StoryStory OfOf AA Classic:Classic: TheThe GMCGMC MotorhomeMotorhome

Part PaOnert O ne

By BILL BRYANT, F65627 with new four-cylinder and V-6 coach builders. Each RV manufacturer engines, and downsizing. Cars became was building its version of what it Produced by General Motors smaller, lighter, less powerful, and with thought a motorhome should be. There from 1973 through 1978, the innov- increased fuel economy standards were lots of choices for the motorhome ative GMC Motorhome gained a follow- mandated by the federal government. buyer, nearly all of them on a truck ing that is still as strong — if not Automobile companies are always chassis. What if someone offered an stronger — today. This three-part searching for ways to gain more sales, attractive, advanced design on a cus- series explores the fascinating history to build a greater market share, and to tom chassis, unique and specifically of a motorhome still considered keep their assembly lines flowing. made for just that purpose? by many to have been far ahead of New ideas are constantly evaluated, One of those niches GM was looking its time. but few see the light of day. at in 1969-1970 involved ideas for a Occasionally, however, a niche is found multipurpose vehicle — a vehicle that and a new market is developed. could be adapted for use not only as a ollowing World War II and a Truck chassis were successfully motorhome, but as an ambulance, a lapse of auto production of near- marketed to the RV industry in the small transit bus, an airport shuttle, a Fly four years, former GIs and the 1970s by the Big Three. In 1971 Dodge mobile medical clinic, or a display or general public longed for new cars. sold 28,000 chassis to 50 different service van. Evaluations began at the Once the pent-up postwar demand was satisfied, auto companies started offer- The “pie wagon” or “chicken coop” was used for initial demonstration of the ing innovative, attractive new designs hardware for the rear tandem suspension. The goal was improved ride and in an effort to capture a greater market handling over a truck-type suspension. share. At auto shows and Motoramas we saw Thunderbirds and Edsels, Chrysler 300s, Corvettes, GTOs, and Eldorados. New V-8 engines were everywhere; small blocks, big blocks, Hemis; horsepower and cubic inches ruled. New styles were longer, lower, wider, with chrome everywhere and tail fins that soared. Then came the energy crunch in October 1973, and it all changed. The automotive talk turned to cost and

availability of fuel, more efficient cars Photo by Ralph Merkle

58 FEBRUARY 2004 • FMC GM Tech Center in Warren, Michigan. motorhome. Since spy photographers Competing motorhome specifications often took pictures of test vehicles were scrutinized, and floor plans driving around the GM Proving were evaluated. Initially, it was decid- Grounds, full fender skirts covered the ed to go with 20-foot and 24-foot wheels to hide the vehicle’s unique motorhome designs. suspension. Relying heavily on interior designs The major purpose of this vehicle by GM’s Frigidaire Division, drawings was to demonstrate to GM manage- of the numerous floor plans under ment its superior handling and ride in evaluation lined the Tech Center’s comparison to the truck chassis nor- walls. A full-scale plywood (fiber- mally used for motorhomes. It is board) seating buck was built in the reported that GM management was Tech Center’s basement to evaluate the favorably impressed and approved fur- different interior designs. Seating ther development of the project. bucks are used to define a vehicle’s Initially, Chevrolet wanted the

requirements for both internal and motorhome project, but the GM corpo- Photo by author external packaging. Styling must not violate these requirements if their designs are to remain true for the final production version. The first chassis built to demon- strate the unique vehicle design was John Locklin (shown above at a assembled with the now familiar tan- GMC Motorhomes International dem-rear wheel assembly incorporat- rally in 1996) was the GMC ing leading-trailing cast nodular iron employee responsible for arms at the rear, supported with a motorhome body engineering. hydro-air spring from the Saginaw He retired in 1977 and was Division of GM. The power steering presented a 1/6-scale model pump was used for hydraulic pressure of a GMC motorhome as a gift for this suspension system. The (shown above and at left). engine and drivetrain used the Photo by author Oldsmobile Toronado front-wheel- drive unit with its 455-cubic-inch engine, 425 Hydra-Matic transmis- rate guidelines defined vehicles below sion, and 3.07:1 differential gear ratio 10,500 pounds gross vehicle weight from the Toronado trailer-towing rating (GVWR) as Chevrolet responsi- option. bilities and vehicles above that The design of this “development weight as GMC responsibilities. The mule” allowed for a low-profile chassis project, therefore, went to GMC. This with its attendant handling and ride decision, however, did not stop the improvements. The front section of the interdivisional rivalry, which contin- frame made use of the Toronado ued throughout the motorhome’s design and bolted up to the center C- production years. Chevrolet was a channel side rails. The rear frame major supplier of truck chassis for the extension was unique to the RV industry and considered the GMC motorhome and was “kicked up” to Motorhome another competitor. allow for an adequate departure angle. Chevrolet management made sure A modified van body built by the that the motorhome carried all of its Union City Body Company, of Union cost burdens and received no special City, Indiana, was mounted on the corporate advantages. frame. The chassis had been designed Early in these developmental

with only 4 inches of ground clearance. stages, GMC Engineering was defin- Photo by author Called the “pie wagon” or “chicken ing just what this multipurpose vehi- Ralph Merkle (now deceased coop” by those working on the project, cle should be. The GMC styling idea but pictured here with his rock this development mule was outfitted was along the lines of the and mineral collection in 1994) with windows and bus seats, and sand Sportscoach motorhome of the peri- was the GMC engineer responsible bags were strategically placed inside to od, with styled front and rear fiber- for the chassis design. represent the weight of an equipped continued

