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1954 Chevrolet Bel Aire 4 Door Sedan

SPECIFICATIONS

ENGINE:

Cylinders:                                     6 Cylinders overhead valve

Bore/Stroke:                                                  3 9/16 X 3 15/16

Displacement:                            235 Cubic Inches (3.8 Liter)

Compression Ratio:                                                           7.5:1

Horsepower:                                                 115 @ 3700 RPM

DRIVE LINE:

Transmission:                                    Automatic Power Glide

Rear end gear ratio:                                                       3.54:  1

Tire size:                                                                       6.70 x 15

BRAKES

4-wheel Bendix Hydraulic

GASOLINE TANK CAPACITY

14 Gallons

PRODUCTION:

            Total Chevrolets Produced 1954:                                           1,138,921

            Total 1954 Chevrolet Bel Aire 4 Door Production:                  248,750

PRICE:

            Cost of 1954 Chevrolet Bel Air in 1954 Dollars:                       $  2,154

            Cost of 1954 Chevrolet Bel Air in 2022 Dollars:                       $23,715

A FEW 1954 EVENTS

Dwight D. Eisenhower is President of The United States, 1953 to 1961. 

1 January: NBC makes the first coast-to-coast NTSC Color television known as color broadcast when it telecast the Tournament of Roses Parade, with public demonstrations given across the United States on prototype color receivers. 

14 January: The Hudson Motor Car Company merges with Nash-Kelvinator Corporation forming the American Motors Corporation.

21 January: he first nuclear marine propulsion nuclear-powered submarine, the USS Nautilus SSN-571 6, is Ship naming and launching launched in Groton, Connecticut by Mamie Eisenhower, the First Lady of the United States.

10 February: President of the United States called President Dwight Eisenhower warns against United States intervention in Vietnam.

15 February: Canada and the United States agree to construct the Distant Early Warning Line, a system of radar stations in the far northern Arctic regions of Canada and Alaska

23 February: The first mass inoculation of children against Poliomyelitis or polio with the Jonas Salk named Salk vaccine begins in Pittsburgh.

28 February: The first color television sets using the NTSC standard are offered for sale to the general public.

1 April: President of the United States, Dwight D. Eisenhower, authorizes the creation of the United States Air Force Academy in Colorado.

6 May: Roger Bannister becomes the first person to run the mile in under four minutes.

17 May: The United States Supreme Court hands down a unanimous decision in ‘Brown v. Board of Education of Topeka, Kansas’.

14 June: U.S. President Dwight D. Eisenhower signs a bill into law that places the words “under God” into the United States Pledge of Allegiance.

15 July: First flight of the Boeing 367-80, prototype for both the Boeing 707 and Boeing C-135 Stratolifter called C-135 series.

18 October: Texas Instruments announces the first Transistor radio.

2 December: The United States Senate votes 65 to 22 to censure Joseph McCarthy for “conduct that tends to bring the Senate into dishonor and disrepute”.

4 December: The first Burger King is opened in Miami, Florida.

COMMENTS

    The Chevrolet Bel Air is a full-size car produced by Chevrolet for the 1950–1975 model years. Initially, only the two-door hardtops in the Chevrolet model range were designated with the Bel Air name from 1950 to 1952. With the 1953 model year, the Bel Air name was changed from a designation for a unique body shape to a premium level of trim applied across a number of body styles. The Bel Air continued with various other trim level designations, and it went from a mid-level trim car to a budget fleet sedan when U.S. production ceased in 1975. Production continued in Canada, for its home market only, through the 1981 model year.

    The Chevrolet Bel Air, especially its third-generation design, has been considered an icon of the 1950s.  It is named after the wealthy Bel Air neighborhood on the Westside of Los Angeles. Well-maintained and preserved examples are highly sought after by car collectors and enthusiasts.

    First-year production reached only 76,662 models built. The car cost $1,741 and weighed 3,225 lb (1,463 kg).  Front suspension was independent, named “knee-action.”   The first Bel Airs of this era shared only their front sheet metal ahead of the A pillar with the rest of the range. The windshield, doors, glass, and trunk were common with the Styleline Deluxe Convertible Coupe; however, the roof, rear quarters and rear windows (3) were unique. The chassis and mechanicals were common with the rest of the passenger car range, and the overall appearance was the same as the rest of the range, except that the roofline was lower and the unique three-piece rear window gave it a longer and more balanced look. The first Bel Airs were available with only the “Deluxe” premium trim level and specification.

