to do differently, and sent more materials to finish the job too.  This ultimately led to a lifelong friendship between Gilbert Taylor of “Taylor & Art Plastics” and Dick who kept in touch for years throughout his career. 

Conceiving the Design

Dick was thinking about designing and building his own car throughout high school, and when he graduated in 1953 he was about ready to start.  1952 was the start of the “Golden Age” for building your own sports car.  Initiated by Bill Tritt, Eric Irwin, and Jack Wills with their fiberglass sports cars at the November 1951 Petersen Motorama, the age of building your own sports car out of fiberglass began – and Dick was right there in California to watch the passion sweep automobile enthusiasts across the county.   But….he was drafted and served in the Korean War from 1953 to 1955 – so building his dream would have to wait. 

In 1955 he returned to Santa Cruz, California and bought a brand new 1955 Plymouth – delaying his dream to build his own car.  And, then decided to go to the Central Technical Institute in Kansas City, Missouri to learn about electronics and pursue a career.  He was in school from 1955 to 1957.  His dream was delayed again.

When he finished school in 1957, Dick got married and moved from the “Missouri” side of Kansas City to the “Kansas” side, and got a job at Western Electric.  So the car was delayed again for all the right reasons.   But….when his first daughter, Lynda, was born on March 11^th 1958 Dick decided it was now or never.  He would build his car and he would get it ready for the Kansas City Custom Car Show for 1959 – almost a year from the day of his daughter’s birth.  What a big effort this was going to be, and Dick was up to the challenge!

Realizing the Dream: Body Design

First the design.   Had Dick pursued this dream in 1953 when he graduated from high school, the car would have undoubtedly looked much different.  By 1958, sports car designs had radically changed – and so had the plans for the design of the Dick Williams Sport Special. 

What Magnificent Fins on the Dick Williams Special - Not Many Were Made Like This Back in the Day

The first design Dick wanted to use was based on a 300 SL Mercedes and a Corvette.  He liked the low slung chassis and smooth flowing long lines of both cars.  He also wanted to French the headlights.   At first, the rear of the body trailed off smoothly and this is how he initially molded the body of the car.  But Dick liked fins – heck everyone liked fins in the late 1950’s, and his car would have them – based on the design of the 1957 Chevrolet.   He added the fins after the body was molded in the late summer of 1958.

Building the Fiberglass Body – Sand Sand Sand!

Most people think of the easy way to build fiberglass cars.  You have a female mold and pull a body out of the mold and voila!  You have a body.  Dick Williams built a fiberglass body using a male mold.  Not the same process in any way, shape, or form.

First he built a wood frame with stations that resembled the shape of his car.  Next, he used chicken wire and then plaster to smooth over and create the shape of the car.  Next, he sanded it to a nice finish in the exact shape and size of the car, and prepared the buck to be “fiberglassed”.  Preparation involved using a gallon of Johnson’s Floor Wax and waxed the plaster so that when the fiberglass cured, it would easily be “released” from the buck.   Finally, he laid fiberglass on this mold/buck shape of the car and when the fiberglass cured, he pulled the body off the buck. 

Now it gets hard…

Dick sanded the body for weeks, days, hours until he had a smooth paintable surface.  That’s the process that Dick used to make his car body – and one that required an extraordinary amount of discipline, patience, and effort.

Dick shared the following with me, “You sculpt the shape and build a buck – a full size sample.  In the 1950’s you would use plaster – today you would use foam.  You lay the fiberglass on the “buck” and begin sanding – for a long time.  Eventually, you have a usable body.” Dick says he wore out several 3/8” drills with sanding discs in making the body.  I imagine he did!  During this time, he saved the dust.  This became the filler which he mixed with resin to finish any body problems during completion of the car.

I've Always Thought The Side Scoop Was One of the Nicest Features of the Car - Wonderfully Executed

He also remembered buying resin in gallon containers to help make the body.  “You couldn’t buy a drum of resin at that time – I had empty cans stacked all over the place”! The “place” was his inlaws garage who were kind enough to let him build the body there in 1958.

The Donor Car:

Dick was originally going to build a car around 1953 so he – like most guys in that era – was going to use 1939-1948 Ford parts for his car.  But the delay in his plans allowed him to use a more sophisticated chassis and engine – a 1950 Ford with independent front suspension and a larger engine.

Dick paid $75 for the car, and this was an interesting choice for 1958.  While the independent front suspension would have been an improvement in many ways when compared to sports cars built using 1939-1948 Ford chassis and straight axles, the use of the Ford Flathead would have been unusual given the introduction of the small block Chevrolet in 1955.  Dick reminded me, though, that the power to weight ratio was excellent with the car – and speed equipment was available to take it even further for anyone using a Ford V8 Flathead engine.

Hours Hours Hours – and Determination Too!

While Dick did about 90% of the work, two friends lent a hand.  Glenn Birrin helped build the car.  Glen was one of many friends he met while living in a rooming house and attending technical school.  Another friend and roommate who helped (and who ultimately bought the car) was Norbert Borth. 

Nice Front Shot of Dick's Car at the 1959 Show - He Was Next to the Display Booth for the Highway Patrol

After he finished the body, he started on the chassis – cutting, welding, and shortening it.  After the welding began, his neighbors complained to the electric company about static on their tv, and he was shut down from building for 2-3 days.  It turned out that the welding (220v) caused interference that affected the tv picture.  The power company asked Dick to weld after his neighbors went to bed – which he did – and he wasn’t shut down again. 

During the Kansas City Winter, he moved the car project to a larger garage that was being used as a storage area for semi trucks.  It was heated inside – who could ask for a better place!  During the week, Dick would work on the car starting around 6pm (after work) and finish up about 3am.  Then, he would push the car outside and leave for home.  Problem was, in the Winter, it snowed – so he’d have to figure out what “lump” of snow was his car the next day. 

The entire project took a year – from the design and build of the body (approximately 6 months) to the completion and assembly / painting of the car. He’d come home, have dinner, leave to work on the car around 6pm and get home around 3am.   He did this during the week and spent more hours per day on the weekend too.  No days off to build this car.  This was a 2000-3000 hour project to get this car built. Dick thinks he took his wife to a dinner and/or a movie one time that entire year.  What an understanding wife   Dick wanted to build his dream – and did with power and style.

