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.