    Apart from the usual annual grille and trim changes, the 1951–1952 Bel Air differed from the earlier 1950 model with the introduction of the higher and squarer rear guards that were across the whole range.

    In 1953 Chevrolet renamed its series, and the Bel Air name was applied to the premium model range. Two lower series, the 150 and 210, also emerged (as successors to the Special and Deluxe series, respectively). The 1953 Chevrolet was advertised as “Entirely new through and through” due to the restyled body panels, front and rear ends. However, essentially these Chevrolets had similar frames and mechanicals to the 1949–1952 cars.

    The Bel Air was given a facelift in 1953. The pre-war technology, such as torque tube drive, six-cylinder splash feed engines, knee-action suspension, and split windshields of the early models, was phased out, and the foundations for the first post-war modern Chevrolet passenger car were finalized. The Bel Air series featured a wide chrome strip of molding from the rear fender bulge to the rear bumper. The inside of this stripe was painted a coordinating color with the outside body color, and “Bel Air” scripts were added inside the strip. Lesser models had no model designation anywhere on the car, having only a Chevrolet crest on the hood and trunk. 1953 was the first year for a curved, one-piece windshield. 

    In the July 1953 issue of Popular Mechanics, a tested 1953 Bel Air went from 0-60 mph in 19.6 seconds. 

    Bel Air interiors had an optional massive expanse of chrome across the lower part of the dashboard (most were painted), along with a deluxe Bel Air steering wheel with a full chrome horn ring. Carpeting and full wheel covers rounded out Bel Air standard equipment. For 1954, the Bel Air stayed essentially the same, except for a revised grille and taillights and a revised engine that had insert bearings and higher oil pressure, needed for the full-flow oil filtration system that was not available prior to 1954. Prior to 1954, the 235 and 216 cubic inch six-cylinder engines had Babbitt bearings and scoops to create oil pressure at the bottom of each rod, and the oil pressure was standard at 15-30 PSI. During these years, there were three engine choices, depending on the transmission ordered. Both 235 cubic inch engines were “Blue Flame” inline six-cylinder OHV engines, featuring hydraulic valve lifters (in 1953 with automatic transmissions) and aluminum pistons. The 106 hp 235 cubic inch displacement engine was standard on stick shift models, with solid lifters and splash plus pressure lubrication, including Babbitt bearings. Powerglide cars got a 115 hp version which had hydraulic lifters and full pressure lubrication.

    In 1953 and 1954, Bel Airs could be ordered as a convertible, hardtop coupe, two- and four-door variant sedan, and, for 1954, the Beauville station wagon, which featured woodgrain trim around the side windows. Many new options, once only seen in more expensive luxury cars, were offered, starting in 1953. This included power steering and the Guidematic headlight dimmer in 1953, as well as power brakes, power 2-way front seat and power front windows in 1954. All 1954 models equipped with the standard transmission used the 1953 Powerglide engine.

MY HISTORY WITH THE CAR

     We saw the car advertised for sale in one of the 2012 issues of G & D, the Vintage Chevrolet Club of America monthly magazine.  When I called and visited with the owner, I was told the car had only a bit over 16,000 miles from new.  While that sounded to me like it would be more likely to be 116,000 miles, I was assured the car had spent most of its life in a museum in New Hampshire.  After some thought, we decided to drive to Branson, Missouri where the car was located and look it over.  Given the distance of around three-hundred miles and our enjoyment of the Branson shows, we took the truck and trailer figuring if it was not what we wanted, we would spend a few days in Branson and drive home with an empty trailer.  

    It didn’t take very long to understand that the car actually had the advertised 16,000 miles, although having sat with minimal driving for over fifty years, there were some issues.  The car was a Bel Air model, with most all the options available that year, including power steering and power brakes.  While the power steering appeared to work properly, the power brakes required more pressure than manual brakes!  It had the original tires included, although the seller had installed new tires but offered to include the original U S Royal 6.70 X 15 tires with the car.  After some haggling, we settled on a price and loaded the car on the trailer. After a few shows in Branson, we picked up the trailer and bought our new prize home.