Driving and Racing the Car:

Dick drove the car quite a bit before it was painted and finished – for about two months before the Kansas City show.  He was looking for some help to “seat” the windshield, and took it to a  shop near the Kansas City Stockyards – called “The Bottoms” – where two old guys worked on airplane engines and sports cars. 

Dick was trying to anchor the windshield in place without any metal surround for the glass (in which he was ultimately successful in doing).  These guys were in their 80’s when he met them, and they were very impressed with the car.  After taking a few pictures, they told Dick…”You’ve done such a great job so far….you go home and figure it out ”.  Interesting advice – or lack thereof.

So Dick returned home – and he did.  He built a channel about ½ inch deep that the glass sat in, and angled the back portion of channel for the correct look of the glass, cut the body correctly, glassed up to it, and secured the glass in the channel.

Great Side Shot of Dick's Car at the 1959 Kansas City Custom Car Show

Dick took his car to the NHRA dragstrip in Kansas City.  During the day, he never opened the hood to let people see what it was running – and with headers it no longer sounded like a Ford Flathead V8.  It was a mystery hi-powered sports car engine.  He showed the engine at the end of the day and people were amazed it was a flathead.  He’d beat ‘em off the line and thru most of the raceway, but they’d catch up with him at the end of the course.  Pretty fast for a car which only had headers as the modification.

Dick says his “speed secret” was leaving the stock clutch in the car.  Because it wasn’t an overly powerful engine, his tires hooked up every time and the Corvettes and other cars spun their tires with their powerful engines off the line.   He only took the car to the drags – no race courses for this car – and not a lot of time before the upcoming car show either.

Debut:  1959 Kansas City Custom Car Show

Time was growing short.  The car was completed, but not painted.  In fact, Dick didn’t know it would be ready until days before the show was to start.  On the day of the show he was the last car in.  He had to find someone to open the doors and let him into the show to display his car.   

The car show tuned out to be quite a big event.  It was held in a large auditorium, and famous movie and tv stars were in attendance.  In fact, Dick says he was greeted by a woman as he entered the show who was head of the GM Fashion Show.  I’m trying to learn more about the show, when it was held, and where, but I have at least one good clue.  Dick remembers that the “Barris of the Midwest” – Ray Farhner – was there and showed a car (or more) too.  Ray was a custom car builder and in the late 1950’s, his fame and recognition was building steam.  Here’s a bit more about Ray for those of you who like customs:

http://www.kustomrama.com/index.php?title=Ray_Farhner

Great Picture of Car From Rear - You Can Really See Those Fins Now!

Dick’s car was positioned near the stage and next to the Highway Patrol Booth.  When the stars would leave the stage, they would come back and talk to Dick about his car.  Very professional show and big – two levels in fact as Dick recalls. 

The car was a big hit at the show.  Now remember….Dick was from California and the folks in Kansas rarely if ever saw a car built in California style – right in the Mid-West.  It was one popular car at the show and received great acclaim – who could ask for a better end of a dream?

Dick and I are not aware of any magazines that his car made it into, but it was on the front page of the Kansas City Star.  I’m still looking for that newspaper, if any of you live out in Kansas or Missouri and can help.

During the show, Ray Farhner met with Dick and wanted his car to go on the custom car circuit – but Dick was already making plans to move himself and his newly expanded family back home to Santa Cruz, California.  What a great success Dick had at building his dream.

Epilogue:

When I asked him what happened to the car, he shared with me the following:  “I sold the car on the floor of that show in 1959 for $2600 and never saw the car again.  The guy who bought it was one of my former school roommates – Norbert Borth – who actually had helped in small ways build the car.   The newspaper article showing my car in the show actually shows the owner and builder as “Norbert Borth” – but that’s because he had bought it at that time.  I sold the car because I did what I had intended – I built my dream.  And the money helped move my family back home to California”.

In the 1960’s, Dick went looking for the car and found that Norbert had moved and brought the car to Memphis Tennessee.  He had put a Chevrolet motor in it, but left it in an auto repair shop for repair and never picked it up.  Unfortunately, the car was never seen again.  So for those out there who are looking for cars….the Dick Williams Special was last seen in the early 1960’s in Memphis, Tennessee.  Go get ‘em gang!  But be sure and let us know what you find.

Dick has kept his love of cars first at hand.  He is currently founder and owner of “Poli-Form” – a fiberglass company which specializes in creating and building fiberglass replicas and hot rods.  You can read more about his company at his website: http://www.poli-form.com/

As for Dick’s daughter Lynda, whose birth coincided with the start of his car’s build, Dick tells me she had no say in becoming a car person.  In fact, they’ve worked together in his fiberglass car business for over 30 years.  Great car family Dick!

Hats off to Dick for building such a neat car and sharing such a special story with us.  Dick is looking for more pictures of his car, so hopefully if he finds them I can update our story with a few more special shots of the car – so stay tuned.

Glass on gang…

Geoff

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Fiberglass Day at the Petersen Automotive Museum - Saturday June 26th, 2010 - A Day to Participate and Remember!

Hi Gang…

Sorry I’ve not been posting more stories of late.  But I’ve had a great excuse…..we’re just just about 30 hours away from the start of “Fiberglass Day” at the Petersen Automotive Museum in Los Angeles, California.  And I’ve been getting ready to participate and travel to California these last few weeks.  Too much to do…so little time.

Clayton Drescher, Education Manager of the Petersen Museum put together a fantastic day which begins at 10am and is open to all fiberglass bodied cars.  I’ve spoken to Clayton several times in the past few weeks and based on registrations received, it should be a well attended event!   Even a Victress or two to boot!

But wait…there’s more!

The Speakers at the Petersen:

Here's the First Victress C3 Body (100" WB) Out of the Mold and On Display - The VictressC3 Was the First Fiberglass Coupe with a Unique Design to Burst Forth in the 1950's.

The car show is scheduled for the entire day (10am-3pm) and is at the Petersen Museum.  And…starting at 1pm and continuing thru the early afternoon is a panel of speakers that would impress any fiberglass aficionado.   The speakers include:

Merrill Powell:Co-Owner of Victress from 1953 thru 1961 and designer of the first production fiberglass sports car coupe based on an original design – The Victress C2 and C3.  Merrill will be talking about the early years of fiberglass and some of his memories of each of the cars, including special projects Victress participated in with Frank Kurtis, Pioneer Electric Car (George Lipponcott), the defense department, quarter midgets, and their unique relationship to the Art Center of Design – where many early Victress employees got their feet wet, and went on to great success.