FMC • FEBRUARY 2004 59 glass caps, but with straight side- manufacturers were utilizing that same more upscale than the early models. A walls. This type of design allowed for system during this time period: bright, young, enthusiastic engineer, a reasonably attractive appearance, Revcon, Cortez, Travoy, and Tiara. The Kurt Stubenvoll, was in charge of prod- though ordinary, while minimizing Revcon was the most successful of the uct development for the motorhome. tooling and manufacturing costs. group. Cortez had evolved from the Ralph Merkle headed up chassis devel- The GM Design Center had been at Clark. Travoy was a Riverside, opment and was responsible for every- work for about two years at this point California, company. And the Tiara thing from “the frame to the pave- on various multipurpose vehicle evolved from the Ultra Van, which had ment.” Known as “the idea man,” designs. Not surprisingly, those originally used the Corvair engine. Merkle had a number of patents to designs looked much different from The individuals responsible for the prove it. John Locklin came to GM what GMC had in mind. There were development of the GMC Motorhome with an aeronautical degree and had three-wheeled designs that followed were members of a group of bright responsibility for the motorhome the arc of the sun while parked; panels young professionals. Martin J. Caserio, body engineering (he brought new that extended to add more living space; General Motors vice president and GMC assembly methods and ideas to the and scale models of attractive and Truck and Coach general manager, auto industry). Michael Lathers from futuristic designs, as well as numerous envisioned a “Chevrolet” of the Design Center was in charge of sketches and drawings that were . . . motorhomes — that is, reasonably the motorhome styling (it was to well . . . far out! priced with a view toward large-volume become obvious to all the fine job he The use of the Oldsmobile Toronado sales. Caserio’s replacement in 1973, did). Many other talented engineers front-wheel-drive unit should not have Alex C. Mair, wanted a vehicle more contributed to what was to become a been a surprise. Four other motorhome like the “Cadillac” of motorhomes, classic as well.

Author Bill Bryant, F65627, has an incredible collection of GMC memorabilia, including motorhomes produced by HotWheels (he has 50 different ones), Frisbees, belt buckles, and hats, among many other items.

ing in. Bill’s interest extends beyond Motorhome-related FMCA chapters: the cars themselves and into their his- GMC Colonial Travelers, GMC tory and background. Motorhomes International, GMC Bill’s interest in GMC Motorhomes Nor’easters, and GMC Sunshine began in 1984 when he purchased his Statesmen. Bill served as president, first GMC Motorhome, a 1976 Palm vice president, and alternate national Beach, which he still drives to this day. director of GMC Colonial Travelers; He also owned a 1976 GMC Birchaven. as Northeast vice president of His inquiries into GMC Motorhome his- GMC Motorhomes International; tory began when he started collecting and as alternate national direc- everything in print that dealt with the tor of GMC Nor’easters. Nita is subject. He had the good fortune of currently alternate national being able to contact and interview a director of GMC Nor’easters and number of GMC engineers who were also has served as secretary of responsible for the development of GMC Motorhomes International the vehicle and now has 32 cassette and as president of GMC Colonial tapes filled with interviews. His col- Travelers. About The Author lection of GMC Motorhome memorabil- Bill is a 1952 graduate of the State ia includes 50 different sales University of New York at Morrisville, Bill Bryant has had a lifelong inter- brochures, 14 dealer sales films, 60 New York. After graduating from col- est in wheels and motors. He grew up different magazine advertisements, 50 lege, he was drafted into the army on a farm in Lomontville, New York, different GMC Motorhomes produced where he spent two years stationed in and took ownership of his first vehicle by HotWheels, three different Barbie Eniwetok, Marshall Islands, as a when he was about 13. He enjoys GMC Motorhomes, Hess Training Vans, wheeled-vehicle technician during the antique autos, and currently owns a playing cards, Frisbees, belt buckles, Korean War. A month after being dis- 1914 Model-T Ford Touring car that clothing, ballpoint pens, flyswatters, charged from the military, he began he’s had since high school, as well as a and much more. working at IBM Corporation. He retired 1965 Corvette Sting Ray convertible Bill and Nita joined FMCA in 1985 from IBM 37 years later in the position that he and his wife, Nita, enjoy cruis- and are members of four GMC of advisory engineer.

60 FEBRUARY 2004 • FMC On February 7, 1972, GM made offi- About this time the new vehicle was as easy to live with on the road as it is cial what had been rumored in the known as the TVS-4 (Travel Vehicle standing still.” “The show place that industry for some time. The national Streamlined model 4). Part of the rea- goes places.” All of these slogans press reported that GM was to “play a son this vehicle is so different from placed great emphasis on the traveling role in the motorhome market.” By other motorhomes of the era is that it aspects of motorhoming and not just this time, the motorhome’s lengths had was not conceived as just a “camper,” how a motorhome functioned while been identified as 23 and 26 feet. The but as a vehicle for comfortable travel parked at the campsite. increase in length was the result of as well. Slogans used later in GMC additional interior content that design- Motorhome advertisements demon- * * * To be continued * * * ers and salespeople felt was necessary strated this; for example: “It doesn’t Next month, Bill discusses the evolu- for a well-equipped motorhome. GM ride like a truck, it doesn’t look like a tion of the classic GMC Motorhome Sales had identified the need for the 23- box.” “Our goal was to make getting through the use of clay scale models. foot motorhome as a price leader. Prices there as much fun as being there.” “It’s were reported to be between $12,000 and $16,000. Major motorhome com- petitors claimed they were not worried; still, their stock prices fell several points the next day. Smaller motorhome com- panies indicated immediate concern about the erosion of their market share with giant GM entering this field.

Photos by author

FMC • FEBRUARY 2004 61 StoryStory OfOf AA Classic:Classic: TheThe GMCGMC MotorhomeMotorhome