    I drove the car a few miles but just as anticipated, it had some issues which had to be addressed before we could begin to think of driving it on a tour.  The engine and power glide transmission leaked oil from nearly every gasket.  I did some checking and found a transmission shop in Smileyberg, Kansas who still worked on Power Glides.  After investigating the process for removing the transmission and discovering the significant weight of same, I thought better of attempting the removal and replacement myself.  After some discussion, we arrived at a satisfactory deal for both of us.  I would take the car to his shop in my enclosed trailer.  He would remove both the engine and transmission, put the car back in the trailer and I would bring the engine home for a re-seal job.

    Ironically, on my way to deliver the car and trailer to his shop, the transmission on my tow vehicle gave out.  I was able to limp it in to the transmission shop, so left both the tow vehicle and trailer as well as the 54 Chevy.  After rebuilding the transmission in my Dodge Diesel truck, he removed the engine and power glide from the 54 and called me.  I picked up the truck and engine and returned home.  

    I dismantled the engine completely and found it to be in great shape, with the exception of the leaking gaskets, further reinforcing the 16,000 miles. However; the rear main seal had rusted to the crankshaft and upon starting after many years, it chewed the rear seal to pieces.  In addition, it became obvious that a valve had stuck solid and broke a rocker arm, which had later been welded.  But the most amazing thing I found was a red shop towel in the oil pan!  There was no way that could have happened after the engine was assembled, and there was significant evidence the engine had never been apart, so it had to have been assembled at the factory with the rag in the oil pan.

    I had the crankshaft polished and since it was apart, I installed new main and rod bearings, as well as piston rings.  Upon disassembling the valves from the cylinder head, it was obvious that several of them had rusted badly, so I had new exhaust valves and all new seats installed.  I found a good rocker arm to replace the welded arm and reassembled the engine.  I delivered it to the transmission shop and a few days later they called me to say it was ready to come home.  He did advise me that while the engine was running, it didn’t run very well.  I suspected the cause and told him not to worry about it.

    Arriving home, I tore the carburetor down and found it had fine rust in the float bowl.  I removed the gas tank and found it had considerable amount of rust inside.  I performed my normal cure for a rusty gas tank, which causes no small amount of teasing by fellow club members, but it does work.  I rinse the tank out with soapy water, then fill it about a quarter full with soapy water and add about five pounds of sheet rock screws.  Then I strap it to the rear wheel of my tractor which is raised off the ground.  I run the tractor as slow as I can idle the engine while the soapy solution and screws tumble inside the tank.  After about five minutes, I put the tractor in reverse and repeat the process.  After another five minutes, I rotate the tank 90 degrees and do it all over again. I then drain the soapy water and refill with fresh water but this time I only turn it over a few times and drain the water again.  Then comes the fun part, getting all those screws out of the tank!  It really isn’t that difficult.

    After the screws are all accounted for, and that is very easy, all you have to do is listen to see if any more are rattling around.  I then put in a gallon of lacquer thinner but this time I only slosh it around by hand.  I pour the thinner out into a container using a paint strainer in the funnel.  At first there will be considerable contaminate.  I put the used thinner back into the tank and repeat the process until the paint strainer shows no more indication of contamination.  From there the tank is set in the sun to thoroughly dry.  I use Caswell Engineering Epoxy gas tank sealer following the manufacturers recommendation to the letter.  To date I have reclaimed over 20 rusty gas tanks with not a single failure.

    After doing a thorough cleaning job on the carburetor and blowing out the gas lines, it was time for a test drive.  While the transmission and engine was being re-done, I had sent the power brake assembly to a rebuilder so I now had good brakes.  It ran perfectly for about three miles then began acting as if it weren’t getting enough gas.  I checked the carburetor and found it had rust plugging things up again.  OK, so I didn’t get the gas line thoroughly cleaned out, but now it should be fine.  Another test drive and same problem.  That is when I found that the fuel pump was full of rust, so I just replaced it and problem solved.

    I had installed new shocks and rebuilt the brake cylinders as well as changing the grease in the differential.  The radiator was cleaned and minor leaks repaired, so we were now ready for a major test run.  I am always reluctant to take any freshly restored or major repair job on a tour, so we drove it around town for a few weeks and did some other minor adjustments until we were confident it would be a reliable vehicle.  It was now ready for the first major tour.  Rather than hauling it to Brookeland, Texas a bit over 600, miles away, we just drove the car and it performed perfectly.  

