Classic Lines

Volume XXXVI February 2012

A PUBLICATION OF THE CLASSIC CAR CLUB OF AMERICA® SOUTHERN FLORIDA REGION DIRECTOR’S MESSAGE

Somewhere in our home there is a giant globe of the world. I haven’t taken a real hard look at it in years. When the Classic Car Club of America® announced that its 2012 national annual meeting would be held at Grapevine, Texas, Southern Florida Region I searched high and low for the old orb. Debbie found it in a Classic Car Club of America® closet behind my golf clubs, a box of tools and old copies of

Officers and Managers National Geographic. I pulled the bulbous sphere out and dusted it off. Soon I located Texas. That was easy. But find- Director...... Dan Hanlon ing Grapevine was hard. 330-802-0201 Located in Assistant Director...... Mike Dodge the metropolitan 239-783-1864 area of Dallas- Secretary...... Ed Miller Fort Worth, it is 239-597-8965 called home by Treasurer...... Bob Rohrer over 45,000 resi- 239-774-1250 dents. The town is Committees n a m e d a f t e r Activities...... Art Polacheck grapes that grow Membership/Directory...... Lee Smallridge wild throughout Head Judge...... Dick Roach the area. After our Web Master...... Mike Dodge hosting of the last Projects...... Phil Rector national annual meeting, I assumed the worst. What could Historian/Archivist...... Dave Salzman Grapevine, Texas offer that would be comparable to Palm Sunshine...... Caroline Haire Beach at the Breakers? The answer quickly became appar- Nominations...... Ed Miller ent. For a week, people who have an unusually heightened Regional Awards...... Denise Hatton appreciation for Full Classic® motor cars congregated in this CLASSIC LINES-Editor….Ed Miller land of grapes just as they did the year before in Palm Beach Editing Proofreader...... Joe Malaney and had a great time. Photographers...... Lou Albenga, During our week long dose of Classic cars, Debbie Denny and Lee Smallridge and I were joined by Southern Florida Region members Jim Car Show………………....Dan Hanlon and Gail Cowin, Dick and Ellen Roach, Ray and Barbara Managers Giudice, John and Dianne Kernan, Joe Malaney, Gene Nau, Corrine Brandt, Mike Dodge, Ray Giudice, Dave Johnson, Jay Quail and I can’t remember who else. Dan Hanlon, Bob Hetzel, Paul Loree, Ed Mil- We toured car collections, a mansion, attended meetings and ler, Art Polacheck, Dick Roach, Phil Rector, banquets. However, no matter where we went we traveled Bob Rohrer and Lee Smallridge with friends of the old car hobby.

More information at: If you missed this year’s national annual meeting, www.southernfloridaccca.com don’t despair, there is always next year. However, there is Continued on page 10

C 2 Director’s Message Front Cover: That’s right 90 MPH in a 1931 3 Everglades Nash and your editor is still here to write O 4 Feature Classic Car about it. Turn to page 4 for the ride of a life N 10 When They Were Almost New time. T 11 Tech Tip Back Cover: Frederic Stanley was born in E 12 Spotlight Vermont. He served in the armed force during N 13 Celebration Tour the Great War. His artist talents were natural. T 14 Editor’s Notes He had no formal training. Obviously he had a 14 Activities Calendar successful commercial art career. S 15 Advertisements

Everglades, a Flawed Experience Photography by Mike Dodge

Unfortunately, not all Southern Florida Region tours are perfect. For example, sometime around 1982, it is reported that a trace of rain fell for almost three minutes during a club tour soiling the beautifully waxed finishes on our motor cars.There also is the tale that a member’s ran out of gas almost 30 feet from a gas station during a 1999 regional tour. The unfortunate member had to coast into the station to top up his empty gas tank. Imagine the indignity of his situation. These were low points in our club’s stellar record of al- most flawless touring experiences. Last January 14, will be inscribed in our region’s archives as another tour that was blemished by mishap. To begin the litany of disappointments, the weather did- n’t cooperate. It was chilly. Rather than short sleeve shirts and shorts, jackets and sweaters were the order of the day. Why tour coordinator Mike Dodge couldn’t pro- vide us with better weather is unknown. The next scan- dal occurred in the last hundred feet before reaching the one hundred year old Smallwood Trading Post on Chokoloskee Island. Rather Above: Car of the Day Award went to John and Dianne than a perfectly Kernan’s 1936 Coupe . The smooth and Packard is new to the region, as are John and Dianne. They black topped have just moved into their new home on Marco Island. road, our band Attendees included: Bob Brown, Diane Brown, guest Jerry of old car fa- Gentner, guest Jean Gentner, guest Joe Platten, guest John Marceu, Ed Chesney, Mike Dodge, guest Roxane Menna, natics encoun- Jack Dunning, Nancy Dunning, Erich Haller, Pauline Hal- tered a hard ler, Dan Hanlon, Debbie Hanlon, Tom Kaiser, Jackie Kai- packed dirt ser, John Kernan, Dianne Kernan, Ray Kyle, Ed Miller, Kim road. To add Miller, Gene Nau, Ann Nau, Larry Norton, Phil Rector, Car- insult to injury olyn Rector, Bob Rorher, Marilyn Rorher, Ed Schoenthaler, Judy Schoenthaler, Tom Sutphen, Tamea Sutphen, Gene the Rod and Tareshawty, Ron Wertz, Don Wingard, Diana Wingard, Ned Gun Club din- Wright and Margie Wright ing room was Right: There were two other attendees whose names are a unheated. mystery as is the name of Tom and Tamea Sutphen’s curly N o n e - haired fierce attack doggie. theless our group of thirty-eight hardy Full Classic® motor car enthusiasts perse- vered. We found no fault with the local museum or ice cream parlor next door. For newcomers to our hobby and Region, it is the compa- Continued on page 10

