Classic Lines

Volume XXXVI January 2012

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

If you don’t already know, you belong to one of the most active regions of the Club of America®. Last month we had a little picnic at our Naples home. Fifty- three members and guests with eleven Full Classic® motor Southern Florida Region ate, traded old car stories and examined each other’s Classic Car Club of America® Classics. The next Saturday, an unknown number estimated

Officers and Directors at over one hundred attended the final and exclusive view- ing of the Millhous Collection in Boca Raton. The follow- Director...... Dan Hanlon ing day, Nancy 330-802-0201 and Corrine Assistant Director...... Mike Dodge B r a n d t c o - 239-783-1864 coordinated the Secretary...... Ed Miller much herald annu- 239-597-8965 al Christmas Gala Treasurer...... Ray Kyle Brunch. By the 330-360-1955 time you receive Committees this issue of Clas- Activities...... Art Polacheck sic Lines maga- Membership/Directory...... Lee Smallridge zine, the Ever- Head Judge...... Dick Roach glades Tour Web Master...... Mike Dodge be history and you are probably packing your bags for the Projects...... Phil Rector four day “LOL” Lake Okeechobee Loop Tour co- Historian/Archivist...... Dave Salzman coordinated by Roger and Denise Hatton. Sunshine...... Caroline Haire It’s only twelve months since our region sponsored a Nominations...... Ed Miller National CCCA Annual Meeting. We have been requested Regional Awards...... Denise Hatton to sponsor another, again under the leadership of Ray Giu- CLASSIC LINES-Editor….Ed Miller dice. Your Board of Managers has yet to officially commit Editing Proofreader...... Joe Malaney to this undertaking. Please direct your opinion regarding Photographers...... Lou Albenga, another National Annual Meeting to your Managers. Your Denny and Lee Smallridge thoughts are valued as this is a significant commitment for Car Show………………....Dan Hanlon our region. Managers Another little undertaking still in the planning stage Corrine Brandt, Gordon Cramer, Mike Dodge, is a car show possibly starting next year. This season isn’t Ray Giudice, Dan Hanlon, Bob Hetzel, Ray over, there will be two more tours and a picnic. Yes, the Kyle, Paul Loree, Ed Miller, Art Polacheck, Southern Florida Region is extremely active, innovative and Dick Roach, Phil Rector, Lee Smallridge just plain fun to be a part of. But I guess you already knew

More information at: that. www.southernfloridaccca.com Dan Hanlon

Front Cover: Don’t try to take the top down C 2 Director’s Message on this Marmon Sixteen Phaeton as it is a fixed 3 Port Royal Report top. This Marmon has led a pampered exist- O 4 Road Test ence and has traveled only 45,000 miles. If you N 10 Christmas Brunch are ready to go for a ride, turn to page 4. T 11 Millhous Collection Back Cover: There are approximately 372 E 12 Spotlight Full Classic® cars to be found in the garages of N 13 Tech Tip Southern Florida Region members, but not a T 13 Late Breaking News single Hispano-Suiza. This is a French adver- 14 Activities Calendar tisement for the Spanish-Swiss hybrid. S 15 Advertisements