    Our initial plan was to install air conditioning in the car and when the weather suggested a closed car with windshield wipers and a heater combined with the air conditioning, we would have an all-weather car.  However; since the car had both power brakes and power steering, I would have to make major modifications to fit the compressor, so decided to leave it original.  

Categories
Uncategorized

1936 Chevrolet Fire Truck

SPECIFICATIONS

ENGINE:

Cylinders 6:                                    Cylinders overhead valves

Bore/Stroke:                                                           3 5/16” X 4”

Displacement:                        206.5 Cubic Inches (3.4 Liter)

Compression Ratio:                                                             6: 1

Horsepower:                                                   79 @ 3200 RPM

 

DRIVE LINE:

Transmission:                               4 Speed Manual Floor Shift

Rear End Gear Ratio:                                                    5.425:  1

Tire size:                                                                        6.50 x 20

BRAKES: 

4-wheel Hydraulic (First year for Huck Hydraulic Brakes on all models)

BODY:

Luverne Fire Apparatus of Luverne, Minnesota (Now Crimson Fire Apparatus, Sioux Falls, SD)

WATER PUMP:

Power take-off driven by Waterous Pump Company, St. Paul, Minnesota

Capacity:                                                   150 GPM AT 120 PSI

Tank Capacity:                                                          150 Gallons

GASOLINE TANK:

Capacity:                                                                     25 Gallons

     I have no record of the price Lawton, Iowa paid for the fire truck in 1936.  A 1 ½ ton Chevrolet Truck Chassis could have been purchased for less than $1,000.  What Luverne Fire Apparatus charged for the body and pump is unknown.  The invoice number is 10-2-36.  Although it isn’t a certainty, that invoice number likely means the truck was delivered or picked up on October 2, 1936.  

MILEAGE:

At time of purchase:                                                        2,264

September 2022:                                                              8,896

Miles Driven since restoration:                                      6,632

COMMENTS

     In 1936, the Lawton, Iowa fire department ordered their first motorized firefighting equipment from Luverne Fire Apparatus of Luverne, Minnesota.  Luverne then purchased a 1 ½ ton Chevrolet Chassis, which consisted of the frame and entire driveline.  However; that did not include a cab or windshield.  Luverne installed the Waterous Fire Pump and manifold assembly on the chassis just behind the power take-off equipped transmission.  From there, they custom built a body to Lawton’s specifications, which included ladders, a pike pole, fire extinguishers, an axe, and rounded bottom fire buckets.  The reason the buckets were rounded on the bottom was to prevent persons from stealing them as they couldn’t be set on a flat surface. Their entire purpose was to pass buckets of water from person to person.  Records indicate the truck was delivered to Lawton in October of 1936. 

     In 1936, Lawton was a very small town about eight miles east of Sioux City, Iowa.  Up until the time they purchased the ’36 Chevy Fire Truck, they had only a hand pulled hose cart to attend to any fire in the town.  This fire truck enabled them to serve the surrounding farms, as well as anything in the town.  The truck carried only 150 gallons of water but it did have three ten-foot sections of suction hose with a huge strainer on the end.  In addition, it carried several hundred feet of pressure fire hose and nozzles.  In town they simply hooked up to a fire hydrant, but in the surrounding farms, they would stop beside a farm pond, stock watering tank or any other water source, drop the suction line into the source and use the 150 gallons of on-board water to prime the pump then use whatever water was available to fight the fire.   

     The 1936 Chevrolet powered fire truck served as their only motorized equipment until 1951 when another fire truck, a 1951 International, was added to their equipment.  Thus, for fifteen years the 1936 Chevrolet served as their only equipment.  Over the subsequent years, as the town grew and prospered, more and more equipment was added and the old Chevrolet was relegated to parades and nostalgia.  Finally, in 1998, the Lawton Volunteer Fire Department could no longer justify the space needed to keep the old truck around so it was offered for sale.  