Harry and Wally Hansen:  The Hansen brothers created one of the nicest coachbuilt fiberglass sports cars in the 1950′s called the “Cobra”.  They ultimately built 3 of them, and their personal cars debuted at the Petersen Motorama in 1955.  Harry and Wally will discuss the design and building of their car, and the dream they had at the time of putting it into greater production in Southern California.  And…the “Cobra” will be on display during the day.  What a great opportunity to see some history in and outside of the museum.

What A Great Front Cover Shot of Bruce Meyers and One Of His First Dune Buggies – Makes Me Want to Get a New Meyers Manx And Head for Ocotillo Wells – Just North of the Mexican Border

Bruce Meyers:  Friend of fiberglass with his initial work in the 1950′s, with fiberglass boats, Bruce later brought form and function to the “water pumpers” of southern California” – best known by their more famous name – “The Dune Buggy”.  Bruce is recognized as the father of the Dune Buggy, and builder and designer of the Meyers Manx – recently brought back and redesigned for the new millennium.  Talk about the strengthof a well-designed product, Bruce knows his stuff and will share it with you during at “Fiberglass Day” at the Petersen.

Harold Pace:  Noted author, writer, and vintage car historian, Harold Pace is best known for his two books:  “The Big Guide to Kit & Specialty Cars” and “Vintage American Road Racing Cars: 1950-1970″ written with friend and Automotive Historian Mark Brinker.  Harold writes for Kit Car Magazine, Kit Car Builder, Porsche Excellence, Rodder’sJournal, Classic and Sports Car (UK), and other well-known automotive magazines.  He’s the perfect person to put the “cap” on the day’s event by bringing together the history of fiberglass cars from the 1950′s to the present- with special emphasis on the 1960′s and forward.  Those of you looking for the “Big Picture” from Harold, will not be disappointed. 

Summary:

It should be a great day and I encourage any and all of you who can attend – do attend.   And remember….you’ll have the opportunity to visit the entire museum too – including the “Fantasies in Fiberglass” exhibit currently being shown thru early October 2010.  To learn more about the event at the Petersen, click on the following link:

Click Here To Learn More About Fiberglass Day at the Petersen

Great Shot of the 1954 Hansen Cobra at the Petersen Motorama "Back in the Day". The "Cobra" Will be One of the Cars You'll See at the Petersen on Saturday June 26th, 2010

I’d like to write a bit more but it’s about 2:30 AM here in Florida, and my plane leaves to California at 5:30am – just 3 hours from now (and the cab gets here to pick me up at 3:30am).  I still have to pack, and given it’s so late at night/early in the morning….I hope I pick out the right clothes – any clothes – for the trip…now moments away for me.  An hour from now…the show starts and I’m off and flying.

I’m looking forward to meeting so many of you out there, including Tony Miller, Erich Schultz, Brandon Kunicki, George McGuire, Rodney and Bill Packwood, Dennis Gerdes, Jim Fox, Alan Emory, Bob and Catherine Frumkin, Jim North, Thom Taylor, Stewart Reed, Ron Kellogg, The Omohundro family, Wes Abendroth, Javier Munoz, Ron Cummings, Bob Falcon, and many many more – so I guess I’ll sleep on the plane – too excited here to get sleep now.

Hope to see you at the show and…

Glass on gang..

Geoff

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Gorgeous Front 3/4 Shot of the Swan Glasspar G2. This Was Such A Nicely Done Car - I'll Have To Check the Archives And See if More Articles Feature it.

Hi Gang…

The best solutions come from teamwork.  That’s how we found the history of this fantastic Glasspar G2.

Jean Poirier started the Glasspar G2 club in the early 1990′s.  He created the first newsletter for Glasspar owners and later combined his efforts with Bill Hoover – an original G2 builder/owner.  These two individuals did a great job securing a foothold for the GlassparG2 in automotive history, and we all owe a debt to each of these individuals for their hard work and determination.  And in the past few years, both Jean Poirier and Pat Hoover (Bill’s son) have helped me get up to speed on Glasspar G2 history.  It’s from the efforts of these two individuals that our story begins.

Bits and Pieces….

Part of what Jean Poirier sent to me from his historical research were two nice copies of a beautifully built GlassparG2.  No other information except the address of the building was shown in the picture, but the car showed a hardtop and a hood scoop so I thought….well maybe this showcased the first use of both options, so they took pictures.  I wasn’t sure though….

Rear 3/4 Shot Shows This G2 Had All The Options - Hardtop, Rear Mounted Spare - Even the Dashboard at an Extra $18 a Pop!

So research continued….

Next, I visited Bill and Greg Tritt in West Virginia, and they had the same two pictures – not in as good of shape, though.  Hmmmm… Jean didn’t get his pictures from the Tritt family, so I now had two sets of identical pictures from two different collections – and no information on the car.

So research continued….

Last year I was in California, visiting with Erich Schultz and going thru some of his vintage magazine collection.  He had found articles and ads of all different fiberglass cars, and we spent hours reviewing what he had located.  One of these was an ad for a Glasspar G2 for sale – nicely done with a hardtop and built by Clay Smith’s garage - a well-known race car/engine builder from the 1950′s.  The ad was from Road and Track, July 1954.  I didn’t link it to any car I knew….

Here's the Article - Front Page of the Long Beach Press Telegram - Saturday June 13th, 1953. A Day to Remember....

So research continued…

Putting It All Together:

I have been working with a number of libraries (Detroit Public Library, Philadelphia Free Library), and automotive research centers (Benson Ford Research Center, Petersen Automotive Museum, Watkins Glen Racing Library, Kettering Research Archives), and have been able to cull information from as many different sources on these cars as possible.  I feel like sometimes I’m running around a room gathering water vapor and trying to get enough of it to make a glass to drink.  Sometimes I’m lucky.  In this case – definitely.

I came across an article not in any of our “fiberglass friends” archives.  It was from the “Long Beach Press Telegram”, and was published on Saturday June 13th, 1953.  This would have been the heyday of Glasspar G2 automobiles – Bill Tritt’s Glasspar “Works” racecar was still on the track and being piloted by either Warren Gerdes or Bill Pollack – both excellent drivers.

The article tied everything together.  It showed exactly the same picture in the newspaper that both Tritt and Poirier had in their collections, and it matched the car advertised about a year later in the July 1954 issue of Road and Track.  Voila!  We had a history to go with the pictures.  And what a history this will be for the lucky owner of the car, if we can find him or her.