Port Royal Report Photography by Mike Dodge and Denny Smallridge

Fifty-three Southern Florida Re- gion Members and guests gorged them- selves on food and feasted their eyes on eleven Full Classic® motor cars during the Port Royal Picnic co-hosted by Dan and Debbie Hanlon last December 3. The food was catered, the wait staff exempla- ry and the food worthy of an epicure’s seal of approval. The Classics filled the field. There were almost enough for a Grand Classic®. Say hello to some of the fifty-three members and guests who brought their There were several awards be- Classic motor cars and their appetities to the Port Royal Picnic. Attendees stowed upon our fellow members. Late in were, in alphabetical order: Linda Albenga, Lou Albenga, Fred Allen, Jeanie the morning, Dean Edmonds came rum- Allen, Bev Brandt, Peter Brandt, Robert Briglia, Bob Brown, Diane Brown, bling onto the field with his 1928 Bentley Donna Chesney, Ed Chesney, Frank Childs, Mert Crea, Nick Crea, Mike Blower. He didn’t come far. Dean lives in Dodge, Jack Dunning, Nancy Dunning, Dean Edmonds, Jean Gentner, Jerry Gentner, Barbara Giudice, Ray Giudice, Dan Hanlon, Debbie Hanlon, Denise the Port Royal section of Naples. None- Hatton, Roger Hatton, Chip Edwards, Mary Edwards, Bob Hetzel, Marilyn theless, the committee unanimously se- Hetzel, Diane Kyle, Ray Kyle, Carole Leher, Robert Leher, Ed Miller, Kim lected his British Racing Green monster Miller, Chuck Morgan, Roxanna Morgan, Ann Nau, Gene Nau, Charlie as Car of the Day. Pingree, Dick Roddie, Marilyn Roddie, Denny Smallridge, Lee Smallridge, Participation Award Medallions Bob Steiert, Jan Steiert, Alberta Trebone, Marty Trebone, Alice Wertz, Ron Wertz, Diana Wingard and Don Wingard. were presented to Fred Allen, Jeannie Al- len, Denny Smallridge, Ray Kyle, Alice Wertz, Ray Giudice, Lee Smallridge, Debbie Hanlon, Dan Hanlon, Kim Mil- ler, Ed Miller and Ron Wertz. All were repeat winners. A plaque upon which to affix the medallions are presented to first time winners. The Medallions recognize those members who earned at least 100 points during a twelve month period. Points are awarded based upon your club participation. Ron Wertz accumulated the highest number of points for the year. Ron also received the revolving Morano Glass Trophy in recognition of his hyperactive participation. There are other winners who will receive their me- dallions and plaques during the coming There were both too many people and too many Classic cars to fit in one or two months. pictures. The roll call of Classics left to right starting at the rear: Ed and Kim Several new members made their Miller’s 1933 Packard Twelve , Ed and Donna Chesney’s first appearance at a regional function. 1947 Lincoln Continental Cabriolet, Robert and Carole Leher’s 1948 Chrysler They were made to feel as if they had just Town & Country Convertible, Mike Dodge’s 1928 Pierce-Arrow Model 81, 5- passenger Sedan, Dean and Wendy Edmond’s 1928 Bentley Blower, and the returned home to a loving family of old right fender of Dan and Debbie Hanlon’s 1940 Packard One Sixty Convertible car enthusiasts. There are times when you by Darrin. Front row: Gene and Ann Nau’s 1932 Lincoln Coupe, by don’t want a memorable time to end. Judkins, Charles Pingree’s 1941 Packard One Sixty 5-passenger Sedan, Pete This was one of those times. Maybe that and Bev Brandt’s 1948 Town & Country Convertible and Bob and Diane Brown’s 1941 Lincoln Continental Coupe. Continued on page 15

Road Test #32 1932 Marmon Sixteen Phaeton, body by Waterhouse

Unfortunately not every Full Classic® motor car is pleasant to drive. Some of the most beautiful Clas- sics fall into this category. One that doesn’t is the Marmon Sixteen. Skeptical? Here are the keys, let’s go for a ride in a very special Marmon Sixteen Phaeton, body by Waterhouse. Before you peel out leaving black rubber scars on the road behind you. Consider the body, it’s not your everyday 145 inch wheelbase Marmon Sixteen. Our Road Test Classic is a one-off Phaeton with a unique non- removable top. Created by Waterhouse, the body straddles a huge 154 inch wheelbase which is nine inches longer than the typical Marmon Sixteen wheelbase. If it wasn’t for oil and law, this particular Marmon would never have seen the light of day. Our tale be- gins on July 8, 1839, with the birth of little Johnny. The infant would grow and prosper. At the age of twenty- four, Johnny would build his first oil refinery. Whale oil was the best lighting fuel available but the oil was be- coming too expensive for the average family. A new source of fuel was needed; young Johnny was about to satisfy that demand. Within five years young Master John was the largest oil refiner in the world. In 1870, Mister John D. Rockefeller formerly known as little Johnny, created Standard Oil of Ohio. Soon Standard

At the bottom right of the is a Delco Remy 6-volt generator. It is chain driven under an aluminum cover plate. This dynamo can produce a not very dynamic 20 amperes per hour which was about par for the course in 1932.