     Copying from the purchase order developed by Luverne Fire Apparatus dated 1936:

  • CHASSIS:  Chevrolet purchased from Conner Chev Co
  • PUMP: Waterous Rotary PTO driven capacity 150 GPM at 120 PSI pressure.  Includes pressure relief valve, pressure and vacuum gauges, auxiliary cooling line and two 2 ½ inch discharge gates.  
  • SUCTION HOSE: 2 ten-foot length at 2 ½ inch non-collapsible suction hose with long handled couplings carrying troughs, clamps, strainer and hydrant coupler.  
  • BOOSTER TANK: 150-gals capacity made of No. 14 gauge copper bearing steel with welded joints and splash plates large filler opening and cap.  Line of 1 ½ inch piping and valves connects to pump.  The tank is mounted in the front end of the hose body.  
  • HOSE BODY: Capacity for 1,000 feet of 2 ½ inch fire hose.  Made of No. 14 auto body steel with angle reinforcement, hard wood base with slatted bottom.  Substantial rear step covered with aluminum matting with polished bindings.  Tool box under rear end of body.  Ladder standards integral with body.
  • REAR FENDERS AND RUNNING BOARDS:  Heavy rolled steel rear fenders joining to rear step and to hardwood side running boards which are covered with aluminum matting with polished bindings.  Single Tires.
  • GASOLINE TANK: Made of terne plate, 24-gallon capacity, mounted in front end of body.
  • SEAT: Made of auto body steel, and upholstered with heavy black pantasote.  Grab Handles on seat ends.  Mounted on hinges.  
  • WINDSHIELD:  Angle mounted shatterproof plate glass, carried in rigid chrome finished metal frame.  Grab handles on each side.
  • FINISH: Lustrous red enamel with gold leaf striping, decorations and letterings.  All fittings are polished chrome plated.  
  • MISCELLANEOUS: 
    • Pair rear spotlights
    • Standard type electric siren
    • Electric search light
    • Pair electric hand lanterns (standard type)
    • Pike Pole
    • Pick head axe
    • Crow bar
    • Pair nozzle standards
    • Set body railings
    • Division in hose body for 500 feet 1 ½ inch hose
    • Ladder holders for ladder set 7 ½ X 16 ½
    • 2 ½ SO nozzles
    • 4 extinguisher holders
    • Needs 2 ½ N.S.

A FEW 1936 EVENTS 

  • Franklin Delano Roosevelt 32nd President, of the United States of America 1933 to 1945
  • 1 March: The Hoover Dam is completed
  • 7 March: Prelude to World War II: In violation of the Locarno Pact and the Treaty of Versailles, Germany Remilitarization of the Rhineland known as reoccupies the Rhineland.
  • 8 March: Daytona Beach Road Course holds its first oval stock car racing called stock car race.
  • 14 March: Show Boat (1936 film) or the first all-sound film version of ‘Show Boat’ opens at Radio City Music Hall. (There had been a part-talkie, part-silent version of ‘Show Boat’ in 1929.)
  • 16 March: Warmer-than-normal temperatures rapidly melt snow and ice on the upper Allegheny River Allegheny and Monongahela River Monongahela rivers and lead to Pittsburgh Flood of 1936 a major flood in Pittsburgh.
  • 3 April:  Bruno Richard Hauptmann is executed for the kidnapping and death of Lindbergh kidnapping or Charles Augustus Lindbergh, Jr., the baby son of pilot Charles Lindbergh.
  • 28 May: Alan Turing submits ‘On Computable Numbers’ for publication.
  • 26 June: Initial flight of the Focke-Wulf Fw 61, the first practical helicopter.
  • 26 July: King Edward VIII, in one of his few official duties before he Edward VIII abdication crisis or abdicates the throne, officially unveils the Canadian National Vimy Memorial.
  • 3 August: Jesse Owens wins the 100-meter dash, defeating Ralph Metcalfe, at the 1936 Summer Olympics Berlin Olympics. 
  • 9 August: Summer Olympic Games: 1936 Summer Olympics known as Games of the XI Olympiad Jesse Owens wins his fourth gold medal at the games.
  • 24 August: The Australian Antarctic Territory is created.
  • 26 October: The first electric generator at Hoover Dam goes into full operation
  • 27 October: Wallis, The Duchess of Windsor or Mrs Wallis Simpson files for divorce which would eventually allow her to marry King Edward VIII of the United Kingdom, thus forcing his Edward VIII abdication crisis known as abdication from the throne.
  • 2 November: Italian dictator Benito Mussolini proclaims the Rome-Berlin Axis, establishing the alliance of the Axis powers.
  • 7 December: Australian cricketer Jack Fingleton becomes the first player to score century (cricket) called centuries in four consecutive Test cricket named Test innings.