Here's the Ad From Road and Track, July 1954. It's Hard For Me to Believe That Someone Could Sell Their "Baby" So Quickly. Of Course My Comparison is my Convertible Shark - I've Had Since 1981. The Restoration is Going Nicely On it - Thanks For Asking...*wink*

The car is Cadillac powered – engine and transmission – and built on a Mameco 2×3 frame.   It had leather upholstery, white sidewall tires, and a tinted windshield too.  I’ve included copies of the pictures, the Road and Track ad, and the newspaper article below, but for ease of reading, let me repeat the article and the full text here.

Extra Extra, Long Beach Press Telegram: Saturday June 13th – 1953:

THIS ONE OUGHT TO DO IT:
DENTIST GETS FIRST COMPLETE SPORTS CAR TO BE BUILT BY L.B. (LONG BEACH, CALIFORNIA) GARAGE

Because two foreign sports cars which he owned previously didn’t go fast enough to suit Dr. Robert Swan, there will be driven from the Smith & Jones Garage at 2612 E. Spring St. Sunday a nameless, polar green powerhouse which the designers and builders feel will give the young Sacramento dentist all the speed he wants – and then some.

For two and a half months, Machinist Bruce Thomas of the enterprise owned by Clay Smith and Danny Jones has been at work on this custom-built sports car and this week end it is at last ready for delivery.

Powered by a 210 horsepower 1953 Cadillac engine, Thomas says it is capable of speeds well in excess of 100 miles per hour.  Dr. Swan will put it to the test in sports car racing, and if the sleek monster performs at the standards set for it this may presage an entire new field of activity for the Smith & Jones stable, already widely known for fathering standard racing cars and speed boats.

You Can Barely Make Out the Outlines of a Glasspar G2 Optional Dashboard - $18 With Purchase of Glasspar G2 Body and Frame.

 This is the first complete sports car built by the firm.

 The body for Dr. Swan’s powerhouse was designed and made by Bill Tritt, owner of the Glasspar Company in Costa Mesa, and all remaining work was performed here.  For the automotive minded, these technical details will be of interest:

The car is equipped with a three-speed Cadillac transmission, special racing clutch and four-throat carburetor.  The frame is made of two-by-three inch rectangular steel tubing, and a short wheel base of 110 inches will lend to the ease of maneuverability. Ford front and rear axles have been used, and the rear end gear ratio is 3.54 to 1.  The steering ratio is only two and one-half turns, lock to lock.

Complete with leather upholstery, white sidewall tires, and tinted windshield, the custom-built product will be seen by its owner for the first time Sunday.  Though Dr. Swan’s exact racing plans have not been announced, the car ultimately is destined to be viewed by thousands, while on Spring Street.  They’re ready to start on another any time the right customer comes into view.

Note:  Corrections to the article include an accurate wheelbase of approximately 100 inches – they were off by nearly a foot.

One Year Later:

So it was with great surprise that I read the advertisement that Erich Schultz found for Dr. Swan’s Glasspar G2.  It appeared 13 months later in Road and Track and reads as follows:

Glasspar Sports Car.  Unusual combination – Concours winner and record holder at Winter drag strip.  Built at Clay Smith’s.  ’53 Cadillac engine with Magspark, Potvin cam, Weiand dual quad. manifold.  R. Swan 5659 Stockton Blvd., Sacramento California

Wow!  So this baby went to a Concours event – probably Pebble Beach since it was so early, and Sacramento is just 2-3 hours from Pebble Beach.  And…there’s a record time at a drag race to find.  Two more items to research on this car – I guess the research never stops.  And we still have to find the car too!

Summary:

Another nice confirmation was that the address appeared in the newspaper article – matching the address shown in the picture of the GlassparG2 held by both Tritt and Poirier.  I love putting mysteries to rest.  By the way…an assembled GlassparG2 appears to have cost about $3000 in 1952-1954 for what I’ve read across both articles and ads from back in the day.  I bet this Cadillac powered Clay Smith built G2 was quite a bit more than the typically built G2 from back then – that I’m sure. 

I hope you enjoyed the story and thanks to each of the folks involved who made this possible:  Bill, Greg, and Matt Tritt, Jean Poirier, and Erich Schultz.  Without their combined effort, we would not have been able to stitch the story about this G2 together.

Now….if we can just find the car.  Rodney Packwood (our Glasspar G2 Historian)….are you up for another research “adventure”???  Call me and let’s start tomorrow!

Let’s wish Rodney some luck on finding the car and..

Glass on gang..

Geoff

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As With Each Petersen Motorama, The 1953 Motorama Showcased Fiberglass Sports Cars Too.

Hi Gang… 

If only we could go back in time….I know exactly where I would go.   To the 1950′s Petersen Motoramas. 

Back in 1950, Robert Petersen who started Hot Rod Magazine, Motor Trend, Car Craft, and others saw the unique opportunity to create a powerhouse event – one that would capture the growing excitement and enthusiasm of car guys across the country and that would rival General Motors “Motorama” in every way. 

Petersen showcased Hot Rods, Race Cars, Dry Lakes Cars, Custom Cars, Motorcycle, Boats, and most importantly…..fiberglass sports cars too.  It’s for all these reasons that we focus on the Petersen Motorama as a historically significant event for all automobiles – and one that is surprisingly….mostly forgotten today.  We’ll see if we can change that view in the next few years.  In the meantime, let’s dive into the 1953 Petersen Motorama Program and check out the cars they were promoting. 

And Now….The 1953 Petersen Motorama: 

This Was The Fourth Year That Burke Managed Critical Aspects of the Motorama - He Was There From The 1st One in 1950. Quite an Achievement!

I’m going to concentrate on fiberglass sports cars that were at each of the Petersen Motoramas – today the 1953 Motorama.  If you would like to view the entire 1953 Motorama Program and other Programs too, see the link at the bottom of this story. 

The 1953 program gives a nice intro to both Robert “Pete” Petersen and Bill Burke.  For those of you Atlas/Allied fans out there, Bill Burke was in the center of Hot Rod, Dry Lakes, and even magazine publishing back then.  Check out how they introduce Burke in the 1953 Motorama Program: 

Bill Burke, a native Californian, has long been identified with the automotive speed and power field on an amateur level.  Burke’s name is pre-eminent in hot rod circles.  He has been an innovator, having constructed the first wing tank bodied hot rod streamliner which was the first machine to hit 160 mph in time trials on the dry lakes.  He has built and driven two record holders for Bonneville Nationals.  This is Bill’s fourth year as Floor Manager and Exhibits Director of the International Motorama. 