Feature Classic Car: 1931 Nash Ambassador 897 Club

Good gravy, ninety miles per hour and still accelerating! Some owners are proud of their Full Classic® motor cars, and then there is Dale Adams. He takes pride to another level. On the front cover, it’s Dale’s hand on the steering wheel as he deftly accelerates past 90 MPH on an Interstate highway somewhere in Ohio. As he accelerates, other more mundane vehicles pull out of the fast lane to give him room and Dale calmly ex- plains how his Classic was “Lesterized”. More on “Lesterization” later in the article. This was a very memora- ble ride in a Feature Classic car whose owner bursts with pride for his motor car. He unabashedly exudes the joy of ownership and self satisfaction for his craftsmanship during our little sedate tour along the Interstate. So let’s begin the tale of a 1931 Nash Ambassador 897 Club Sedan. The day began innocently enough, the sun was shining and it was pleasantly warm at Dale Adam’s work shop in Kent, Ohio. Dale has a well earned reputation as a machinist, fabricator and restorer. His shop is more akin to a small au- tomotive factory than a typical restoration shop. If any shop can merit the title of being complete, it is this shop. Here is everything required for a 100 point restoration and then some.

Granted it’s not the prettiest engine but it certainly packs a potent punch. In 1930, only a handful of cars were rated in excess of the Nash 890’s 115 HP.

The black cover on top of the engine is the valve cover. OHV engines require a valve cover or oil would be sprayed throughout the engine compartment.

But his shop is not what we came to see. Rather, it is his 1931 Nash Ambassador 897 Club Sedan. Therefore, roll up your sleeves and lift the hood. Nash engines came in four sizes. The top of the line 890 series offered the prospective pur- chaser the largest and most expensive engine Charles W. Nash offered. It is an overhead valve (OHV) eight cylinder engine with a bore and 1 stroke of 3 /4" X 4½" which add up to a displace- ment of 298.65 cubic inches. In North America, only Buick, , Franklin, Marmon and Nash were offering OHV engines. Buick was the only American automobile manufacturer offering OHVs exclusively and had always offered OHVs to its cus- tomers. Prior to Charlie Nash founding , he was President of until he resignation in 1916. Prior to that, he was head of Buick. Hence, there is no mystery why Nash offered OHVs.

The go pedal is still kissing the floor as we hit 90 MPH. Your smile is gone, your face is flushed red and you’re sweating. The big question is: will we survive this road test?

Nash used Nelson Bohnalite aluminum pistons. Developed by Adolph Lincoln Nelson and licensed to Bohn Aluminum, they offered an aluminum piston with a steel strut. These popular pistons provided the light weight of aluminum and the strength of steel. Included in the piston design is an Invar strut which obviates concerns regarding expansion and contraction at extreme temperatures. Each piston weighs 17½ ounces and every engine has a 5.25 to 1 compression ratio. Each 32½ ounce connecting rod is of aluminum composition. The con rod bearings are of babbitt ma- terial. Holding the crankshaft together are nine main bearings. A vibration dampener located at the front end of the crankshaft plus four counterweights help maintain a smooth and quiet engine. A non-adjustable Diamond Chain and Manufacturing Company timing chain connects the crankshaft to the cam- shaft which actuates pushrods which in turn drive rocker arms that operate the valves. The intake valves are made of chrome nick- el and the exhaust valves of silchrome. All the valves are of martensitic steel, which is very hard and wear resistant. However, it requires the addition of chrome to withstand the higher temperatures in which exhaust valves must operate. Silchrome provides that needed chrome. A geared oil pump provides a fully

An overhead valve engine is also known as a pushrod engine or I-engine. The camshaft is located in the cylinder block. Pushrods actuate rocker arms above the cylinder head that, in turn, actuate the valves. Lifter or tappets are located between the camshaft and the pushrods.