MY HISTORY WITH THE TRUCK

     I first encountered this magnificent fire truck about 1947 when it was housed in an automobile repair shop in the center of town.  My Grandfather, Rev. Walter E. Smith was the Presbyterian pastor in Lawton, and my sister, Lola and her Husband, Dwight Haskins, also lived in Lawton.  Dwight was employed as a mechanic in the shop where the fire truck was stored.  On one of my visits to Lawton, my elder brother and I walked to Dwight’s shop and spied the fire truck.  Naturally, to boys of seven (me) and twelve years of age, the lure of the shiny red fire truck demanded our attention.  Before long we had set off the siren, which rather upset the local volunteer firemen.  Thus, we were banned from the fire department FOREVER!  We were forbidden to ever enter the building again.  

     In 1998, while living and working in Boston, Massachusetts, my younger brother, Ken, called asking if I may be interested in purchasing an old fire truck as they needed the space for a new truck being delivered a few months later.  At first, I wasn’t very enthusiastic about it, but asked Ken to give me more details.  He said it was a 1936 Chevrolet chassis.  That perked my interest as my father had a 1936 Chevrolet 1 ½ ton truck on the farm that I had learned to drive as a very young person.  It would be nice to have the same type of truck as I learned to drive all those years ago.  He then said it was the first motorized fire truck Lawton had owned.  It was then I realized it had to be the very truck I had played on fifty years prior, so there was no more consideration, I had to have the truck.  Ken explained it was being offered for sale via sealed one-time bid.  He said the last truck they sold went for only $35 and was hauled to the salvage yard. 

     That settled it, I was going to own the truck, so I put in a bid of $750.49 with the stipulation it had to have a clear title.  The reason for the odd number was that if someone else bid $750, I would outbid them.  In due course, I was notified that I had won the auction, with the next closest bid being   —–$35!  When the then Chief of the department, Harold Robinson who had been the chief for forty-two years, couldn’t locate the title to the truck, he went to the courthouse and applied for a duplicate title.  He discovered that the truck had never been titled, it had been driven all these years without a license plate or title!  The clerk commented that it was lucky the truck hadn’t been stopped.  The old Chief growled, “you ever seen a fire truck pulled over!”  After all these years, Ron Eyres is the first and only titled owner of the 1936 Fire Truck.

     At the time, we were living in Boston and it wasn’t practical to move the truck there, so my brother, who lived in Lawton and was a member of the fire department, organized a place to store the truck until we moved back to the mid-west.  I had him ship the hood and seat to me in Boston, where I began the restoration of those two parts.  At the time, I was restoring a Model T Ford and had an upholsterer doing some work or me, so I had him re-upholster the seat.  In the mean-time, I did the body work required on the sheet metal part of the seat as well as the hood.  At some point something had fallen across the hood and put a huge dent that took considerable effort to restore to original condition. 

     In addition to the upholstery work, the major reason for having the seat and hood in Boston had to do with the striping and decorations on the body.  I had my brother take numerous photos of the entire truck, including the number and position of the stripes and corner art work.  I located a professional fire truck decorator who agreed to work with me.  Using the hood decorations as a pattern, he created all the decorative decals in 24 caret gold leaf.  After I had the seat and hood restored and painted, he came to my place and applied the decals and striping to one side of the hood while I watched and asked questions.  Then, I applied the decals and decorations to the other side of the hood while he watched and gave tips.  By then I felt confident enough that I did the striping and decoration of the seat frame.  When the upholstery was completed, I carefully wrapped the hood and seat and stored them until our planned return to the mid-west. 