Wow!  This means that Bill Burke started working in an official capacity beginning in the 1950 Petersen Motorama – the first one ever held.  Bill Burke is truly one of the original Hot Rod pioneers in every way. 

Checkout Great Display By Glasspar of "How to Build a Sports Car" at the 1953 Petersen Motorama.

 List of 1953 Motorama Exhibitors 

It’s always interesting to see who was officially at each of the Motoramas.  More “Exhibitors” were most likely there.  For example, Victress isn’t listed in the “Motorama Exhibitors”.  However, we know that Victress was not just there, but Doc Boyce-Smith (Founder) and Bill Quirk (Production Manager) laid up a car body over several days – and displayed a finished Victress S1A on the floor – too.  Here are the key exhibitors in terms of “fiberglass” and some thoughts: 

• Allied Products Engineering Corporation:   This is NOT the Allied company owned by Bill Burke, Mickey Thompson, and Roy Kinch.  Rather, this is a fiberglass supply house owned and ran by Ted Kelly which was the supplier for fiberglass needs in Los Angeles.  Interestingly, this was the main supplier of fiberglass and materials for “Victress” and it’s where Doc Boyce-Smith met his future wife, Patricia, who worked as a support person for Ted Kelly.
• Glasspar:   In 1953, they exhibited a “diorama” – an exhibit with a body suspended above a frame to show how easy it was to build a sports car.  I love this year of the Petersen Motorama – if just for this exhibit alone.  Glasspar did a great “exploded view” of how the Glasspar G2 Sports Car was built.  Checkout the picture in the story and the gallery.  I’ve found a few more shots like this, but I hope to get some professional shots in the future.  I just have to find them out there, so time will tell.
• Sonny’s Muffler Shop:   They sponsored Bill Burke’s Allied car at Bonneville 
• Vaughan Singer Motors:   In the previous year, Vaughan Singer had created and displayed a modified Singer chassis with Glasspar G2 body back East at the 1952 International Motor Sports Show in New York City. 
  

  This Ad Appeared in the January 1954 Edition of Motor Trend - Immediately After the 1953 November Petersen Motorama. Most Likely This Picture was Taken During the 1953 Motorama

• Woodill Motor Company:  At the Motorama in 1953, Woody gave away a new Woodill Wildfire during a free “drawing”.  Click here for additional information. 
• Notably Absent From the Exhibitor’s List:  Victress Manufacturing, Atlas/Allied fiberglass cars, Grantham Stardust, and Dick Jones/Jim Byers Meteor SR1 – which debuted at the 1953 Petersen Motorama.  All of these cars participated in the 1953 Motorama.   Terry Baldwin (fiberglass friend) picked up a business card from Bill Grantham and one from Woody Woodill too – on his visit to the Motorama in 1953.  Click Here For Terry Baldwin’s Story. 

Fiberglass Cars Shown in the 1953 Motorama Program:

Here’s a bit about each of the fiberglass cars shown in the program. 

Bill Burke’s Atlas/Allied Fiberglass Car:  

I’ve included a picture from an ad for Burke’s car – that shows his car at the Motorama – most likely from November 1953.  Checkout the picture and the ad copy – below (and in our story).  In the meantime, here’s what is shown in the 1953 Motorama Program about Burke’s car:

Built along the lines of the finest European sports cars, Bill Burke’s Fiberglass record-holder is the only closed coupe of its kind.  Powered by an Ardun-Mercury, built by C and T Automotive, Burke’s “one-of-a-kind” features Mercedes-like doors cut high into the roof. 

Karl Hubenthal’s Glasspar G2 

Regal Shot of Karl Hubenthal's Glasspar G2. If the G2 is Still Around and Has These Bumpers - We Might Be Able to Identify It.

Although a particular car is shown in the program – we’re never sure if it actually appeared unless we can get pictures from the actual event.  So far, no pictures of this G2 at the Motorama have been found.  Here’s what is shown in the program on Hubenthal’s G2: 

Cartoonist Karl Hubenthal had his own ideas of what a Fiberglass sports car should be, and starting with the popular Glasspar body, proceeded to customize it to his own tastes.  The body was unchanged, but trim, including attractive, hand-formed chromed-tubing bumpers added personality. 

For those of you interested in learning more about Karl Hubenthal, here’s a website featuring Karl and his work: 

Click Here For Karl Hubenthal website 

Rodney Packwood is currently contacting the Hubenthal family to determine if they have more pictures of the G2 and can provide any detail or memories from the family.  It certainly would have been memorable having such a nice sports car – probably one of the first American Sports Cars in Southern California at the time.  I’m keeping my fingers crossed that Rodney is successful in locating additional information about this car from the Hubenthal family.   

Close-Up of Hubenthal's Glasspar G2 Dashboard. Remember Gang...Dashboards Are Like Fingerprints When Tracing Down the History of Fiberglass Sports Cars We Find Today.

Woodill Wildfire:

Here’s what is written about the Wildfire in the 1953 Motorama Program: 

The Vibrin plastic-bodied Woodill “Wildfire” designed for late model Willys or ’39-’48 Ford chassis, is considered by many to be one of the most beautiful “home product” sports cars.  A replica of this car can be seen in Danny Kaye’s latest film, “Knock on Wood.” 

Summary 

I hope you’ve enjoyed the short view of the fiberglass cars at this event.  The Petersen Motorama is one of my favorite touchstones and really captures the moment of excitement for building and appreciating these cars back in the day.  In the future, I’ll be writing about each of these Motoramas – held from 1950 thru 1955 so stay tuned.  You’ll be surprised what I’ve found to share. 

In the meantime, for those of you who would like to learn more about the Petersen Motorama – and another one – the 1953 Michigan Motor Show – held outside of California….be sure to visit our growing page dedicated to the Petersen Motoramas: 

Click here to visit the Petersen Motorama 

And for any of you out there who may have pictures from these events (1950-1955), I’d love to see them.  Please contact me and let me know – we’ll share them with all, and perhaps use them in our upcoming book.  Rick D’Louhy and I would be honored to do so.

Glass on gang… 

Geoff 

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What a Striking Pose For Such a Grand Looking Glasspar G2 - The Doug Nichols Special

Hi Gang..