The Nash comes with all the typical gauges, knob, levers and mystery buttons. There should be three levers sur- rounding the horn button. Recently Dale’s enthusiasm got the best of him and one broke off in his hand. Undaunted, Dale will soon reproduce another to take its place. pressurized oiling system. The sump plus an AC oil filter holds 10 quarts of oil. An oil pressure of 35 P.S.I. @ 35 MPH is optimum. Don’t expect a higher gauge reading, as the pressure relief valve opens at 36 P.S.I. The fuel system has a 20 gallon gasoline tank. Incidentally, for 1931, the 14HP American

Austin(nc) boasted the smallest gas tank. It held just 5 gallons. On the other extreme was the Mar- mon Sixteen which toured majestically with the capability of a 29 gallon capacity gasoline tank. 1 A mechanical AC fuel pump is driven off the camshaft and delivers gasoline to a 1 /4" dual updraft Stromberg carburetor. The air is filtered through an AC air cleaner. To ignite the mixture, Twin-Ignition is used. It is comprised of one distributor, two coils, two sets of wires, dual points, two condensers, double rotors and two plugs per cylinder. Nash claimed Twin-Ignition im- proved combustion resulting in greater horsepower and fuel economy. The Nash is equipped with a six volt electrical system. The sum of these parts equal 115 HP @ 3,600 RPM. A Borg and Beck eleven inch, single driven dry plate clutch is connected to a non-synchronized three speed . The rearend ratio is a typical 4.5 to 1. Nineteen inch Motor Wheel Corporation artillery type wood spoke wheels are shod with 6.50X19 four ply tires. 9 The front suspension uses nine semi-elliptic 39 /16" alloy steel leaves made by Harvey Spring and Forging Company. At the rear are a pair of eight of Harvey’s finest semi-elliptic alloy steel leaves stretching 3 56 /4". All of Harvey’s springs are covered by Anderson sheathing. Lovejoy-Delco Remy Corporation provides dual acting hydraulic shock absorbers to limit spring bounce. The shocks are mechanically adjustable by rods from the driver’s seat. A Gemmer worm and roller steering box permits 3½ turns lock to lock. U-turns require 48 feet of road. Incidentally, Erasmus Darwin, father of Charles Darwin was the first to articulate how to steer to the left or right without the wheels scrubbing due to the outside wheels traveling further than the inside wheels. In 1758, Eras- mus found that pointing the wheels in slightly different directions solved the problem. This is called the Acker- man Angle after Rudolph Ackerman who had more busi- ness acumen than Erasmus. Erasmus never patented his discovery; in 1817, Rudy did. Bendix Brake Company provided four wheel me- chanically operated brakes. Fifteen inch internal expand- ing brakes are used by this Kenosha, Wisconsin motor car manufacturer to afford stopping power. Total brake area is 245 square inches providing a ratio of vehicular

There is room for three in the rear compartment. At the far end is a smoking set and a hand pull. If you’re wondering why the door pocket is sagging, it’s probably full of jelly beans or it possibly needs a little tender care.