Part TwoPart One

By BILL BRYANT, F65627 ate two different designs at the same Holes were drilled about one inch apart time. The final A-scale model, however, over the fiberglass body, and flush- Produced by General Motors from would be viewed as a completed single mounted, hollow tubes were installed 1973 through 1978, the innovative design. and connected to pressure-measure- GMC Motorhome gained a following Once these models were completed, ment devices. Time was purchased at that is still as strong — if not stronger evaluated, and approved, full-sized the Guggenheim wind tunnel facility in 1 — today. This three-part series drawings were made using ⁄4-inch tape California, and the test was performed. explores the fascinating history of a to outline the front, rear, and side Was the shape clean? You bet! The CD motorhome still considered by many designs. These drawings would guide was .310, better than that era’s to have been far ahead of its time. the designers in the next stage: a full- Corvette, which was .312. Last month, Part 1, discussed how the size clay model. A great deal of clay is required for a GMC Motorhome was conceptualized An important part in developing the 26-foot motorhome, probably the and developed. This month’s install- shape of this motorhome was to deter- largest clay model GM ever made. The ment covers completion of the design, mine just how efficient it would be clay had to be heated in an oven to 150 building of prototypes, and the begin- moving through the air. While the degrees Fahrenheit to soften it so that it ning of testing. design looked “clean,” tests would could be applied to the substrate, which determine whether in fact it was. GM in this case was Styrofoam. It was then esign of the GMC Motorhome used various methods to determine this scraped and shaped by the modelers. continued to evolve in the two in its vehicle designs. One method was The clay buildup continued until the Dmain areas of styling and chas- to put ink spots on a model and place dimensions of the design were sis, with the Design Center concentrat- the model in a wind tunnel to watch the achieved. This work was done in the ing on the external and interior directional flow of the ink. In another basement of the Tech Center in an area designs. At one time, there were 12 test method, small ribbons were fas- without a well-controlled environment, designers working with sketches and tened to the surface of a test vehicle and without air-conditioning. Each 1 ⁄8-scale (called A-scale) clay models. and a camera car was driven alongside morning the room had to be brought up Three or four of these clay models were the vehicle to photograph the direction- to temperature so that the clay could be made, each with distinct design charac- al flow of the ribbons. While either of worked. Once the shape was complet- teristics, and each refining its shape these methods may have been used, ed, the clay surface was “polished” 1 closer to the final form. what is known is that a ⁄16-scale model with a sponge and cold water. This full- Since only one side of a model could was built for the purpose of determin- size clay model, now identified as RV- be viewed at a time, the first scale mod- ing the coefficient of drag, known as 26, was finished with a silver-blue film els were sculpted with two different CD. A mahogany block was modeled to of Di-Noc, replicating the painted sur- designs, one on each side. Thus, a sin- the designed shape, and a fiberglass face of a vehicle. gle clay model could be used to evalu- model was then made from this master. Once the full-size clay model was

70 MARCH 2004 • FMC completed, plaster casts were made of it. Dimensional drawings of these casts were made for tooling and for building the early fiberglass parts for the first prototype bodies. The full-sized clay model existed for only about a month, after which it began to sag. Since it was no longer needed, it was destroyed. Pictures of the scale models, the sketches and drawings, and finally the full-size clay model are most interest- ing. The evolution from the earliest designs, with pronounced fender flares, wraparound rear windows and taillights, and other eye-pleasing shapes, drifted toward a still pleasing but more “manufacturable at reason- able cost” design in the end. Changes made to the clay model after being “finalized” were the incor- poration of the parking lights below the headlights within the headlight bezel area and the use of four Suburban (production) taillights. The quad tail- light idea, however, was quickly dis- carded as being too cluttered. Designer Mike Lathers proposed a couple of other features that didn’t make the cut; these included a crown (curve) in the rear window glass, which would have minimized reflections caused by a large window surface. Another of Mike’s novel ideas was to accent the rear sus- During the GMC Motorhome design phase, clay models pension, instead of hiding it (a pol- were created to test different ideas, among them the 1/8- ished, plated, and painted suspension scale model above, shown with a full-size tape drawing and assembly, much like Harley-Davidson various sketches in the background. These led to the pro- does with a motorcycle). The view of a duction of a full-size clay model, known as RV-26 (pictured “flashy” suspension in action would top and bottom); note the wraparound taillights and rear have been an impressive sight. Even window styling of this model. though some of the suggested features didn’t materialize, I have yet to meet a person who doesn’t think that the GMC Motorhome is arguably the nicest Photos courtesy of GMC design to ever come down the RV pike. When I look at the earliest renderings, I usually have a big smile on my face, thinking of what might have been. In parallel with the exterior work at the Tech Center, six designers were developing the interiors. The plywood buck mentioned earlier helped to define space and floor plan require- ments. An important consideration was the loading of the vehicle, distrib- uting the weight as evenly as possible. Considerable effort was made in evalu- continued

FMC • MARCH 2004 71 ating competing interior features. At make room for the interior furniture The rear tandem-axle hydro-air sus- one point, it also was suggested that and appliances. This displeased Ralph, pension designed by GM’s Saginaw the Frigidaire Division might build RV who had envisioned using many exist- Division had been the key design ele- appliances, stoves, and refrigerators. ing GM passenger vehicle components ment for this vehicle. It allowed for the But with a limited market and very to keep the motorhome price afford- low floor as well as a measured competitive pricing, Frigidaire decided able. Now additional length and weight improvement in ride and handling. there were better business arenas were going to compromise the use of Another feature was less intrusion into available. these parts, as well as the front-wheel the living area than dual wheels would House and Garden magazine was traction. have caused. Tooling costs for the used as a consultant for the interior Ralph Merkle related a story about hydro-air design had come in much décor and exterior colors. This publica- the frame design. When the design was higher than anticipated, however. A

Above is a preproduction GMC Motorhome photographed at the GM Proving Grounds in 1972. GMC Motorhome history was made when the first vehicle exited the Gemini Corporation facility after completion of the

Photos courtesy of GMC interior (left). Pictured are GMC executives Bob Stelter, at the wheel, and Earl Maxwell.

tion was the authority on the colors of nearly completed, Ralph asked John less costly design was requested as a that era. Ed Cole, GM president, sug- Locklin for the final body design backup, and work began on a replace- gested that bright colors should be details, because frame and body ment. used. One story — confirmed by sever- designs had to be coordinated. A full air spring was designed. A al people — reported that during one However, the body design was not yet Goodyear model using a long cylindri- meeting in which colors were dis- finalized. Since lead times for the frame cal (air) spring, one piston, and one cussed, Ed Cole pointed to the tie of subcontractors were critical, Ralph was bag convolution had been found to chief engineer Wally Edwards and said, forced to make his best guess. His have interference problems. A new full “One of the colors should be like guess was off by about 2 inches. That air spring design was started using the Wally’s tie.” The tie was adorned with is why the rear frame cross member rolling lobe principle with two tapered orange stripes; an orange color (bitter- sticks out about 2 inches beyond the pistons and a floating air spring 1 sweet) was offered in 1973-74. Wally body. The frame was made of ⁄8-inch- between them. The tapered pistons still has that tie. thick steel by Midland. kept the spring centered, and as the The chassis design was continuing Ralph and John enjoyed some good- rubber spring rolled up and down the as well. The engine and drivetrain lay- natured ribbing during this process. piston surface, the spring rate was out was progressing rapidly, since it Ralph kidded John that his frame was changed. The first prototype spring was required only minor changes to the holding up John’s body, and John delivered by Firestone in March 1971 existing Oldsmobile Toronado design. would respond by saying it was his and became the production air spring Ralph Merkle’s original 24-foot design body holding up Ralph’s frame. They with only a minor modification (slight- had been stretched to 26 feet in order to were probably both right. continued