No other 1932 American made automobile maintained higher oil pressure than the Marmon Sixteen, viz.: 50 pounds per square inch at 50 MPH. Oil, through sharp practices, monopolization and some very good business practices elevated Rockefeller to be- come the world’s wealthiest individual. Every successful businessman needs a capable attorney to handle his legal headaches. Mister Rockefel- ler was no exception. He hired the best, shrewdest, wili- est attorney in the city, Ezra Parmalee Prentice. Ezra would eventually cement his relationship with Rockefeller by marrying his daughter Alta. Apparently it was not just a marriage of convenience. After thirty-two years of marriage, Ezra bought a pair of Marmon Six- teen motor cars. Both were bodied by Waterhouse on extended 154 inch chassis. His was a seven-passenger Phaeton. Hers was our Road Test Marmon. The proportions of the extended wheelbase do not adversely effect the Marmon’s appearance. Howev- er, the purpose of the fixed top is puzzling. You could have the same effect with a top that could be lowered, just never take it down. Except for the fixed top Alta’s Marmon is a true Phaeton in that it has no windows. In their stead are marginally effective side curtains. However, Missus Prentice’s Marmon would probably be bet-

1 Each...piston weighs either 11 /4 or 12 ounces. Unfortunately there wasn’t enough time during the road test to tear down the engine and weigh the pistons to determine which weight is correct. ter described as a 7-passenger Touring. A Phaeton is usually close coupled. This means the rearend of the ve- hicle is brought forward, the roof line is lowered and the width decreased; not so our Road Test Classic. But this is quibbling over what is a proper name to describe a body style. The Marmon is handsome, enough said. Pull down on the door handle and scramble in. It’s an easy car to enter. The steering wheel leaves am- ple room for your belly. The pedals are easy to locate and the seat is quite comfortable. However, the front seating appears to be intended for a chauffeur. Therefore the seat is almost bolt up right and a little cramped. It is not unpleasant but a little more angle in the seat and positioned two inches further aft would bring the com- fort quotient up a notch or two. The instrument panel is symmetrically laid out in the center of the dashboard. However, the speedometer is angled downward making it difficult to read. The engine has already been warmed up and is idling, waiting just for you. Although the Sixteen doesn’t have hydraulic valve silencers like its rival Cadillac V-16, it starts quietly enough particularly for a vehicle with an all aluminum engine which is generally noisier than cast iron. The advantage of aluminum is its light weight not noise abatement. A curious note is a fairly high number of decibels emitted from the carbure- tor which is fitted with a AC air filter/silencer/fire arrest- er. The noise soon abates once we are off on our little road test. No you are not going to rev her up, drop the clutch and leave rubber. With the greatest of care the clutch is fully depressed. Pause, find low gear and with a little pressure applied to the accelerator pedal, we’re off. First gear is supposedly short as it is limited to a maxi- mum of 36 MPH. Yet it doesn’t seem short at all, rather quite adequate. Soon you shift into second or intermedi- Left to right: The “blade connecting rod. The “fork” con rod. Fi- nally, the fork and blade together.

Don’t you wish your restored luggage looked as good as this origi- nal luggage that’s been laying in the trunk of Alta’s car for the past 80 years? ate gear. This is reputedly a silent gear and it lives up to its reputation. It is also a tall gear; good for 70 MPH. No, you’re not going to attempt to find out if the Marmon will 70 MPH in intermediate gear. Finally, a shift into high gear is accomplished. This is one Full Classic that can actually attain 100 MPH. The rearend ratio is a very tall 3.69 to 1. In comparison a Packard Twelve optional high speed rear end offered a ratio of 4.06 to 1. A Cadil- lac V-16's tallest rear-end ratio was 4.31 to 1. Among luxury cars of the time, only the Model J offered a higher speed rearend. As we travel around an industrial park outside the city of Cleveland in stop and go traffic it soon be- comes apparent that the clutch action is quite smooth and relatively light. Marmon took particular care to offer 3 a clutch easy on the left leg muscles. A Russell “Tower” 9 /4 inch multi-plate clutch manufactured by Spicer Manufacturing, except for the driven plate assembly, added a few unusual features. In an effort to reduce grab- bing or premature clutch engagement, a variable ratio lever system was utilized. The clutch also compensated for wear by a self-lubricating material called “Sabeco”. Incidentally, today the name Sabeco usually refers to a Spanish chain of grocery stores or a Vietnamese beer. Just what was Sabeco in 1932 is unknown. To induce low pedal pressure, the driven disc incorporated steel spokes molded into the rivetless facing. The Marmon Sixteen clutch is as good as it gets. Soon we come to an intersection. Press down on the brake pedal and the Marmon comes to a stop. Look both ways, the path is clear as you press down on the go pedal. The huge Marmon shoots forward. Shift- ing into second gear, depress the gas pedal and before you know it we’re cruising at 40 MPH. This baby can accelerate. But that was expected as it does have 16 cylinders displacing 490.8 cubic inches which add up to 200 HP @ 3,400 RPM. Only the exceeds this horsepower figure but it is significantly heavier than the Marmon. Pulling off the road, we enter a vacant grassy lot. Opening one side of the hood reveals the engine. The first thing that catches the eye are the shiny polished aluminum head covers. The Marmon Sixteen is a hand- some engine. Not equal to the beauty of a Cadillac V-16, but handsome nonetheless. It doesn’t have the over- powering enormity of the Duesenberg Model J, yet is larger in displacement. The Marmon Sixteen forte is in its internals. It is a mechanical marvel. Let’s delve a little deeper. Each block holds eight wet steel cylinder liners also known as sleeves. Each cylinder liner is composed of case hardened and ground Shelby brand SAE 4615 steel tubing. The tubing is of nickel molybdenum steel. Number 4615 represents a specific percentage of various alloys which provide different characteristics that the engineer could choose from for a particular application. At the top, a flange holds each cylinder sleeve in place. Two rubber rings, recessed in grooves, are located at the bottom of each liner. When assembled they are compressed. Under the initial factory engine run-in, compression plus engine heat effectively vulcanizes the rubber rings causing a permanent seal. Other than the rubber seal at the bottom and the flange at the top, the cylinder liners are completely immersed in coolant. From this immersion, the name “wet liner” was coined. Located between the vulcanized rubber rings is a small relief hole. If oil leaks upward or coolant downward, it would pass through the hole thereby minimizing any damage either liquid would otherwise cause. Well the car belonged to Alta, but the luggage belong to her hus- band Ezra Parmalee Prentice.