weight to one square inch of brake area of 16.53 to 1. A comparable top of the line bodied Buick offered 189 square inches of brake area for a ratio of 22.51 to 1. Lincoln boasted of having good brakes, yet a 19.47 to 1 ratio can’t touch the po- tential found in the Nash brakes. It’s time for a little spin in the Nash. No, you don’t get to drive. The owner, Dale Adams will remain behind the wheel. Dale recently returned home from a 2,400 mile Trans-Continental Tour with his Nash. He knows his car and has it set up for his own unique requirements. The steering box is adjusted as tight as the skin on a bass drum as are the clutch and accelerator pedals. If nothing else, the pedals and steering wheel keep Dale Here’s Dale in one of his more contemplative moods, i.e. he isn’t speeding healthy and well muscled. So take a seat down the highway at 90+ MPH. in the front and let’s go. Ingress and egress is quite good for 1931. The cloth seat is comfortable, affording sufficient headroom even if you were six and a half feet tall. At 44 inches, the front seat is quite wide. In comparison, a typical 1931 Packard is all of one-quarter inch wider. The driver doesn’t find the steering wheel in his lap nor brush- ing against his chest. The foot pedals are spaced adequately apart but with no more than sufficient stretching room for the driver’s legs. The Club Sedan is tied at 13 inches with numerous other makes and models for depth of upholstery. In sum, whether your seated up front or relegated to the rear, the Nash Ambassador is a comfortable fit. Turning the key completes the ignition electrical circuit. Pull the dash mounted Delco-Remy Corpora- tion starter button to engage the Auto-Lite Company starter via a Packard Electric Company cable. Apparently, the only thing that differentiates an assembled car from a car produced solely by the manufacturer is if the en- gine is manufactured by the automaker. The Nash 890 Series is positively grounded as is the 880 series but not the 860 or 870 Series. As your grandson would say, “go figure.” The engine immediately comes to life. The sounds are typical of a 1931 upper end motor car. Over the next several years the sound of a car engine would become more muted and smoother. The Nash is quite good for its year of manufacture. Down goes the clutch pedal as the eleven inch clutch is disen- gaged. Dale pauses, finds low gear and re- leases the clutch pedal as he presses gently down on the accelerator pedal. The Nash begins its journey down a four lane road. At about 12 MPH, Dale double clutches as he adroitly shifts the non- synchronized transmission into second gear. He does so without a clash, grind or groan. Turning onto another road, he accelerates to 30 MPH and repeats the process of silent shifting. Dale knows his Nash well. As we approach the entrance ramp to the Interstate Highway, Dale smiles and states, “let me show you what this Nash will

Nash used snap rings to keep their tires in place. Soon drop center wheels would displace snap rings as the most common wheel.

If you desire to own a Full Classic 1931 Nash you may be frustrated in your search. There are only four listed in the CCCA Roster. If you do find one for sale, inspect it carefully. Restoration is prob- lematic as there are virtually no reproduction parts available. do.” And so he does...in spades! Onto the ramp he accelerates, 40 MPH, 50 MPH and we’re on the highway in the slow lane. Dale keeps accelerating. 60 MPH, very nice, the Nash handles the speed as if it were made to go fast. Now we’re ready for him to let up on the throttle as this is an eighty year old automobile and 60 MPH is fast enough. Nothing doing, Dale keeps his foot to the floor. Soon the speedo needle touches 70 MPH. He notic- es the smile on your face is beginning to disappear as his smile broadens. It doesn’t take too long for the Nash to reach a breathtaking 80 MPH as Dale moves the old lady of a car first to the center lane and then to the fast lane. Ohioans must be familiar with Dale’s driving. The modern cars actually pull out from in front of the Club Sedan making room for the ancient car to show these young upstarts a thing or two. The go pedal is still kissing the floor as we hit 90 MPH. Your smile is gone, your face is flushed red and you’re sweating. The big question is: will we survive this road test? Other cars are passed as if standing still. The Nash isn’t really made for this kind of speed. It feels as if the wheels are skittering along the pave- ment with little contact. The slightest input to the steering wheel sends us to one side of the fast lane and then to the other side. It feels as if we have exceeded 100 MPH! Finally Dale eases up on the gas pedal as the water temperature gauge looks as if its ready to burst. He steers the Nash to an exit about two miles further down the road at a mere 70 MPH. Off we go into the heartland somewhere in Ohio. Dale turns to you and explains. Before he acquired this Nash 897 it was owned by past and long time member of the Southern Florida Region, Tom Lester. Tom liked to tweak his Classic cars. He became so good at it, people in the hobby called a car that Tom tweaked “Lesterized.” Dale added his own little touch to further enhance the car capabilities. The Nash now sports a 8.5 to 1 compression ratio, up more than slightly from its original 5.25 to 1 ratio. The Nash has been given longer legs. The rearend ratio has been changed from 4.5 to 1 to approximately 3.5 to 1. The OHV camshaft has been altered increasing the duration the valves remain open for better breathing. And of course the engine has been balanced and blue- printed. Dale refers to her as his “little sleeper”. She woke us up! As we rolled down a country road the Nash doesn’t miss a beat. It’s as if it hadn’t been driven much over 35 MPH. Dale continues to display his shift- ing ability both up shifting and the much more difficult down shifting without any protest from the box of gears located between the driver and front passenger. You may be adept at up shifting a non- synchronized box, but few can downshift without grinding gears. The proper procedure is as fol- lows. Disengage the clutch (that means push the clutch pedal to the floor), close the throttle (that