     Late in 2004, we retired and moved back to Kansas where we built our retirement house and the adjoining work shop where I stored the old cars I had acquired.  In addition, I built a restoration area that was heated and air-conditioned so I could work in comfort.   The fire truck was the first project I took on after retirement.  A friend and I drove to Lawton, Iowa in December of 2004 and loaded the truck on the trailer for the ride to its new home.  Immediately upon arrival, I began the restoration job 

     I had decided to make the fire truck as nearly like it was when delivered to Lawton, so did a complete tear down to the bare frame.  All the chassis parts, along with the fire pump and manifold were sand blasted, primed and painted.  As I examined the fire pump assembly, I was unable to locate any model or serial number, the only hint was the letters cast in to the manifold reading, “WATEROUS COMPANY SAINT PAUL MINNESOTA.”  I searched on the internet and discovered that Waterous was still in business, so on a chance I called asking if they could assist me in identifying the pump.  The gentleman I talked to said there should be a plate with the model and serial number, but I couldn’t find it.  He then asked me to take a photo and e-mail it to him.  He called back saying that while I was taking the photo, he did some research in the company archives and discovered a purchase order from Luverne Fire Apparatus for a fire truck being built for Lawton, Iowa, dated July 24, 1936. 

     As we visited about the pump and my plans for the truck, I asked about the model and serial number.  Following his directions, I was able to find where the plate was supposed to be, but the only sign was two holes where the original plate had been riveted to the casting.  He supplied me with the model number, HA-456 and Serial Number U-319-3.  Hoping to make the assembly as original as possible I asked if it would be possible to buy a new Model and Serial Plate.  He said that wouldn’t be possible, there was no way I could buy a plate that old.  I was disappointed but had no choice but to accept his statement.  A few days later I went to the mail box to get the mail and there was an envelope from The Waterous Company, St. Paul, Minnesota.  I was a bit puzzled but then thought perhaps he was sending me a copy of the purchase order.  And indeed, he had sent a copy of the purchase order, along with a Model and Serial Plate with a brief handwritten note, “I said you couldn’t BUY one!”  It even had the proper rivets for attaching it to the original position.  

     Over the course of six months, I was able to restore the truck to very much like it came from the factory in 1936.   During the restoration, I kept Lawton Fire Department up to date with the progress, including photos, which they in-turn posted on their web-page.  Once it was ready to be shown, we did a couple of local tours just to verify it would be reliable enough to take on longer trips.  Then, we made a date to take it back to Lawton for the town to see.  A couple of rewarding experiences happened while there.  My brother, Ken Eyres, is currently a member of the volunteer fire department, so we took the 1936 truck to the fire department and placed it alongside the modern truck for photos.  While there, he helped me pump water for the first time after restoration.  I was aware that an inexperienced person can be injured by improperly handling high pressure hoses, so I had him coach me.  We got the pump working and shot water several hundred feet up and down the street.  I saw an elderly gentleman watching, so I waved him over.  He said he had been a member of the fire department when the truck was new.  I asked if he would like to sit in the driver’s seat.  It was rewarding to see his huge smile and quick acceptance.  He complimented me on the truck so I commented that I tried to make it look as good as it did when new.  He replied, “It didn’t look this good when it was new!”

     Another rewarding experience will require a bit of explanation.  I have mentioned that my brother, Ken Eyres, is a member of the Volunteer Fire Department, and at one time served as Chief.  Later his son, Kory Eyres also served as Chief.  Kory has a son named Trevor Eyres.  At the time I was showing the truck off in Lawton, Trevor was about six years old.  He was absolutely fascinated with the truck and wanted to ride in it, so I happily obliged.  The next day I had an idea, so I took the fire truck to the day care center where Trevor attended.  As I parked the truck and walked into the center, I was met with a woman who demanded to know who I was and what I was doing in the facility.  About that time, Trevor saw me and came running exclaiming, “Uncle Ron did you bring the fire truck?”  With Trevor’s comment, the lady backed off as I introduced myself as Ken’s brother.  I told her I had bought the old fire truck for the kids to see and if it was permissible, I could give them a ride around the large parking lot.  She agreed, so I had Trevor be my assistant driver and blow the siren as we circled the lot with the kids laughing and jumping up and down.

     Later that day, while visiting with Ken, Kory came by with Trevor.  There Trevor explained to me that since his grandfather had been the Chief of the Lawton Volunteer Fire Department, and his father was the current chief, ONE DAY I WILL BE THE CHIEF!  I am now aware that Trevor is currently a member of the fire department and I have little doubt that one day, perhaps not very long into the future, the third Eyres generation will be Chief of The Lawton Volunteer Fire Department!