Marmon boasted in writing that each Marmon Sixteen was tested on the Indianapo- lis Speedway in excess of 105 MPH. Even if true, the cars were tested with a test body, such as an egg crate for a seat rather than a production body. This reduced the weight of each vehicle by at least 1,000 pounds and more likely 1,500 pounds. The true top speed is more likely around 100 MPH.

Each Ray Day manufactured aluminum 1 piston weighs either 11 /4 or 12 ounces, depending on the source material relied upon. Unfortunately there wasn’t enough time during the road test to tear down the engine and weigh the pistons to determine which weight is correct. Whichever is the correct weight, the pistons are lightweight. Two compression rings and one oil ring maintain engine compres- sion and lubrication. The block was cast from an alloy of aluminum called “Lynite” which incorporated copper, iron and silicon. This form of aluminum was heat treated. The cylinder heads were comprised of the same material ex- cept it contained an additional minute amount of copper and magnesium. Yet, both block and heads have iden- tical coefficients of expansion. The is 6.00 to 1. The compression ratio is the ratio between the volume of the cylinder at the bottom of its and the volume at the top of its stroke. The higher the ra- tio the more mechanical energy can be extracted from a given volume of fuel. Marmon’s compression ratio was among the higher ratios of the day. The engine was mounted at its four corners in rubber. Eight inch steel connecting rods with bronze backed babbitt bearings are in a fork and blade configura- tion. The connecting rods are made in pairs. The lower or big end of one con rod is split in two creating a fork with two tines. Both tines of the fork share one wide bearing. The other rod, a/k/a the blade, has its big end rid- ing between the tines of the forked connecting rod. Complicated it is, nonetheless, fork and blade construction provides more bearing space than a set up of rods located one after the other and it allows for a more compact block. Further, it doesn’t require an off setting of one block of cylinders in relation to the other block. The valve train consists of one intake and one exhaust valve for each cylinder. Intake and exhaust valves overlap each other by 12". They were comprised of silchrome which is roughly 89% iron, 10% chrome plus a number of other trace metals. Valve seats were pressed inserts of aluminum and bronze. The crankshaft is held in place by five bronze backed babbitt main bearings. No crank counterweights were used to minimize vibration. However, a rubber bushed vibration dampener is affixed to the front of the 1 shaft. A 3 /8" X 4" and stroke add up to create this 490.8 cubic inch masterpiece. This is the largest automo- tive production engine manufactured during the classic era. To feed the voracious appetite of the sixteen cyl- inder engine, Marmon installed a 29 gallon capacity gas- oline tank. An AC mechanical fuel pump driven off the camshaft delivers gas through an AC filter to a 1 downdraft carburetor. It is a 1 /2" Stromberg DDR dual downdraft carb. Marmon was one of the first manufac- turers to move from updraft to downdraft carburetion. It takes a lot of room to accommodate two extra jump seats facing forward. This 154 inch wheelbase Marmon peovides more than enough room.