A short story today…about a beautiful Glasspar G2, lost in time…

The Doug Nichols Glasspar G2

Back in late 2008, I was contacted by one of our fiberglass friends about a mystery car that was published in the October/November 2008 issue of a magazine called “Reminisce.”   It was a beautiful picture of a Glasspar G2 with a note from reader Jim Giberson….”Can Someone Help Me Identify This Car?”  Jim lives in Colorado now, but back in the 1950′s when the picture was taken, he had grown up – along with his friend Doug Nichols – in Burlingame, California (Northern California).

Great Rear Angle of the Nichols G2. This Car Was Certainly Completed With The Highest Degree of Finish.

Jim and I got hooked up back then, and he was kind enough to send me the pictures he had of the car – the two you see here in our story.

Jim was recovering from a hospital stay and his friend, Doug Nichols, came by and took Jim for “one heck of a ride on a new freeway – up to Roseville and back to Burlingame.  He stayed just a few hours, and had to leave.  But he promised to send some pictures of the car back to Jim – which are the pictures you see in this story today.  Jim thinks this was the summer of 1953 or 1954.   These pictures were taken in front of Doug Nichol’s house in Burlingame, California in the mid 1950′s.  Jim thinks the exterior was red and it was upholstered in black – but it was a long time ago, and he’s not perfectly certain of this point.

Since Jim had only ridden and seen the car once, not too many details were shared.  But he does remember that the car did not have a Ford Flathead V8 or a OHV V8.  Instead, it was a six cylinder – perhaps a Kaiser (I’m thinking it might have been a 6 cylinder GMC – which was popular at the time). 

In the picture showing the back of the G2, the exhaust exits on the right rear of the car, most likely confirming that it is not a V8.  Most Ford Flathead V8 engines would have dual exhaust – to promote the “sportiness” of the car.  GMC engine exhaust exits on the right side (passenger) of the block.  Not sure if Chevrolet 6 cylinder or Kaiser 6 cylinder exits on right or left side of block, so the exact engine determination is still up in the air.

Jim also recalled that Doug did not build the car – he purchased it.   Maybe from a San Mateo car dealer that had one for sale at the time – Jim’s not sure of the connection there, but it’s possible.  

So….we’re still in search of the true heritage of this car, but we have a great story on this part of it’s life.

Magnifying the Details

When I Magnified the License Plate It Clearly Showed 1956 - This Style of License Plate Was New for 1956 in California.

Research is always fun. 

Some of the new equipment I have (along with tricks I’m learning with software) allows close up of pictures that both magnify and sharpen the detail.  Sometimes this helps – sometimes not.

When I magnified the front license plate of the “Nichols Glasspar G2″ it showed a 1956 California plate.  The style of California license plate changed in 1956, so it appears the picture was taken in 1956.  I’m just not sure if someone could have bought a 1956 plate in 1955 – or even 1954.  Probably not.  Or these pictures could have been sent to Jim 1-2 years after he had seen the car.  Either is possible.  But the pictures themselves were most likely taken in 1956.

I’ve magnified the dashboard as well.  Pretty interesting dashboard and instrumentation.  Clearly not a Glasspar G2 dashboard – although it might have had one originally, and this could have been an update.  We don’t know at this point.  And…the G2 had a column shift transmission.  Most likely “Three on the Tree”.  This might help us identify the car if it retains some of these features today.

Here's a Close-up of the Dashboard. Pictures Showing Original Dashboard Configurations Are Like Fingerprints for Vintage Fiberglass Cars. Almost No Two Dashboards Are Exactly The Same, and This Can Help Us Identify The Heritage of Glasspar G2's Found Today.

The Lost Doug Nichols Glasspar G2

Jim never saw the Glasspar G2 Sports Car again – but remembered it with these fine pictures he shared with us today.  Although Jim kept in touch with his friend for years – in fact they grew up together – he lost track of his Doug Nichols some time ago.  Perhaps we’ll find Doug thru this story today – either he will see it or someone will recognize his G2 from years ago, and help us reconnect childhood friends – Doug Nichols and Jim Giberson.  If you’re out there Doug, let us know.  We’re hoping to find you.

Thanks again to Jim Giberson for taking the time to share the pictures and the story.  I hope you enjoyed reading it as much as I did writing it.

Glass on gang….

Geoff

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The Rolls-Royce of Kit Cars in the 1920's - The Mercury Sport Roadster

Hi Gang…

Just how old are kit cars or sports cars that you can build?  The Glasspar G2 is one of the oldest starting in 1951 – right?  Not in any way, shape, or form.  In fact, it’s off by about 30 years.

Dean Batchelor and Dan Post addressed this issue.  Dean in 1975 and Dan Post in 1956.  Let’s talk about both of these authors and their respective articles.

In Dean Batchelor’s Own Words…

Dean Batchelor explained the heritage of kit cars in Volume 1, Number 1 of ” Old Car Illustrated”, in the Fall of 1975.  For those of you who don’t know who “Dean” is, you can read more about him, and the the award given each year in his name on the following website:

Great Ad for Early Kit Car - Who Would Have Guessed The Heritage of These Cars Goes Back to the Late Teens...

http://www.motorpressguild.org/mc/page.do?sitePageId=92363

I encourage you to take a few minutes, and explore the website about Dean.  Who would have guessed Dean and others would have started writing about the 1950′s kit cars and their heritage, way back in 1975.  I’m embarrassed to tell you how old I was back then, but let’s say I was driving – just not legally.

Anyway…

Dean was talking to a newly targeted sophisticated group of car collectors about the heritage of kit cars, and how it went back to perhaps 1923 – maybe a few years earlier.  Time will tell what research uncovers, but for now, let me repeat what Dean had to say in the beginning of his article, followed by scans of his article for those of you who would like to read it in detail. 

As Ed McMahon from the “Tonight Show” used to say….Here’ssssssssssss……Dean:

’24 Ford Speedster: A Kit Car For The Home Mechanic

As The Ad Says....Just "$45 Buys This Snappy Speedster Body. Who Could Pass Up Such a Deal???

“The fiberglass car body industry that came into being in the Fifties with names like Allied, Victress, Woodill, Glasspar, Kellison, Fiberfab, LaDawri, Sorrell, Devin, etc., built sports car bodies that would fit stock chassis, or in some cases shortened and reworked production chassis.  The use of fiberglass as the body material was new, made it far easier for the low-bucks backyard builder to get started in business.  But the idea of special “kit” type bodies was old – at least 30 years old.