72 MARCH 2004 • FMC ly larger in diameter and slightly short- roof. No body stampings were required, and they were painted black. Those er in length). thus minimizing tooling and fabrica- reviewing the design liked the black In the Experimental Engineering tion costs. John also had insisted on a frames better, and that settled that. area, five pre-test chassis were being flat driver’s compartment floor. In driv- The large body dies required for the built. The pre-test bodies would later be ing a competitor’s motorhome, he SMC (sheet molded compound) fiber- installed on four of them. The fifth found that having to squeeze between glass panels were in place at the ven- chassis would be used for pictures and the driver’s seat and the engine cover dor, Engineered Molding Systems of display. The completed units would be was uncomfortable and, in his mind, Lancaster, Ohio. Lumps of SMC used for various purposes — some for unnecessary. “dough” were strategically placed in testing, some for pictures and shows. GMC Engineering was attempting to the molds, and with heat and pressure, We will hear more about these later. build the side window frames out of it took 12 minutes to process each

This preproduction GMC Motorhome (left) was built after the “pie wagon” demonstration unit and prior to the final design. Among the prototypes put through bench testing

Photos courtesy of GMC in the early 1970s was a 23-foot model called the Cape Cod (above).

John Locklin, the body engineer, plastic. While windows with sharp cor- panel. This cycle time was reduced was spending most of his time at G.L. ners were in vogue at the time, Mike somewhat as experience was gained Bowen & Co., the job shop that was Lathers felt this design resulted in with the curing process. supplying the draftsmen charged with stresses at the corners that could even- At GMC, the first hardware that we documenting the motorhome body. tually cause cracks in the body skin. would recognize as a GMC Motorhome Measurements of the plaster casts The rounded corner design reduced was being assembled. The chassis with made from the full-size clay model these stresses and provided a less the Toronado front-wheel-drive assem- were translated into drawings to be dated look. The plastic frames couldn’t bly was pretty well defined. The rear used to make the dies, body structure, be made to work, however, and a suspension was still the tandem-axle and skin. John’s background as an multi-piece aluminum frame was put in hydro-air suspension, and many com- aeronautical engineer was showing up production. A few years ago I asked a ponents were still passenger car parts, in many of the design features — for GMC engineer why GMC changed to such as the five-bolt wheels and hubs. example, the light weight of the alu- Hehr windows in 1976, and he said the In viewing the body hardware, things minum and fiberglass body skin, the anodizing on the earlier windows did- were a little different from how they all-aluminum body framing, and the n’t match. He said they couldn’t build had appeared in the clay model. The bonding of body panels with adhesives them, couldn’t seal them, and couldn’t front end was nearly the same, but the instead of rivets and screws. Another service them. GMC initially planned for sides had become vertical and straight. important design feature was the use of the window frames to be “bright.” At This particular vehicle was to become flat aluminum panels for body surfaces one of the design reviews, they hadn’t known as “straight sides,” not usually above the belt molding, including the yet gotten around to plating the frames continued

74 MARCH 2004 • FMC uttered in a complimentary tone. It motorhome of the era. In selling the Industries. Muntz Corp. had returned turned out that GMC engineers thought design to GM management, the point the most attractive bid, but they were the upper storage cabinets should be had been made that anybody could located in California. GMC officials able to hold a 12-inch plate, and the make an ordinary-looking motorhome; desired someone closer to Pontiac, tumble home (body side curve) design what GM needed was “style” to sell. Michigan. Although its bid was not the created by Mike Lathers didn’t allow for And style is what they got. Mike lob- lowest, PRF Industries received the that. At the rear of the body, the large bied for and won the argument to have nod, since its location was to be 22 removable back panel had not yet been his design reinstated. That was the last miles from the Pontiac plant, and fur- implemented. of “straight sides.” When Mike Lathers got a look at GMC had decided to outsource the straight sides, it is reported that he interior up-fitting. Bids were received Plans for the manufacture “went straight up in the air.” The from four manufacturers: Open Road, design looked a lot like any other Sportscoach, Muntz Corp., and PRF of the motorhome were moving along rapidly. Plant No. 3 in Pontiac, Michigan, had been outfitted with equipment and tooling. This was one of GM’s older plants, and it had a split-level floor plan.

ther negotiations brought its bid close to GMC’s price point. PRF Industries was owned by Peter R. Fink, the builder of Travco and Sightseer motorhomes. A new PRF division was formed to build the GMC interiors, Gemini Corp., located in Mount Clemens, Michigan. Rumor has it that Peter Fink named the new cor- poration “Gemini” because it was “GM & I.” Rumor also has it that his zodiac sign may have been Gemini; take your pick on which (or both) you want to believe. The Gemini facility designed and built all of the furniture; assembled all of the modules; applied the Texolite laminate; and installed everything, bringing it in through the motorhome rear access opening. A number of start- up concerns had to be resolved. Between the motorhome body manu- facturing tolerances and the interior module tolerances, which were affected by temperature and humidity, changes had to be implemented to make things fit. Every wooden part had to have a drawing and a GM part number. The complexity of 15 different floor plans and the many available options con- tributed to a complicated interior assembly process as well. Approvals continued

76 MARCH 2004 • FMC from the many individual states as well through a determined number of test was fixed. The rear crash test resulted as from the federal government had to cycles. Hot-weather testing was carried in damage to the frame kick-up area be submitted and granted also. Gemini out on the “Baker Grade,” an 18-mile- and spare tire carrier. Changes in this had a target of completing the interiors long hill in the deserts of Southern area fixed this as well. of 32 coaches per day; the best they California. This hot-weather testing A rollover test was also performed. achieved was closer to 20 per day. resulted in an additional fan blade The proving grounds had a rollover With the prototypes now being being added; use of the seven-bladed ramp designed for just that purpose. assembled, and their purposes defined, fan was now dictated. This worked well for passenger-type vehicles, but long wheelbase vehicles usually had to be assisted. A forklift raised one side of the frame to tip it 1 over, 1 ⁄2 to 2 turns. The damage was reported to be not all that serious: a toi- let had come loose along with a few other interior pieces, and the body was distorted to one side. Plans for the manufacture of the motorhome were moving along rapidly. Plant No. 3 in Pontiac, Michigan, had been outfitted with equipment and tooling. This was one of GM’s older plants, and it had a split-level floor plan. At the lower level, the chassis frame was collecting various sub- assemblies as it proceeded down the