As is typical of Phaetons, the interior is quite stark. Yet the leather covered door pockets are two of the largest known to man. Also the rear doors have been stretched for easier ingress and egress.

There wasn’t a scale available to weigh the Wa- terhouse Marmon. Obviously it would weigh more than a Marmon employing the standard 145 inch wheelbase but not by much. The added nine inches of frame and all aluminum body probably would amount to no more than 250 pounds. Therefore, it is estimated that Alta’s Mar- mon weighs approximately 5,350 pounds. Divide the weight by number of horses pulling her around Cleve- land gives us a weight to power ratio of 26.75 to 1. Here are comparisons with its contemporaries:

1932 Packard Twelve 7-passenger Touring 33.22 to 1 1932 Cadillac V-16 Special Phaeton 33.03 to 1 1932 Marmon Sixteen Phaeton 26.75 to 1 1932 Duesenberg Model J Sport Phaeton 21.89 to 1 or 24.17 to 1

From this comparison it is obvious that there was only one competitor in the luxury class of motor ve- hicles as to performance. Notice that the Duesenberg has two ratios. The numerically lower ratio is for the true believers: those that believe the Duesenberg actually possessed 265 HP. The higher ratio will appeal to heretics who believe that a more accurate assessment of this magnificent engine is an output of 240 HP. Whichever sect you belong to, it obviously remains the most potent engine of the period. The thirty-six Supercharged Model J are not included as being too limited in number to consider them production models. To further confuse the reader, the Duesenberg is a 1929 motor car that did not materially change with the times. By 1932, other than the econo-cars offered by Austin and , it was the only motor car in Amer- ica which still offered a box of unsynchronized gears. In the hands of a skilled driver, the Duesenberg could be shifted as fast as other vehicles with synchromesh. Today, how many of us can jump into a vehicle without synchromesh and shift swiftly? You know the answer, particularly when it comes to downshifting. What can a Marmon Sixteen do? From a standing start to a mile a minute, 15 seconds will elapse. Its 200 HP coupled with its light weight and tall rearend make for a true top speed of about 100 MPH. The Duesenberg will surpass both figures but not by much. It can zip from 0 to 60 MPH in 12 to 14 seconds and find its terminal speed at around 110 MPH. Either vehicle in 1932 was far beyond the performance of any oth- er motor car. Stop day dreaming, the Road Test isn’t over. Climb back aboard. Start the engine and row through the gears of the three speed transmission. Muncie Gear Division of General Motors supplied the three speed syn- chronized transmission. Marmon was one of the few au- to manufacturers to use the G.M. patented synchromesh system prior to 1932. The streets in this part of Ohio are in good repair. No potholes to test the suspension which is comprised of silico-manganese semi-elliptic springs attached to the frame by shackles that combine rubber insulators with ball bearings. Watson rotary double acting shock absorb- ers were fitted to limit bounce. The suspension system apparently works as the ride is about as good as can be expected. Upon turning corners, no slop became evident in Even our Regional Director, Dan Hanlon fits, albeit snugly, in the jump seat.

Owner, Bruce Williams has been sitting in the driver’s seat of the 7-passenger Marmon Sixteen for the last 26 years. He looks quite content and comfortable. Only 390 Marmon Sixteens were manufac- tured. During early May, 1933, a creditor filed a petition seeking the Court declare Marmon Motor Car Co. a bankrupt. The Judge agreed, a receiver was appointed, ef- fectively ending the Marmon Sixteen tale. the steering mechanism. Also there was no shimmy. A Ross Gear and Lever Co. cam and lever gear box permits no slop. An hydraulic stabi- lizer or shock absorber is located be- tween the tie rod and axle beam which should eliminate shimmy. Why other manufacturers didn’t use this idea is unknown. Is that a little old lady walking in the middle of the street and only one hundred feet in front of this huge moving juggernaught? Affirmative! Pressing hard on the brake pedal the Marmon comes to a straight and short stop immediately in front of the female octogenarian plus a few years who wiggles her index finger in indignation in our direction as a sign of admonishment to drive more carefully. The Phaeton’s sixteen inch drums contain internal expanding four wheel mechanical self energizing brakes assisted by a Bendix vacuum booster. This reduces the amount of pedal pressure required to rein in this very large motor car. Its stopping ability is impressive as it should be. Unlike some others, Howard Carpenter Marmon believed that a motor ve- hicle should be as capable at stopping as it should be capable of moving. Each Sixteen cylinder Phaeton was shod with 353.8 square inches of brake lining for a ratio of 15.12 to 1 pounds per square inch a brake lining. Here are some comparisons:

