For 1936, Pierce-Arrow introduced their last new design
effort. These models included a new boxed frame reinforced with an X-member,
newly styled sheet metal, longer leaf springs and restyled dash among the 35
improvements mentioned in the sales literature. Both the eight and twelve
cylinder engines were continued with improvements such as aluminum cylinder
heads. The horsepower was increased to 150hp for the 8 cylinder engine and
185hp for the 12 cylinder engine. Perhaps the most significant mechanical improvement
was the addition of overdrive as standard equipment, making these models great
long distance drivers.
The 1936 Pierce-Arrows had grown some in size and were
mounted on wheelbases of 139 inches, 144 inches and 147 inches. Prices ranged
from $3900 for the base four-door sedan to $7800 for the Pierce-Arrow bodied
Town Car. The cars were still being coachbuilt with a sheet metal skin applied
to an ash structure which added considerable labor and build time. The cars
weighed in between 4500 and 6000 pounds and would continue in production for 2
more model years with minor improvements. With total production at 800 units
for 1936 and mounting losses, there were insufficient resources to add
independent front suspension, all steel construction and turret tops that the
competition offered.
Our feature car is a 1936 Pierce-Arrow Model 1601, chassis
no. 2600076, with a custom Metropolitan Town Brougham body by Brunn.
Brunn & Co. was located in Buffalo, NY and built custom
automobile bodies from 1908 to 1941. The Metropolitan Town Brougham was
constructed of sheet aluminum over an ash structure. According to designer
Herman Brunn, ten of these bodies were built from 1934 through 1938. More
information about these unusual cars was published in the Pierce-Arrow Society
publication Arrow 96-2.
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Before Restoration
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Our story begins on August 29, 1935, when the Pierce-Arrow
Sales Agency in Boston placed an order with Brunn for 4 Metropolitan Town
Broughams. The notation "New York Show" appears above the entry in
the Brunn order book indicating at least one of these cars would be used for
promotional purposes, perhaps to encourage the sale of the 4 cars. Our feature
car received body no. 4 and was shipped on January 28, 1936 to the nearby
Pierce-Arrow factory for installation on chassis number 2600076. Upon receipt,
the Boston Sales Co. is believed to have sold the car in New York City where
its ownership history until 1947 remains unknown.
This car surfaced in Sam Adelman's salvage yard just outside
New York City and was purchased by collector Barney Pollard in 1947. At this
point the engine was blown and partially stripped. The Pierce-Arrow was
transported to Detroit and placed into dead storage along with 600 other
antique cars until 1976.
After Barney's passing the Pierce-Arrow was inherited by Jim
Dillon, who kept the car outdoors under a tarp until 1995, when it was acquired
by Bob Sands. By 1995, the Pierce had deteriorated badly with water damage to
the interior requiring 90% wood replacement. Additionally, there was damage to
the rear body due to being stored vertically on end. Field varmints had taken
up residence and three pest control bombs were required to clear out the pests.
Bob then shoveled out the mess and the fun began.
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Restoration Begins
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Bob began by replacing approximately 10% of the wood
himself. The car was then sent to a restoration shop where an additional 40% of
the body structural wood was replaced. The work required was beyond the
capability of the shop and would have to be done over as the aluminum panels no
longer fit the structure.
Similarly, the engine was rebuilt and shipped to Bob for
temporary storage. A friend of Bob's phoned and warned him not to attempt to
start the engine. The friend had had an engine rebuilt by the same person and
it ran terrible. Upon disassembly, the Pierce-Arrow's engine was inspected and
would not have lasted 150 miles. The engine was then sent to John Cislak and
rebuilt a second time. The engine now purrs and is silent.
The chassis was sent to Ontario, Canada and completely
stripped and refinished. The frame was sent to Fawcett Motor Carriage Co. in
Whitby, Ontario where the most skill-intensive portion of the restoration took
place. The Fawcetts were able to remanufacture and replace the wooden structure
using the original patterns, correcting the errors of the prior restoration
shop. The Fawcetts then remanufactured the entire floor front to rear including
steel panels. The doors could then be fitted to the body and placed on the
frame and primed. The finish paint was then applied. The rolling chassis with
body was then transported to Bob's house for engine installation. This was when
Bob discovered that the cowl was lower than a production model. When originally
built, the engine was installed prior to the body. Installing the engine after
body installation proved most difficult, requiring 3 people and 6.5 hours.
Next, the drive train, radiator and engine accessories were installed. The
engine was "run-in" and the wiring harness was installed and the
interior wired. The car was returned to Fawcett Motor Carriage Co. to rework
and fit the front fenders and hood. Meanwhile, items such as the wheels and
running boards were restored by Bob. The trim parts were sent to United Electroplating
in Toronto for chroming. Pin striping duplicating the original scheme was
applies and tires were installed on the painted wheels. The seat springs were
completely rusted away and had to be remanufactured. Upholstery was selected to
match the original.
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The car could then be sent to Golden Cross Enterprises in
Waterdown, Ontario, where the interior was completed, duplicating the original
look. The completed car was returned to Bob's house for detailing and
finalization.
This restoration took eight years and consumed thousands of
hours. The original color was dark blue. It that took five trips to Whitby,
Ontario before final approval could be made on the formula. The color is such a
deep shade of Blue that some would say that it is Black.
by Paul Jacobs & Bob Sands
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