Photo by Ralph Merkle line: front and rear suspension, tanks, The first public showing of a GMC Motorhome prototype took place in air lines, electrical wiring, and, finally, May 1972 at Transpo 72, the U.S. International Transportation Expo, in the engine and drivetrain. Washington, D.C., where it was labeled as a “Multi Purpose Vehicle.” The upper level of the plant was used for body assembly. Individual alu- their activities would begin. The first Modified passenger vehicle test cri- minum pieces of the frame were placed public showing would be at Transpo teria were used, consisting of proving in manufacturing jigs, which assem- 72, the U.S. International grounds roads for 25,000 miles (regu- bled and aligned them; the pieces were Transportation Exposition near lar durability) and 5,000 miles of then welded together as a unit. Three Washington, D.C. (Dulles), from May Belgian blocks (accelerated durability). unique jigs were used: right side, left 27 through June 4, 1972. Many GM During the “figure 8” road testing, an side, and the roof assembly. Next, these cars and trucks were on display there early failure was the five-bolt Toronado panels were assembled and welded as well as a tan-colored 26-foot passenger car wheels. They were together as the body cage. Separately, motorhome. The exterior was rather replaced with eight-bolt one-ton truck each of the body panels was very flex- plain, with no stripes or trim. In a wheels. This also required replacing the ible. When welded together, they brochure it was described as “An hubs to match the eight-bolt pattern. became a strong yet lightweight unit. experimental prototype of GMC Truck & Another failure was a cracked frame Aluminum and fiberglass exterior body Coach Division’s complete motorhome, near the front cross member. The addi- panels were fastened to this frame with to be marketed in early 1973.” The dis- tion of a diagonal brace fixed this prob- a 3M adhesive. John Locklin had want- play was still labeled as a “Multi lem. The front suspension’s lower A- ed to use an adhesive made by a small Purpose Vehicle,” although this term frame and lower ball joint were other company called REM, but GMC wanted would not be used again, as all efforts areas that required upgrades to the a larger, well-known supplier instead. were now focused on developing and passenger vehicle parts. This assembled body was then cleaned, producing a motorhome. Crash tests were performed at 30 to prepped, and painted. Other motorhome prototypes were 35 mph as well. From Pennsylvania When completed, the body was low- undergoing testing. A 23-foot dealers, GM had purchased new Buicks ered to the main floor, where it was motorhome model named “Cape Cod” that had been in a flood. The side crash mated with the assembled chassis. was at bench test. Programmed testing test aimed the Buick at the with replicated Belgian blocks (cobble- motorhome’s large side window area. * * * To be continued * * * stones) cycled the suspension with The Buick’s bumper penetrated the Next month, Bill describes the hydraulic rams. Door latches were sidewall and came to rest above the mass production, marketing, and, slammed, windshield wipers were floor. New aluminum vertical reinforce- sadly, the demise of GMC Motorhome cycled, brake pedals were pumped, all ments were added, and this problem manufacturing.

78 MARCH 2004 • FMC StoryStory OfOf AA Classic:Classic: TheThe GMCGMC MotorhomeMotorhome

Part ThreePart One

By BILL BRYANT, F65627 3,000 units, and the rate of motorhome and GMC truck dealerships didn’t auto- production was about 20 units per day. matically become GMC Motorhome Produced by General Motors from As might be expected, there were dealers. The cost of a GMC Motorhome 1973 through 1978, the innovative some startup problems. A new group- dealership franchise was reported to GMC Motorhome gained a following assembly concept was developed, with have been $250,000. that is still as strong — if not stronger a six-member team responsible for The 1973 GMC Motorhome was — today. This three-part series explores body and trim upfitting and a three- available with a choice of four models, the fascinating history of a motorhome member team for assembling and upfit- six exterior colors, 15 floor plans, and still considered by many to have been ting the chassis. This team concept two body lengths. And then there was far ahead of its time. Part 1, in the lasted a month or two, but then pro- the long list of available options. The February 2004 issue, discussed how duction reverted to the standard Detroit “Detroit” mentality of something for the GMC Motorhome was conceptual- auto assembly method of individual job everyone had arrived full force in the ized and developed. Part 2, last month, responsibilities. RV industry. The first series of covered completion of the design, build- With the complexities of a new facil- motorhomes were named for national ing of prototypes, and the beginning of ity, a new workforce, the assembly of a parks — Canyonlands, Glacier, Painted testing. This month, the story concludes totally new vehicle, plus all of the living Desert, and Sequoia — and the 26-foot by describing the mass production; requirements (including the proverbial and 23-foot coaches used the same marketing; and, sadly, the phaseout of kitchen sink), GMC Motorhome pro- model names. Three of the exterior col- GMC Motorhome manufacturing. duction was indeed an ambitious and ors were standard — white, camel, and complex undertaking. Alex Mair was pineapple yellow — and three others — he first few motorhomes moved holding “design school” with the engi- bittersweet, sky blue, and parrot green slowly down the assembly line neers each morning at 7:30 to address — were optional for an additional $34. Tduring the fourth quarter of any concerns or problems and to A horizontal accent color stripe 1972, and by the second week of review progress. He often would walk wrapped around the front of the body; November the first two dozen had been through the plant to discuss the day’s continuing the stripe down the sides of built. The first 100 were finished before activities with line employees. the coach was an $86 option. the end of January 1973, and more By June 1973 GMC had 64 dealers The total of 15 floor plans was split than 1,750 orders were received by signed up to sell and service GMC between the two body lengths, 11 for mid-February. In March 1973, Alex Motorhomes. Company officials had the 26-foot coach and four for the 23- Mair, general manager of GMC Truck & hoped to have 200 dealers by the end footer. Any floor plan was available in Coach, reported, “The initial response of 1973 but decided not to sign up any any of the four models. The model has surpassed even our most optimistic more until adequate supplies were names defined the interior décor, col- expectations.” It was reported in June available. GMC Motorhome dealerships ors, and upholstery patterns and not of that year that back orders totaled were separate, stand-alone entities, the floor plan.