1932 Marmon Sixteen Phaeton 15.12 to 1 1932 Lincoln Twelve Touring 16.71 to 1 1932 Packard 7-passenger Touring 18.74 to 1 1932 Cadillac V-16 Special Phaeton 19.15 to 1 1932 Duesenberg Model J Sport Phaeton 22.38 to 1

In an emergency situation it’s best to be in a Marmon Sixteen. As we head back toward the garage, it is hard to imagine that a Full Classic motor car could drive any better than this. A significant part of the answer lies in the fact that this is an original car. Today, there seems to be more original old cars than ever before. However, what passes for original is usually a car restored during the 1950s and to a quality that would be un- acceptable today. The Waterhouse Marmon was acquired by its current owner in 1986. At the time the Phaeton had traveled at total of 18,000 documented miles. The paint and even the pristine luggage is original. The en- gine however, has been rebuilt. Today the Marmon Sixteen Phaeton has clocked a total of 45,000 miles, sever- al of which you drove albeit, vicariously. Now that you are head over heels over the prospect of owning a custom Marmon Sixteen, good luck in your quest. An estimated three were built. Bruce Williams has owned this Waterhouse example for almost 26 years and has no intention off letting it go...not even for a Duesenberg Model J. See you down the road.

Specifications: Engine V 16 1 Bore and stroke 3 /8" X 4" Displacement 490.8 cubic inches

Brake HP 200 @ 3,400 RPM Torque estimated 390 lbs./ft. @ 1,800 RPM Compression ratio 6.0:1 Main bearings 5 1 Induction system 1 /2" Stromberg DDR dual downdraft, mechanical fuel pump Electrical system 6 volt 3 Clutch Russell “Tower” 9 /4", multi disc Transmission 3 speed, synchro 2nd & 3rd Differential Hypoid, 3.69:1 Steering Ross cam and lever 3 Lock to lock 3 /4 turns Brakes 4 wheel mechanical internal expanding, vacuum assisted Suspension Semi-elliptic springs, double acting hy- draulic shocks Tires 7:00X18 Wheelbase 154 inches Estimated weight 5,350 pounds Gas tank capacity 29 gallons

Bibliography: The Marmon Heritage, by George Philip Hanley and Stacey Pankiw Hanley, Marmon, A Quest for Perfection, by Maurice D. Hendry, Automobile Quarterly, Volume 7, Number 2, Lester-Steele Handbook, Automobile Specifications 1915-1942, by Tom Lester and Irv Steele, 80 Years of Cadillac La Salle, by Walter M.P. McCall, Auburn Duesenberg, by Don Butler and The Cars of Lincoln , George H. Dam- mann and James K. Wagner.

A Christmas Brunch Gala By Lee Smallridge Photography by Denny Smallridge

Since time immemorial, Corrine and Nancy Brandt have co-coordinated our Christmas Brunch Gala at the Lighthouse Point Yacht Club. Rather than sit us at dif- ferent tables, twenty-nine Southern Florida Region members and guests sat a one long table last December 11, which made for a more intimate gathering. The fame of the Brandt’s Gala has spread far and wide. Member Jim Cowin journeyed from Ohio just to attend the Gala after a day at the final viewing of the Milhous collection. Jim has gotten into the spirit, not only of the holiday but of the Southern Florida Region. Jim is assisting our Projects Committee. He has procured our Participation Award plaques and medallions without any fanfare. Our ex- If there’s a party, you can count on exulted leader, Paul Loree, was awarded his Above: The looong table. Below: Say these two being there: Toni and Past Director’s pin. Not every regional di- hello to our newest associate mem- Chad Coleman. ber, Peggy Lacy and long time mem- rector receives this recognition. There are ber, Aneice Lassiter. eight requirements that Paul had to meet and meet them he did. Some of our members lead quiet yet busy lives. Immediately following the Gala, Al and Caroline Haire scurried home to put the finishing touches on their boat party held later the same evening. From Lake Placid came Phil and Carolyn Rector. They spent the evening at their local timeshare