This 1931 Nash(nc) probably is not an 890. But it is the closest period photograph around. The Feature Nash has three long horizontal chrome strips along the splash apron. They are absent on this lesser Nash. means take your big foot off the gas pedal), now move the gear shifter from high to neutral. While still in neu- tral re-engage the clutch (take your size fourteen left foot off the clutch pedal) and accelerate the engine until the correct speed is attained which will come with experience (push down on the gas pedal). Close the throttle (take your foot off the gas pedal), disengage the clutch (push the clutch pedal to the floor), push the gear lever into intermediate, re-engage the clutch (take your foot off the clutch pedal) and accelerate (push down on the gas pedal). Practice makes perfect. If not, you will be looking for another gear box as this one will be de- stroyed. What would a typical Nash Ambassador Club Sedan do? At 4,050 pounds, the weight to power ratio is a sparkling 35.22 to 1. This is comparable to a like bodied 1931 Cadillac V-16. With the normal old car nut behind the wheel, expect 0 to 60 MPH in 21 seconds. The top speed should fall somewhere between a low to mid-80 MPH. On the way back to Dale’s shop, the Nash doesn’t exceed 45 MPH. It feels as if the car is barely mov- ing. This has been a unique experience. The speedometer hasn’t been calibrated for the taller rearend ratio. What speed we actually attained can only be guessed. It couldn’t be less than 90 MPH and possibly as fast as 100 MPH. Whatever it was, it was an experience probably never to occur again in 1931 Nash Ambassador 897 Club Sedan unless Dale Adams is behind the wheel.

Specifications: Engine Straight eight 1 Bore and Stroke 3 /4" X 4½" Displacement 298.65 cubic inches Compression Ratio 5.25 to 1 then, 8.5 to 1 now Horsepower 115 HP @ 3,600 RPM Valve configuration L head, OHV Main bearings 9 1 Carburetor 1 /4" dual updraft stromberg Fuel system AC mechanical pump Ignition system 6 volt, twin tgnition Clutch Mechanical 11" single plate dry clutch Transmission 3 speed, non-synchro Ratios High 1.00 Second 1.71 Low 3.22 Reverse 4.30 Rearend Ratio 4.5:1 then; circa 3.5 now Steering Gemmer worm and roller Lock to Lock 3½ turns Brakes 4 wheel mechanical internal expanding Drum size 15 inches Braking area 245 square inches Springs Semi-elliptic leaf springs front & rear No. Of Leaves Nine front & eight rear 9 3 Length 39 /16" front & 56 /4" rear Shock absorber Dual acting hydraulic lovejoy with ride control 133 inches Weight 4,050 pounds Fuel Capacity 20 gallons

Bibliography: Antique and Classic Car, Their Maintenance and Operation, by Richard C. Wheatley and Brian Morgan Encyclopedia of American Cars From 1930, Editors of Consumer Guide and Lester-Steele Handbook, Automobile Specifications 1915-1942, by Tom Lester and Irv Steele

When they were Almost New…

This is somewhere in downtown Miami, Florida in 1940. It would be just a handful of months until the Japanese attacked at Pearl Har- bor and other American possessions in the Pacif- ic Ocean which would precipitate our entry into World War II. By the time this snap shot was tak- en, the depression was but a nasty memory. Busi- ness appears to be brisk and the pedestrians well dressed. There seems to be one Full Classic® mo- tor car being driven one car behind the electrified trolley car. It’s exclusivity is quite appropriate. It is a 1937 Packard Sedan. It is passing Baker’s Shoes. On the second floor, you will find the Opalescent Beauty Shop and E.G. Sewell, Co. Real Estate. Mister Sewell happens to own the building and offers FHA loans. Notice there are no lines on the street to keep traffic in orderly lanes. By the way, what was the last time you took your Classic for a ride in downtown Miami? Also, can anyone identify where in Miami this photograph was taken?

Director’s Message continued from page 2 no reason to wait that long. Join us on the Mount Dora Tour in March or the Celebration Tour in April. The season is fast coming to an end. But your enjoyment of our mutual hobby will continue to give you pleasure and the company of some very good friends. Old cars and fellowship are the essence of the Classic Car Club of America®, particularly the Southern Florida Region. Dan Hanlon