74 APRIL 2004 • FMC Manufacturer’s suggested retail base ly in front of the grandstand, and was to well as three more from a TV program price was $14,569.06 for the 26-foot open the door, wave at the crowd, and of the time, “Holiday on Wheels.” motorhome and $13,569.06 for the 23- then drive off. All went well until the In late 1973, the 1974 models were foot motorhome. Almost everything door latch jammed and the door could introduced with little fanfare. They was available as an option. Possibilities not be opened. Alex’s quick thinking were a continuation of the previous included auto air, $482; AM-FM radio, saved the day, however. He hopped back year’s models, incorporating running $217; chrome bumpers, $75; wheel in the driver’s seat, honked the horn, changes made to correct deficiencies in covers (7), $52.50; suspension power- waved to the crowd, and drove off. That the early designs. Many of these leveler, $85; built-in vacuum cleaner, was not the last of the problems associ- changes and corrections can be found $210; roof air, $525; auxiliary 6-kw ated with the latch manufactured by in the GMC Motorhome Service generator, $1,675; factory-delivery Lake Center Industries, which was used Bulletins and other publications. One drive-away prep, $32; or customer in the 1973 motorhomes. change for the better with the 1974 drive-away prep, $105. Dolly Cole, wife of GM president Ed models, in my opinion, was the discon- A number of RV shows and demon- Cole, and friends went to a charity ball tinuance of the parrot green color. strations were used around the country one evening at the Detroit Orchestra The GMC plant was operating at one to exhibit the features of the new GMC Hall. They chose to arrive in the new shift while the Gemini plant was at two Motorhome. GMC even displayed the GMC Motorhome to show it off. The shifts. The motorhome’s body and motorhome at a truck show in driver pulled the coach up in front to chassis were being assembled more Frankfurt, Germany — the Germans discharge the passengers, and the door rapidly than the interior upfitting at loved it! During one of the most latch jammed again. The passengers Gemini. An early problem at the Gemini impressive demonstrations, a GMC disembarked with great difficulty, facility was plant layout: parts and Motorhome was driven over 4-inch- which the press attending the event assemblies were not properly placed for by-4-inch timbers spaced a few feet duly noted in the morning papers. efficient manufacturing flow given the apart. It was followed by a different Early that next morning motorhome relatively large build volumes. Gemini brand of motorhome, which was fitted engineers were called into Alex Mair’s plant personnel experience had been with a cover to obscure its manufactur- office and told in no uncertain terms to based on the one-at-a-time build prac- er’s name. This demonstrated the dif- fix the problem, immediately. That is tices at Travco. Employees from the ference in suspension abilities. The why you see a stainless-steel patch GMC plant were able to provide assis- GMC handled the timbers with ease; its with the replacement latch on 1973 tance with this problem, thanks to their tires danced over the obstacles with the GMC Motorhome doors up to approxi- extensive background in large-volume body barely bouncing. The covered mately serial number 3V101850. manufacturing. motorhome with leaf-spring suspen- Starting in 1973 and continuing The parking lot at the Gemini facili- sion on a competitor’s chassis had its through 1977, a number of films were ty in Mount Clemens was usually full of tires leaving the ground and appeared produced to promote the GMC. Walking motorhomes awaiting interiors. to be leaping in the air after the third or into a GMC Motorhome dealership Completed coaches were shipped from fourth timber was crossed — much to showroom, you might see what looked this location to dealers as well. the crowd’s delight. like a small TV with a number of film The GMC Motorhome assembly Alex Birch, foreman of the cassettes. GM called these units “Mini- operations were shut down in early Experimental Engineering shop, was the Theaters,” and films showing the many December 1973. The official reason driver of the GMC in many of these features of the motorhome could be was “to bring inventories in line with demonstrations. At one demonstration, viewed on one of these self-contained retail sales.” However, the gasoline he completed the pass, pulled up smart- units. Fourteen films were produced, as continued

Photos courtesy of General Motors A bird’s-eye view of the GMC Motorhome chassis.

FMC • APRIL 2004 75 shortage had begun to seriously affect get the “sheer courage award” and had model names were announced; the RV industry. “corporate guts” to propose an economy Eleganza II and Palm Beach replaced In Las Vegas in January 1974, GMC run on a 23-foot motorhome during the the previous models. New, better-qual- announced a new series of vehicles for gas crisis. Over a 264-mile test from Los ity woven fabrics supplanted the print- commercial, medical, and general Angeles to Las Vegas, which included ed fabrics that had been used in earlier transportation purposes, and nine the well-known Baker Grade, which coaches, and Flexsteel seating was Transmode concept vehicles were peaks at 4,751 feet, the reported installed. Assembly of interiors at shown to the press. An Eleganza SE mileage was 10.2 mpg using cruise con- Gemini was discontinued, and all of the (RPO#696) “featuring customized inte- trol most of the way. The return trip interior upfitting was brought in-house riors much more luxurious than those provided an 11.2-mpg average, since at the Pontiac plant (none of the in current models” was displayed as this direction was slightly more down- Gemini employees were picked up by well. This was the start of Alex Mair’s hill. Evidently, GMC was trying hard to GMC for the in-house assembly). plan to make the GMC Motorhome the revive sales during this period of Grand Rapids Furniture Co. was now “Cadillac of motorhomes.” He had gas shortages. building the interior modules, and made the comment at one point that In March 1974 GMC announced that dovetail joints replaced glue and sta- the GMC Motorhome was to GMC what it had suspended production once ples. While the quality of the interior the Corvette was to Chevrolet, its halo again due to a lack of orders. Gemini fittings improved measurably, heavier (image) vehicle. still had a backlog of shells to upfit, but weight and higher cost of the furniture GMC, now offering a motorhome scaled back to a one-shift operation. was the downside. Exterior changes rental program, conducted a fuel econo- Sales began picking up over the next included new colors and stripes; exteri- my run with press representatives from couple of months, and by midyear or paint was now urethane (Imron) Automotive News, Motor Trend, and inventories were depleted and produc- instead of the previously used synthet- Trailer Life magazines. A motorhome tion was resumed. ic enamel; raised “GMC” letters economy run could be very risky, and The 1975 model year brought many replaced vinyl decals on the some reporters noted that GM should changes to the GMC Motorhome. New motorhomes; and the fit and function