after attending the Millhous There wasn’t time for a rehersal. This is the play as presentation. seen by those in attendance. Don’t they look profes- sional? The highlight of the Others in attendance but were camera shy: Phil and brunch was a play entitled Carolyn Rector, Al and Caroline Haire, Lee and The Godfather’s Deuzzy and Denny Smallridge, Paul and Sally Loree, Dick and it was a Duesey. Paul Loree Ellen Roach, Fred and Jeannie Allen, Jim and Arlene studied his part carefully and Adams, Nancy and Corrine Brandt, Ray and Diane would have run away with Kyle, Manny and Lucy Souza, Jim Quinlan and guest. Jim Cowin brought his son, Bryon this year’s Oscar, if he hadn’t already with him from chilly Ohio to view the Milhous Collection and to the received his Past Director’s Pin. One ac- Brunch. colade a day is enough. The previous week our region met in Naples for a pic- nic. The following week we spent Saturday at the Milhous Collection and Sunday at the annual Gala Christmas Brunch. Let’s catch our breath, the new year has only just begun!

Millhous Collection Parting is such sweet sorrow...not this time Photography by Denny Smallridge, Lou Albenga and Mike Dodge

The Montagues and Capulets were two families at odds with each other. However, their teenage children, one a Monta- gue and the other a Capulet were head over heels in love with each other. At the end of a clandestine tryst, the two young lov- ers separated saying “...parting is such sweet sorrow.” The meaning of this contradictory statement is that there is sadness in their parting yet there is sweetness in knowing that they will soon meet again. So they thought. You know how the tale of Romeo and Juliet ends. Soon, so will the Milhous collection end. In less than three months the collection will most likely be parceled off at auction to new owners located throughout the world. Soon the building, which is a museum dedicated to auto- motive art, auto- Imagine walking down a city street and above you Carolyn Rector and Lee Smallridge know how to mobilia, petroli- are neon signs proclaiming multiple dealers auto- motive wares. have a good time. When was the last time you rode ana, music, on a carousel? Turn the corner and take a ride on a carousel. yachts, clocks, aircraft, ad infini- tum will be no more than a hol- low shell, albeit a marvelously wood paneled and marble shell. Last De- cember 9, our Southern Region members and guests attended

the collection’s funeral in anticipation of its de- mise. But this was more akin to an Irish Wake. On that particular day, rather than mourn the soon departed we cele- brated the stewardship of this spectacular collec- tion by Robert and Paul Above: What’s hanging from your garage Milhous. Our co-hosts ceiling? provided food and drink, In front of the Cadillac-Packard dealership win- Below: If you enter the dealership, behind a guided tour and their the Cadillac that doesn’t exist is 1932 dow is parked your 1932 Stutz DV-32 Convertible Victoria by Rollston. Peer through the dealership Duesen Model J Convertible Sedan by personal touch from shak- window and gaze upon a 1935 Cadillac V-16 Sport Murphy. ing hands with each and every attendee to answer- Phaeton by Fleetwood. Although offered, no one ever put down their hard earned depression dol- ing unceasing questions. lars. Ergo, none were ever produced. The Milhous The tale of Romeo and brothers created that which never existed. Juliet endears itself through the ages. It’s doubtful the Milhous collection will be remembered as long. But what is certain, it has left a lasting impression in the minds and memories of those lucky few who have walked through the rooms and hallways of one of the best displayed and inviting automotive collections to ever have been assem- bled. We will miss the Milhous collection.

Tom Small and Sandy Tripp

As every member of the region knows, the Roman ruler Tiberius loved cucumbers. In order to satisfy his predilection for this fruit, the first greenhouse was invented to provide a year round supply of this green cylindrical edible. The first modern greenhouse was developed in Italy to protect and nurture exotic plants brought back to the city states from tropical climes. For those few readers of Classic Lines magazine who are ignorant of greenhouse lore, talk to new member Tom Small. Tom was born in Melbourne, Florida. He spent his formative working years under the tutelage of his father in the wholesale greenhouse business. After forty years of applying his green thumb indoors, Tom sold his 700,000 square feet of covered ornamental flowers and bid adieu to his one hundred employees. Today, Tom’s green thumb is slightly oil stained as he cares for his collection of thirty antique automobiles including a 1924 . Wherever Tom goes, so goes Sandy. Born in McAllen, Texas which is located in the Rio Grande Val- ley, five miles from the U.S.-Mexican border, Sandy moved permanently to the Sunshine State in 1986. Tom and Sandy met eleven years ago and have been inseparable ever since. Tom enjoys restoring and working on

his old cars while Sandy is expert in detailing. They both revel in touring with like minded people, just like you. Tom and Sandy, we welcome you into the Southern Florida Region of the Classic Car Club of Ameri- ca®. Incidentally did you grow cucumbers for any of our Presidents?