Everglades continued from page 3 ny of persons from all corners of our country and beyond who bring different life experiences yet have the commonality of a shared love of old cars, or at least a love of a spouse who has a love of old cars. It is this mutual interest that binds us as a group. An example is Mike Dodge and his guest who were probably the youngest two on tour. They dined with Tom and Tamea Sutphen, ages undisclosed. An animated conversation ensued not only regarding Mike’s 1928 Pierce-Arrow and Tom’s many Classics, but their shared loved of fire trucks and equipment. Yes, it was a flawed tour. Yet it was a suc- cess as members and guests shared stories, com- The tour cars included, left to right: Ed and Donna Chesney’s 1947 plained about the weather and carefully inspected Lincoln Continental Cabriolet, Bob and Marilyn Rohrer’s 1941 each other’s Classic cars. Let’s hope that the re- Packard One-Sixty Sedan, Dan and Debbie Hanlon’s 1940 Packard maining tours of the season have perfect weather, One-Sixty Victoria by Darrin Mike Dodge’s 1928 Pierce -Arrow, Series 81, 5-passenger Sedan, John and Dianne Kernan’s and a warm eatery. If it isn’t, well, we will still 1936 Packard Super Eight Coupe Roadster, Ed and Kim Miller’s have a great experience, good companionship and 1934 Packard Super Eight Convertible Sedan and, not pictured, enjoyable tours. Gene and Ann Nau’s 1932 Lincoln KB Coupe, body by Judkins.

Tech Tip: Servicing Cables By Steve Cooley

A lot of different systems are found under the hood our Full Classic® motor cars are turned on and off or opened and closed by cables. However, these cables are rarely serviced until there is a problem. Most im- portant is the throttle cable. If it doesn’t function properly, the throttle may stick in an open position. This can lead to over revving the engine and its concomitant self destruc- tion if you don’t turn the ignition off in time. Here is what happens. Cables are usually made from spring steel. Over the years the grease applied during initial assem- bly has disappeared or congealed into a solid mass. Engine heat, road debris and dust com- bine to accelerate the deterioration of the lubricant. Throttle and choke cables loose their lubricant quickly as they are invariably located close to the exhaust manifold on their way to the carburetor. This creates a very hot and dry environment which pro- motes rust and loss of lubricant. As the cable moves back and forth in its housing (sheath) with little or no grease, rust and grime build New Southern Florida Region member, Mark Hyman has this 1929 up and create more and more friction as time Model J for sale. It has plenty of cables to periodically lubri- goes on. Eventually the cable will seize or at cate. If you enjoy tinkering, maybe it’s the Full Classic® for you. least be very difficult to work. This creates a dangerous problem as to your throttle cable. The cure is quite simple. Preferably remove the cable and its outer casing from the car. Clean the cable housing as best you can. Then apply a blow gun to the sheath and blow any remaining grit and grime from within. Remove the inner cable. It must be straight at the end, without any kinks, before the inner cable is pulled out or it will jam up inside even if perfectly cleaned and lubricated. Often a kinked cable can be straightened to an acceptable degree with a pair of duck billed pliers. You are working with spring steel which has a memory. The cable will tend to return to its bent position. Therefore, a little judicious bending in the oth- er direction will induce partial cable amnesia. Once the cable is straight, remove it from the housing. Apply brake cleaner and blow through the hous- ing until it is clean. Repeat this process with the inner cable. Once again, inspect the cable. If it needs a little more tender loving care, lay the cable of a flat steel table. Gently apply the head of a small flat hammer to the cable by tapping the cable as you simultaneously roll this tube of spring steel across the table. Rolling helps you locate the high spots. Tapping the high spots will eventually create a straight and flat cable. Take your time and do a thorough job. Patience will pay large dividends of satisfaction. Examine the housing for bends or kinks. These hollow sheaths of spring metal are usually flexible and frequently can be bent back into shape simply by using your hands. If your hands aren’t enough, return to the metal table and tap it straight with your small flat hammer. Once both the inner and outer cables are straight, apply axle grease to the inner cable. Preferably a high temperature anti- or never-seize type grease should be applied to both the choke and throttle cable because they operate in high temperature areas. Coat the cable liberally. Slide the lubed cable into the outer cable. Re- move the inner cable and repeat the process until lubricant is coming out the other end of the housing. Finally, reinstall the cable and wash your hands. Some cables may not want to be removed from their housing. Apply a blow gun where possible. Or Continued to page 13

Dale Adams and Josie Adams

For most of us, we don’t have the opportunity to do what we love until retirement. Naturally that means play, tinker and drive Full Classic® motor cars. A select few have been able to turn the hobby into a vocation. The usual forty plus hour work week of drudgery is turned on its head. Not only do those handful of old car lovers earn a living but love their work. One of those fortunate few is Dale Adams. Dale began his automotive studies as an apprentice to the renown Glenn Pray. In short order Dale ma- jored in automotive mechanics and bodywork and minored as a machinist. Today he is known throughout the hobby as one of the finest in his craft. Mister Adams created his restoration business at the young age of 24 years in 1976 and hasn’t looked back since. Today Dale Adams Enterprises, Inc., located in Ohio is equipped for just about any type of restoration work imaginable and possibly some jobs that are unimaginable. Josie met Dale during their stint in the seventh grade. She has been an Orthodontist’s Assistant and homemaker, but is better known as the Company’s bookkeeper and Dale’s business confidant. The couple enjoy bringing Classics spectacularly back to life. Both are fond of driving their 1931 Nash Ambassador 897 Club Sedan and 1934 Town Car, body by LeBaron. Mister and Missus Ad- ams, welcome to the Southern Florida Region of the Classic Car Club of America®. We look forward to join- ing you on tour, but please keep it under 90 MPH so the rest of us can keep up with you.