76 APRIL 2004 • FMC of exterior panels and doors were improved, as was the floor substruc- GMC Motorhome Production Totals ture. Stronger frame cross members were added; new Hehr side windows Model Year Production: were installed; an HEI ignition system 1973 1974 1975 1976* 1977 1978 was added; and polybutylene (plastic) 23’ 461 168 ~ ~ ~ ~ plumbing replaced copper. Gross vehi- 26’ 1,598 1,496 1,195 2,413 1,695 689 cle weight ratings were increased to Transmode 23’ ~ ~ 36 549 253 178 11,700 pounds, and many other Transmode 26’ ~ ~ 425 298 455 1,012 changes and improvements were incor- Total 2,059 1,664 1,656 3,260 2,403 1,879 porated as well. *peak production year The Transmode, an “empty motorhome” for those who wanted to build their own interiors, was available Foretravel, and Winnebago, plus a few continued to be offered. The Edgemont from 1975 through 1978. GMC no others with very low build quantities. was replaced by a new twin bed/dry longer offered the 23-foot unit as a Transmode upfitters for commercial bath floor plan in the Eleganza II. Other motorhome, although it could still be purposes were many. These GMCs were changes included a redesigned dash, purchased as a Transmode and upfitted used as ambulances/emergency vehi- which relocated the AC/heater outlets by others. cles, bookmobiles, mobile banks, air- and moved the Electro Level controls to Many companies were upfitting the port shuttle buses, mobile showrooms, the left of the driver; a new Freedom new Transmode as motorhomes and for on-location radio broadcast centers, battery; an entrance door rain cap; and commercial applications. Some of the hearses, courtesy coaches for beer and an assist handle. motorhome upfitters were Avion, soda distributors, and much more. Another model, the Coca-Cola, was Coachmen, Carriage, LRP, Midas, Norris, The 1976 GMC Motorhome models built in two versions. The first was Hughes, Landau, Roll-a-long, El Dorado, arrived with few changes from the pre- the “standard” model, offered in vious year. Two new models were intro- cameo white with a red horizontal duced in addition to the Eleganza II and stripe, the same pattern as other GMC Palm Beach carryovers: the Glenbrook Motorhomes. It is believed these and Edgemont. The Edgemont was the motorhomes were used primarily by price leader with a base price about Coca-Cola bottlers and distributors as Motorhomes were $1,000 below the other three models. courtesy coaches and at public events. conveyed sideways Running changes continued to be The second Coca-Cola model was on dollies along the made, most starting with serial number dubbed the GadAbout and equipped interior finishing line 6V100878. They added an entry door with all the bells and whistles. The (left and below); strap; relocated the air compressor and exterior paint was white with a these particular solenoid valves to an inside compart- sweeping wedge of Coca-Cola red up photos were taken ment (Electro Level); and added a the sides that blended to a yellow in 1975. glass-lined hot water tank, cab floor near the top rear of the coach. The support (stamping), radial tires/wheels, GadAbout name appeared near the and body side rub molding (with adhe- front, and a bottle-cap-shaped spare sive replacing stainless). tire cover was at the rear. In 1977 the Kingsley model debuted, Inside, the Coca-Cola red upholstery replacing the previous year’s Glenbrook was the same in both coaches. In the model. The Eleganza II and Palm Beach GadAbout, refrigerator door graphics made the appliance look like a soda- dispensing machine — very impres- sive! Other extras were a Coca-Cola logo entry floor mat, clock, and mir- rored picture, as well as a rear table with a Coke checkerboard pattern. On the dash above the glove box was an attractive pewter plaque with a GadAbout motorhome in profile and the slogan, “Coke adds life to . . . cruisin’ in a GadAbout.” Five GadAbouts were given away to first-prize winners of a Coca-Cola continued

FMC • APRIL 2004 77 GMC Motorhome Phaseout A press release datelined Pontiac, Michigan, November 11, 1977, read as follows:

GMC Truck & Coach Division of General Motors plans to The GMC van program has already added about 1,000 discontinue producing luxury Motorhomes and similar jobs in Pontiac, and another 1,200 new jobs could result Transmode multipurpose vehicles and convert those plant within a year, Truxell said. facilities to expand truck operations, a GM vice president A high percentage of GMC’s chopped van output said today. Robert W. Truxell, general manager of GMC is utilized for recreation vehicle applications with Truck & Coach said, “As a result of this action, GMC will be special bodies, such as mini-motorhomes, installed by able to utilize production facilities more effectively for ser- independent companies. “While it is regrettable that vicing growing truck demands. The long-term outlook for luxury Motorhome and Transmode production will be dis- greater truck activity is extremely bright and GMC produc- continued, the action will assist GMC in serving tion operations will be realigned to help meet expanding other parts of the recreation vehicle business to a customer needs,” he said. greater extent and help meet growing truck demands,” “GMC will continue offering a wide range of trucks which Truxell explained. are designed to meet a variety of recreational vehicle appli- He said industry truck sales in the United States in the cations,” Truxell emphasized. 1978 model year should reach 3,750,000 units, and antici- He described the planned facility conversion program as pates the growth trend will continue. “a continuation of major steps taken recently at GMC Truck GMC Motorhomes have been built in Pontiac since their & Coach facilities in Pontiac in response to growing truck introduction in early 1973. Parts, service, and warranty pro- needs. Van production will be doubled to more than 250 a visions will continue through existing GMC Motorhome day on two-shift operations, starting this month. dealerships, Truxell said. “With a continuation of strong sales, GMC van operations Termination of Motorhome production will be accom- will be expanded throughout the 1978 model year,” Truxell plished gradually and it is expected that approximately pointed out. He said another van production increase is antic- 325 persons currently involved in Motorhome activities will ipated in the spring of 1978 and facilities are being expanded be transferred to other GMC Truck & Coach operations, to begin van interior installation operations in the spring. Truxell said.