In the July 1923 edition of Automobile Trade Journal appeared an advertisement for a “Sport Roadster Body” to mount on a Ford Model T chassis.  The ad copy read as follows: The Mercury Sport Roadster Body Mounted on a Ford Chassis.  Mercury Body Corporation, Louisville, Kentucky.”

To learn more about the “Mercury”, we’ll have to meet “Dan Post” from Arcadia California.

Dan Post – “Model T Ford In Speed and Sport”

In 1956, Dan Post of Arcadia California wrote an excellent book called the “Model T Ford In Speed and Sport”.   In this book, he outlined how the Model T had been used as the basis of early sports cars – both custom ones built by individuals in their backyard to race and go fast, and “kits” you could buy and turn your Model T into a sports car of sorts.  His book identified this trend starting around 1920. 

Dan would have written his book about the time that “first generation” fiberglass cars were coming to a close (1951-1956), and the second generations cars (1956-1965) including LaDawris, Kellisons, Devins, and Bocars were about to make their debut.  Good timing for his book, and it was probably the impression left by early 1950′s kit cars that later inspired Dan and a team of his friends to build a “Ford Speedster” from scratch to emulate what had been completed across America in the 1920′s. 

The $128.50 Kit by "Federal" Offers the "Victory" Body in the Early 1920's. You Could Get This Painted in Glossy Red, Green, Blue, or Orange and Striped with Gilt.

Let me share some of Dan’s thoughts in his 1956 book:

“The Model T as a sports car became the rage.  When it began to go faster, with a flathead, and a special carburetor, the eyes of  the wind-burned boy at the wheel only watered for more.  And so the overheads were born.  Meanwhile the austere little runabout had to look its newly-acquired speedy self.  The factory body was stripped off and dumped down the most convenient gully.  Then the owner approached his chassis with the light of creation in his eyes – and a general form of the Mercer Raceabout or Stutz Bearcat in his mind. 

What he developed was a home-grown edition of these factory speedsters.  But more often than not, the body was lost in compromise and wouldn’t have gone far in a styling competition; but then it didn’t have to.  The important things were that it was original, and it was his.  Fortunately for the aesthetics, every town seemed to have at least one craftsman who did happen to have the verve to build into his bug some of the spirited character of a scaled-down Mercer.  He carried the day and is well remembered.”

Purchasing a Model T

Here's An Early Kit/Body From 1921 - Built By Morton & Brett of Indianapolis, Indiana

Dan continues in the next chapter titled “The Parts of Speed”:

“In the heyday of the Model T, it was standard practice to own one new.  Second-hand Fords were considered too used up to be a good investment.  Hence, they were offered in the used car market greatly depreciated in selling price (Note: isn’t this what happened in the 1950′s when guys started to use the 1939-1948 Ford as their basis for their sports car?)

This was the miracle that delievered into the hands of youthful experimenters their first second-hand car which still had life left to use.  The Model T became the classroom for a back-yard course in automechanics.  It was in its element, and the observation “You can dissect a Model T; but you can’t kill it!” was confirmed from Lynchburg (Tennessee) to Temecula (California).”

Mercury Body Corporation – The Rolls Royce of 1920′s Kit Cars:

Dan’s 1956 book is an excellent review of this subject.  It’s a must read for anyone interested in this early era of souping up your model T, and it most importantly outlines what was happening back in the 1920′s around building your own sports car.  It also nicely predicts what would happen again in the 1950′s and beyond – and “why”. 

Here’s what Dan Post had to say about the “Mercury Body Corporation” mentioned by Dean Batchelor:

What a Great Looking Car - For Wholesaler's Only. These Were The "Fidelity Bodies" by New England Mills Company in Chicago Illinois

“The Rolls-Royce of road car bodies was undoubtedly the kit produced by the Mercury Body Corporation, Inc., of Louisville Kentucky, from 1921 thru the late Twenties.  In addition to a well-designed and finely constructed heavy gauge speedster body with a 1″ rolled edge around the cockpit, Mercury furnished a special dropped axle, kick-ups to lower the rear of the frame, a deep-channel section to effect a lower and heavier appearance to the frame, special radiator and shell, hood, step plates and cycle fenders.  Mercury would either sell the enthusiast the kit, or furnish the complete car on a new Ford chassis for around $1000.”

Wow!  I think that’s around the same price a kit car cost in the 1950′s – $1000.  Many of the sports/kit car companies in the early 1950′s offered to sell a complete car for around $3000.  Not bad for a difference across 30 odd years.

Summary:

Be sure to check out the article and pictures below.  It’s really remarkable that someone as important as Dean Batchelor took the time to accurately put into perspective the history of Kit Cars in America.  It’s even more remarkable that Dan Post outlined in detail the 1920′s era – about 20 years earlier than Dean. 

This is the heritage of our fiberglass cars, guys, and if you don’t know your history you’re doomed to repeat it.  I guess that’s ok in our “space” – it means we get to build cars again!  But learning it a bit more about where our cars came from is good in every way.

I’ll be featuring another article in the near future on Dan Post’s “Model T in Speed and Sport” book as well as the Ford Speedster he built that is documented in the book.  His car was called “The Yellow Peril”.  What a great name.

Hope you enjoyed the article and…

Glass on gang..

Geoff

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As a Tribute to Her Father, Meagan Watkins and Her Husband Exquisitely Restored the Family Glasspar G2. Great Job Meagan!!!

Hi Gang…

Lots of great stories to share with you “Glassheads” out there.  This one comes in from fiberglass friend and Glasspar Co-Historian Rodney Packwood.  Rodney has been working with Meagan Watkins of Washington State (the far Northwest from myself in Florida) to learn more about her father’s Glasspar G2.  Let’s turn the “reins” over to Rodney:

From the Desk of Rodney Packwood:

One of the benefits of the Glasspar G2 Registry that I’m managing with Geoff is that, in addition to the cars we learn about and document – we get to know the owners and their families.  Often these cars, now all of them being at least 55 years old, have missing histories.  Many of them come to the current owner with cloudy lineages – or none at all.   On occasion, though, a car shows up in the registry with an excellent history and a story that makes you smile a little… ok, a lot! 

Here's a Newspaper Clipping Obtained From the Tritt Family Collection - Showing the Original Car in its Glory

Such is the case with G2 174. 