Dale R. Adams and Josie Adams, 6521 Hammontree Drive, Hudson, OH 44236, Res.: 330-342-9217, Bus.: 330-677-4030. email [email protected]

Erik and Linda Dalemans

Located in the north-east corner of Belgium is the town of Houthalen. This small Belgian community has given us two new members, Erik and Linda Dalemans. Everyone dreams of winning the lottery. Erik lived the dream. He won the U.S. Green Card Lottery which gave him his entrée to residency in America. In 1996, the couple permanently moved to Florida and settled in the Clearwater area. Chris currently works at ® Lincoln Land restoring Lincoln Continentals(nc) and when possible, Full Classic motor cars. Erik has found himself to be fascinated by the innovative engineering that is the hallmark of Classic cars. Linda was also born and raised in Houthalen. She has studied pedagogy and taught six to twelve year old children reading, righting and rithmatic. But she has retired from teaching and currently performs bookkeeper duties for Lincoln Land. There is a third member of the family that some of us met on the recent Tampa Bay Tour. Megan is their precocious nine year old daughter who appears to be as enthralled with old cars as her father. Mister and Missus Dalemans, we greet your entry into the Southern Florida Region of the Classic Car Club of America®. Don’t forget to bring Megan on the next tour, she’ll have a wonderful experience.

Erik and Linda Dalemans, 1661 Harvard Street, Clearwater, FL 33755, Home: 727-447-6790.

Celebration Tour - A Mystery in the Making

Each year, our able Activities Chairman, Art Po- lacheck has presented us with a tour in celebration of a year of incomparable activities by your Southern Florida Region. Art revels in the suspense that a mystery pro- vides. This year he has added to the drama. He isn’t even letting us know when the tour will be or where it will start. Like you, the staff of Classic Lines magazine is waiting in anticipation to learn the tour’s agenda. Will it take us to the peak of some distant snow covered moun- tain overlooking southern Florida? Will we tour the col- lection of a recluse that includes hundreds of Full Clas- sic® motor cars that have languished since before our entry into the Second World War in an hermetically Above: Donald Trump takes great pride in the Mar-a-Lago sealed underground storage facility the size of several Club in Palm Beach. Several Classic Lines’ staffers believe football fields? Or will we dine in opulence under gently that Art will have us sitting cheek to jowl with the movers and shakers of the world in this very dining room at Mar-a-Lago. swaying palm trees elbow to elbow with the rich and Below: One staffer is convinced that we will motor on one of famous? No one but Art Polacheck knows and he isn’t the most dangerous roadways in southern Florida. We will telling even your staff at Classic Lines magazine.. first encounter on our way up the mountain Swamp Cabbage When you receive the Celebration Tour registra- Pass. Then risk our lives as we traverse Dead Gater’s Curve tion flyer don’t be bewildered or disappointed if it re- and finally reach the summit of the tallest mountain in this part of the world. Here you can see both the Gulf of quires you to appear at a starting point on a specific date and the Atlantic Ocean. It is a thrilling site to behold. Wher- and time with no further directions other than to wear ever Art takes us it will be a trip that you will remember for- formal dining clothes or maybe a heavy fur coat, insulat- ever. ed pants and snow shoes coupled with a stern admoni- tion to bring a bottle filled with oxygen suitable for high altitudes. No matter what Art has up his sleeve, you are assured it will be a fascinating tour, possibly the tour of a lifetime or even two lifetimes. If you don’t believe it, consider the other tours your Southern Florida Region has offered you in the last few years. None have been disappointing and many have been quite memorable. Art intends this to be the one that when you tell your grandchildren they will dutifully write down every de- tail in their diary to pass the tale on to their grandchil- dren after we are long gone. See you there, and please, don’t forget the bottled oxygen.