contest held in December 1977. On November 11, 1977, Robert W. midbody stripe distinguished the 1978 Twenty-five second-prize winners each Truxell, general manager of GMC Truck models from other years. A number of received the use of a GMC Motorhome and Coach, announced the phaseout of features that were options in previous for two weeks along with $3,000 in GMC Motorhome and Transmode pro- years were now standard, and many cash. GMC records indicate that a total duction (see the accompanying sidebar features were improved. Improvements of 55 Coca-Cola models were built, most for the text of the announcement). included the Electro Level II, a larger in 1977 and a few in 1978. It was orig- According to the GMC engineers I have bathroom skylight, a 36-gallon holding inally believed that only five of the total spoken with, no advance warning was tank, integral refrigerator vents, new were GadAbouts; however, more have given to the employees, and they were solid cupboard doors, new countertops, been discovered lately, and as many as surprised at the news. In all probability, and woven window blinds. Chrome nine or 10 may have been built. it should not have been too surprising. bumpers were finally standard. Among The 403-cid engine replaced the Carrying too much burden and overhead the new options were a glass and spice 455-cid engine by the end of January and never reaching the volumes needed rack, a microwave oven, an overhead 1977 and was used for all remaining to achieve real profitability, GM saw bet- rear cabinet, a six-speaker sound sys- motorhome production. GM’s downsiz- ter ways to use its resources and achieve tem, a lighted visor vanity mirror, and a ing had started and would soon have greater return on its investment. lockable overhead front cabinet. severe implications for the The 1978 model year began with On the Transmode, urethane foam GMC Motorhome. three models of GMC Motorhome inte- floor insulation, previously an option, Plant No. 3 in Pontiac, Michigan, riors: Eleganza II, Palm Beach, and was now standard. The steering wheel, had been the site of GMC Motorhome Kingsley. Production of the Transmode column, and hand brake were now production from the beginning in late continued as well, with many upfitters saddle-colored, and the front-end GMC 1972 through mid-1977. In August participating. The major upfitter was logo was now displayed in raised let- 1977 production was moved to Plant Coachmen Industries (Jimmy Motors), tering instead of a decal. No. 29, also in Pontiac. This site pro- producing the Royale (26-foot) and With the end of production vided a more efficient production facil- Birchaven (23-foot). approaching, plans had to be made to ity and was used through the end of New GMC Motorhome two-tone phase out production in as orderly a production in 1978. body colors and a three-color horizontal manner as possible. Build-out plans

78 APRIL 2004 • FMC were made, i.e. matching parts inven- the center, similar to the RTS bus GMC attempted to sell the GMC tories to dealer/customer orders. One design, was proposed. Apparently, Motorhome assets for a reputed example of this was the sale of surplus one operational prototype of a trans- $7 million to another manufacturer transmissions and final drives by GM verse front engine/front-wheel-drive that would continue production. to an Ohio GMC Motorhome dealer who motorhome was built. None of these AM General, a Division of American purchased 1,361 units. These were ini- redesigns would support a business Motors, took a look and built five pro- tially offered at a sale price of $495 case. Motorhome build quantities totypes using a 454-cid engine, with each (the suggested list prices were were just too small to end up with a transfer case to turn the drive back identified as $1,375 for the transmis- positive results and, finally, the deci- to the new front axle, much like sion and $675 for the final drive). sion to terminate production ended all Revcon actually did in subsequent When the inventory got down to 500 further development efforts. years. On the inside, the front steps to units, the sale price was reduced to GM announced additional details the driving compartment had to be $475. In 1983 the price was reduced over the next few weeks. The GMC modified to allow additional room for again to $295, at which time the Motorhome Club, supported by GM, the transfer case. This was as far as it remaining inventory was sold. GMC was discontinued, and in its place a new went for AM General. After some test- Motorhome and Transmode production organization, GMC Motorhome Owners ing, company officials decided not to ended in July 1978. Association (GMC MOA) was formed. pursue the purchase of the GMC That being said, the rest of the GM noted that it was independent and Motorhome. story is as follows. An important con- separate from GMC Truck & Coach. Eventually Donald Wheat pur- sideration should be that Alex Mair, a chased the motorhome manufacturing very strong advocate for the GMC continued Motorhome, had gone to the Pontiac Division, and there was no one will- ing to fight for the program. There were, of course, other serious and obvious concerns with the program that needed to be resolved. The Oldsmobile engine and drivetrain would soon be gone from the Oldsmobile lineup due to GM’s down- sizing efforts. GMC would either have to build this unit on its own or design a new one involving new tooling and development expenses. Sketches of a rear engine/rear drive and front engine/front-wheel drive (using a transfer case) exist. A front suspen- sion using a solid front axle and sin- gle leaf springs with an air spring at

At right, the cover of a 1978 GMC Motorhome sales brochure. The Royale and Birchaven were Transmode models upfitted by Coachmen Industries (Jimmy Motors). Above, a typical interior from the second series of GMC Motorhomes, produced from 1975 to 1978.

FMC • APRIL 2004 79 Literature from a 1974 press release package showed cutaway views of the GMC Motorhome and highlighted noteworthy features.

rights and tooling. Mr. Wheat orga- model and retail for about $60,000. assume that the GMC Motorhome nized the Wheat Motor Company The difficult and expensive redesign of would have faded away by now, not (WMC) and several ex-GM officials a new engine and drivetrain by a com- to be heard from again. That is served as corporate officers. The com- pany with fewer resources than GM not the case; allow me to give a pany was to be based in Rancho doomed the effort, and no actual pro- few examples. Cucamonga, California. It was reported duction took place. • There are currently 22 FMCA initially that the use of a GM 454-cid The end? More than 25 years chapters devoted to GMC Motorhomes. engine was planned; that later have elapsed since GMC announced • Parts are readily available, both changed to a Ford 460-cid engine. The the phaseout of motorhome produc- OEM and aftermarket. A large variety WMC Motorhome was to be a 1986 tion. It would seem reasonable to of new, improved, never-before-offered parts and tools are available as well. A few examples: fuel injection, rear disc brakes, carbon metallic pads/shoes, alloy wheels, many new suspension upgrades, new fiberglass body parts, new dash panels, new final drive ratios, better shock absorbers, special tools, etc. • The Internet is abuzz with vast amounts of technical information, helpful assists, “how to” tips, sources for parts and service, and more. • Current owners have restored, modified (built slideouts, driver doors, converted to diesel), stretched (typical- ly 2 to 5 feet), or just maintained and enjoyed their coaches. • Mattel has been making its HotWheels die-cast GMC Motorhome since 1977, in about 50 different ver- sions to date. What is most interesting is that over the past couple of years, 10 new GMC Motorhome models have been issued. Twenty-five years ago, it is unlikely that any of us would have conceived that any of the above would likely hap- pen. I believe this is a strong indicator of the interest and longevity of this classic motorhome. Long live the GMC Motorhome!

80 APRIL 2004 • FMC