Meagan Watkins is a young lady living in Washington State, and the G2 featured here is a perfect example of a car with a story.   Seems this car was treasured and loved, but the owner’s family didn’t share his enthusiasm.  I can relate!   I think I’ll let Meagan tell the story the way she told it to me in October of 2009:

“Anyone who has spent any time at the Dascher house is familiar with the car rotting in our garage.  Legend has it that the car and two daughters were the settlement in my Dad’s divorce to his 1st wife.  The car sat amongst the broken toasters and other appliances that he fished out of the garbage.  He said he’d fix them when he found the time.  However his real pride and joy was his roadster.

The seats were worn and split and there was the dank mustiness with a whiff of old burnt oil.  The body was straight although it only had two mismatched tires.  To my dad it was a vision of true beauty and if he felt you worthy he would drag you to the garage and tell you in graphic detail the story of his prized possession.  He used to say, “When I retire Ill bring her back to her former glory.”

Interior Beautifully Restored by Meagan and Her Husband Julian. Her Father Would Be Proud of Them In Every Way

Well, Dad retired and life happened.  Things around the house needed mending.  There was always a child or grandchild that was in some bind that needed bailing out.  Plus Dad was never one to spend money on himself except for the occasional kickers at Big 5 or anything in the scratch and dent bin at Chubby and Tubby’s (he cried when it closed.) 

In early 2004 Dad really started to slow down.  I noticed greyness to his skin tone.  If something was wrong, he wasn’t going to talk about it.  By July he relented and finally saw a doctor.  The diagnosis was stage 4 lung cancer.  He started treatment immediately but sadly, Dad passed away one month to the day of the diagnosis. 

It was always known that Julian and I would inherit the car.  Nevertheless, no one really knew what kind of car it was.  Dad called it “The Roadster” or “The Van Etta”.  We called it “Dasher’s Folly.”  Finally, after comparing stories from family members and friends we pieced together the history of the car.  Dad bought the car off the showroom floor of Van Etta motors in Santa Barbara in the late 1950’s.  The car was a G2 made by the Glasspar boat company.  Some were sold as kits, and a few sold fully assembled. 

The Glasspar G2 Body Tag Still Remains With Meagan and Julian's Car

Because the car meant so much to my dad, and dad meant so much to Julian, he (my husband Julian) set forth to complete Dad’s dream.  After a few months of hard work, the car was almost finished.  I had just one last thing to do. 

Dad was obviously a smoker so I thought it would be fitting to put some of his ashes in the ash tray.  But the car doesn’t have an ashtray so I sealed his ashes in a plastic bag with a note “For my Dad Arthur F Dascher….Forever in the drivers’ seat” and had it upholstered over so he’s always in the driver seat.”

Summary:

I think I smiled all the way through Meagan’s story… I’ve have a few toasters in my garage, too.  The story of this wonderful car continues on, as G2 174 now has a sibling.  The Watkins family has acquired an additional unrestored G2 that is awaiting a rebuild.  I’m looking forward to meeting the Watkins family, and the cars as well.

Thanks to Meagan for relating this story about her father’s G2 and allowing it to be used on the website. 

Rodney Packwood
Glasspar G2 Historian

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Here's The Bangert Sports Car Blueprint That Boyd Saved For Over 50 Years. We're Lucky Since This is Just One of Two Known To Exist

Hi Gang..

I met Boyd Lindberg because he found me – I didn’t find him.  Boyd had found out about Rick D’Louhy and our research project on vintage fiberglass specials and took the time, energy, and effort to track us down and ask the following question:

“Do you remember the Bangert Sports Car?  Do you have the blueprint for his car?”

Wow!  What timing was this!  Marshall Foxworthy and I had met with Noel Bangert in Orlando Florida a few months before, and Noel had shared with me he that didn’t create brochures for his cars.  Instead, he created blueprints that were poster sized.  And he made at least 3 different posters.  But Noel hadn’t saved any copies, so the hunt was on…

Building a Sports Car

Back in 1956, Boyd was 22 years old, lived in Oceanside California, and was stationed at Camp Pendelton.    Like many young men of his age, he was energized by the thought of building his own sports car, and had looked at both buying a body (Bangert, Victress, Glasspar, Woodill, etc) and starting there – or building it himself.  He was going to go for the gold and build it himself. 

Let me have Boyd tell the rest of the story:

Rear Shot of the Plaster Buck of Boyd's Car. Look at Those Mighty Fins!!!

“I rented a garage in town to work on it.  It was located in an old set of wooden garages – one long building with about 12 different garages people could rent.  It wasn’t the best – it faced a railroad track and had a dirt floor – but I had the end unit with windows which was a bit better.

First I bought a ’39 Ford Coupe and took the body off.  Then, I cut down the frame with a hacksaw, clamped it together, and hired a portable welder to join it.    Next I built a frame of wood, covered it with chicken wire and then plastered all over it.  What a mess!  But…I was going to take a mold off of the plastered buck, so that was fine.

I never finished it past the rough stage, but I did take a few pictures you see here.  I was about to be discharged so I junked the body and sold the frame and running gear.”

My sports car interest continued, though.  Later in 1959 I worked for a Plymouth DeSoto dealer and was lucky enough when a customer came in to buy a enormous 9 passenger DeSoto wagon.  His wife had just become pregnant, and although it was their first child, I guess they were planning for a big family.  So.. the customer traded in his nearly new 1958 MGA – it had just a few thousand miles.  Boy was I lucky!  I bought that right on the spot in 1959 – my first sports car.  I eventually owned and restored 4 other MGA’s over many years.  Great memories!

I Wish We Could Have Seen The Front Treatment Boyd Gave to His Concept - But the Cockpit and Dash Look Well Formed.

Summary

How many of these projects got started like this back in the 1950′s?   What was the likelihood of finishing them when you started? 

This was a tough road to follow – remember the average car took 2000 hours from start to finish to build.  And many took 3000 hours or more – more than a full year of 40 hour weeks!  Boyd was one of the braver men to consider building his own car, and if he hadn’t left the military service when he did, we might be looking at a finished car today.

Thanks to Boyd Lindberg for finding us and sharing his story and pictures with our gang.  And for saving the rare and elusive Bangert poster too.  What a great find for all of us!   And…I hope you enjoyed the glimpse into one of many thousands of stories of building your own car back in the golden era of the 1950′s – when all things were possible.

Glass on gang..

Geoff

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