Tech Tip continued from page 11 apply a wire brush and clean the assembly as best you can. Take an old towel and lay it below the cable. Spray penetrating oil till the cable and housing are soaked with oil. If possible pull the actuating handle for the cable in and out as you spray. Continue this process until the cable works smoothly. Use a rag to wipe away excess oil. Incidentally, whatever you do, never buff the cable with an electric wire wheel. The wheel will grab the wire and beat you to death before you can shut it off. Finally, after servicing your cables you will have grease all over you. For the sake of domestic harmony, don’t merely wash your hands, take a bath.

Editor’s Notes... March 24, 2012 is important to me for two reasons. The first reason, it is the day my “little” sister turns sixty years old. I still think of her as the little skinny kid with a security blanket and doll that followed me eve- rywhere. She was such a nuisance. Here I was a big six year old boy followed by little two year old sister. Nei- ther of us are children any longer. My sister Robin grew up, put away the security blanket and doll, married and has a life filled with wonder and of course disappointments. I will call her this coming March 24 and remi- nisce. We will both smile and laugh and take a short journey down our own private memory lane. There is another reason March 24, 2012 is important to all of us. That day, Paul and Sally Loree will orchestrate the annual John Knox Village Car Show in Pompano Beach, Florida. They don’t do it for the mon- ey or the glory. Rather, they do it for the people of the village. Paul and wife Sally are probably the youngest couple in the community. However, they have been in the old car hobby for longer than they will admit. The Lorees will provide their neighbors with a trip down memory lane. Each member of the community will take their own unique journey into the past as they view both vintage and Full Classic® motor cars. Paul and Sally have graciously invited us to attend, preferably with our Classic or vintage automobiles. Cars will be parked between 9:15 and 9:45 A.M. The show begins at 10:00 A.M. Lunch will be served in the Lakeside Dining Room. A parade around the John Knox Campus will start at 1:30 P.M. Departure will be at 2:00 P.M. There will be an award presentation, chairs and refreshments. This is your opportunity to assist in recapturing faded memories of the residents. Not only will it put a smile on their faces, but your face also. For further information, please contact Paul and Sally Loree today at their email address: [email protected]

Activities Calendar 2012 Subject to change ~ see latest publication or visit www.southernfloridaccca.com Southern Florida Region Activities are in bold and color

March 18 John Prince Park Annual Picnic - May 13-20 Williamsburg CARavan - Colonial Art Polacheck Region

March 24 John Knox Village Car Show - Paul June 2 National Grand Classic - Hickory Cor Loree ners, Michigan

Mar 29- Apr 1 Mount Dora Tour - Coordinator - July 14 Grand Classics - Erich and Pauline Haller New England and Michigan Regions

April Celebration Tour - Art Polacheck July 19-26 Nordik Trek II CARavan - Upper Midwest Region April 21 Grand Classic® San Diego/Palm Springs Region

Classic Lines magazine is a publication of the Classic Car Club of America® Southern Florida Region, Inc. $35/year contiguous US, $40 non-contiguous US and Canada/Mexico, $75 elsewhere. Membership dues includes subscription. Subscription is available only with membership. Membership in CCCA is prerequisite for membership in Southern Florida Region. Membership information and address changes: Lee Smallridge, 3693 Valley Park Way, Lake Worth, FL 33467, E-mail: [email protected] Back Copies, if available, $5 each plus $3 handling and shipping. Commercial advertising Annual Rates: full page $1,500, half page $800, quarter page $500, eighth page $300, subject to change without notice. Classified ads: eighth page free to members, photos $10. Three months maximum run. Submit Contributions to editor. Deadline is the 1st of every month. Opinions expressed by con- tributors are their own and are not necessarily those of the editor, officers, director, managers or members of the CCCA.

FOR SALE 1931 Cadillac V-8 Dual Cowl Sport Phaeton The magnificent show winning car is a high quality strong driver that went through a major restoration in 2008-2009. This rare car was one of 10,717 produced for that pro- duction year. However, it is one of only a hundred or so converti- ble phaetons. This V-8 355-A Series has a 353 cubic inch engine, 134" wheelbase, 203" overall length and weighs 4,500 pounds. T h i s Full Classic® motor car features synchro-mesh transmission. The two tone color combination is a stunning burgundy and light grey with a burgundy interior and black convertible top. The car drives as well as it looks. It has ap- peared at the 2010 Amelia Island Concours and won Best of Class at the 2010 Naples-Marco An- tique Car Show. Located in Naples, the asking price is $200,000. Call Carl Manofsky at 312-953-4405. More photos available upon request.

Steve Cooley Motor, Inc.

Specializing in an- tique and classic car restoration, mainte- nance and service since 1973. Also sales of 1941 to 1947 Cadillac parts.

8710 West Tradeways Court Homosassa, FL 34448 Call 352-382-2271