Tom Small and Sandy Tripp, 17305 Parrish Grove Road, Dade City, FL 33523, Tom’s Cell: 727-518-4700, Sandy’s Cell: 727-418-3047.

Tech Tip: Keep your hub caps on Imagine the ignominy of driving your recently restored Packard onto the field at Pebble Beach or your local High School old car, and motor cycle extravaganza. As you proudly turn the corner to park your prized possession, you hear the tinkle of a hub cap as it hits the ground after unceremoniously falling off the wheel. To make matters worse, before the Packard is brought to a halt the rear wheel runs over the ex-pristine hub cap which is now no more than scrap metal. Not only can this happen, eventually it will. From 1932 through 1936, most Full Classic® Packard hub caps used three metal retaining clips to hold the hub cap in place. Periodically (every five years or every time you change tires is periodically), remove the hub caps by inserting a piece of thin plastic behind a screwdriver and between the wheel and the hub cap. Locate the thin plastic between the screwdriver and the wheel to minimize damage. Gently tap the screwdriver until it rests against the in- side portion of the cap. Next, twist the screwdriver until the hub cap falls into your lap. A hub cap contains three retaining clips with two tines It may be hard to see, but there are three retaining each. If part or all of a clip is gone, either go to your nearest clips held in place at the center with a rivet. Each clip has two tines, one at each end. Packard dealer for more or email [email protected] to correspond with Replica Manufacturing 2003 Limited of New Zealand which manufactures the correct clip. They are inexpensive and require a rivet to install. The next time you are at a car show with your Packard Twelve tucked neatly between a 1985 Harley Davidson Chopper and a turquoise 1983 Buick Regal low rider you will once again hold your head high with pride as your hub caps are securely in place.

Late Breaking News...A Picnic and Mount Dora In this edition of Classic Lines magazine you will find regis- tration flyers for our annual John Prince Park Picnic scheduled for March 18, 2012. As always, coordinator Art Polacheck will be flip- ping the burgers and warming the red hots just the way you like them. Also in this edition is a surprise tour. come join your Have you ever noticed how good hot fellow Southern Florida mem- dogs taste while at the local baseball park? It’s the same at the Southern bers on a Mount Dora Tour Florida Region’s annual John Prince Thursday, March 29 through Park Picnic. In addition to your old Sunday, April 1, 2012. This car, bring an appetite

will be an unstructured tour along little Experience Mount Dora, a town traveled country roads, up hills and down tucked into the northeast corner of Lake County. Discover why so into valleys along the banks of numerous many old car enthusiasts find this lakes and under trees dripping Spanish area so appealing. moss. Both events offer the unique camaraderie that only can be found in the Southern Florida Region of the Classic Car Club of America®. Five tours, two picnics, the Millhous collection, the annual meetin and the Gala Christmas brunch all in a seven month season and it isn’t over yet.

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 Cadillacs 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. This 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 appeared at the 2010 Amelia Island Concours and won Best of Class at the 2010 Naples-Marco Show. Located in Naples, the asking price is $200,000. Call Carl Manofsky at 312-953-4405. More photos available upon request.

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

Mar 29- Apr 1 Mount Dora Tour - Coordinator - Feb. 16-19 “LOL” Lake Okeechobee Loop Erich and Pauline Haller Tour - Roger and Denise Hatton April Celebration Tour - Art Polacheck March 18 John Prince Park Annual Picnic - Art Polacheck April 21 Grand Classic® San Diego/Palm Springs Region March 24 John Knox Village Car Show - Paul Loree May 13-20 Williamsburg CARavan - Colonial Region

Classic Lines magazine is a publication of the Classic Car Club of America® Southern Florida Region, Inc. $35/year contiguous US, $36 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.

Continued from page 3 is why the last of the merrymakers didn’t leave until the shadows grew long and colors became brilliant as will hap- pen at the end of a beautiful day and just before the sun sinks below the horizon. Fifty-three friends had a memorable and rewarding experience which happens to be the essence of our Southern Florida Region.

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