TOURS AND SHOWS

     Shortly after the restoration was finished and I was able to determine the reliability of the drive-line, we trailered the truck to its original home in Lawton, Iowa.  We were rewarded by a sign as we turned off highway 20 into Lawton’s main road reading: LAWTON’S FIRST FIRE TRUCK ARRIVES TODAY.  My brother, Ken, a member of the fire department knew we were coming so we arrived at his home and immediately unloaded the truck.  Immediately townspeople stopped to look and admire the old truck.  We then began driving it around the town, stopping when people waved.  I left it at the volunteer fire department parked beside the new modern truck they had just taken delivery.  The old truck carried 150 gallons of water and could pump 150 Gallons per minute.  The new fire truck carried 1,500 gallons of water and could pump 1,500 Gallons per minute, ten times as great as the old truck.  We left the truck where the towns people could see it and take photos beside the truck.

     Back home in Kansas, we drove the fire truck to a few local events proving the mechanical abilities of the nearly seventy-year-old truck.  The first event was the Kechi Fair Parade in June of 2005.  After the parade, I entered it in a car show where kids of all ages admired the truck.  Several kids asked if they could sit in the seat and I willingly allowed it and even let them blow the siren!  After the awards were handed out and I didn’t get a single mention, I was getting ready to leave.  Just then a lady came up and said I should wait before leaving.  I said I really needed to get going but she was rather insistent, so I stayed.  A few minutes later the MC took the microphone and said there were two more awards to be given, including Best of Show and Participants Choice.  However; they had a problem as two vehicles had tied in the voting for the award.  They decided to flip a coin and the fire truck was awarded Participants Choice while the other vehicle got Best of Show.       I was very pleased to have the old truck recognized at it’s very first trip after restoration!

     The next show was just a few weeks later at lake Afton, about thirty miles southwest of Wichita for the 2005 “All Wheels Day” show.  The truck ran perfectly for the sixty-mile round trip and got many compliments for that show.

     I drove the truck to several local events and small shows, then in May 2007 it went on its first major multi-day tour.  The tenth annual VCCA (Vintage Chevrolet Club of America) Southern Spring Tour was held in Paradise Hill, Oklahoma from May 1 to May 6.  We drove a total of just over 400 miles (645 Kilometers) without a single incident.  Several times during the evening visiting times, fellow club members asked for rides so the truck was kept busy running around the parking lots of the resort taking all who wanted to ride in a fire truck.

     In the summer of 2011, we were invited to bring the fire truck to Lawton, Iowa and participate in the 100th anniversary of the Lawton Volunteer Fire Department.  The truck was on display during the daylight hours and was the showcase for the Volunteer Fire Department annual fundraising pancake and sausage dinner.  Later, it was the lead fire truck in the parade, followed immediately by the newest acquisition which dwarfed the old truck that had once proudly served as the only motorized firefighting equipment Lawton owned.  

     Over Labor Day, 2008, our Horseless Carriage Club of America local chapter held the annual “Air Capital Tour.”  Along with another couple in the club, we organized the three-day event staying in a hotel in southern Wichita, touring a total of about 350 miles (565 Kilometers).  Again, the truck performed perfectly, although an interesting incident happened.  We were driving just north of Belle Plaine, Kansas barely keeping ahead of a rain storm.  Since we were organizers of the tour, I drove toward the back of the line of vehicles in case someone had a problem.  As luck would have it, one of the old cars suffered a major problem and couldn’t continue.  It had to be loaded on the “Trouble Trailer” we always used on these tours in case someone broke down.  With the imminent rain storm fast approaching, I suggested Orpha ride in a closed car while I hurriedly helped load the disabled vehicle.  Just as we got the car loaded and secured, the rain hit.  Everyone else was in a closed vehicle, but the old truck has an open cab so I was totally exposed!  I headed north driving faster than I had ever driven the truck, at speeds approaching 55 MPH (89 KPH).  The wind was so strong from the south that the water was sheeting on the INSIDE of the windshield!  I was so totally soaked to the skin that even my wallet had water inside!

     The next major tour was in Carthage, Missouri from May 4 to May 8, 2009 for the 12th annual VCCA Southern Spring Tour.  Once again, we drove about 210 miles (339 Kilometers) without a hint of a problem.  At one point when someone was stalled, I used a tow rope and pulled the stalled vehicle to safety then helped get it running again. 

     The next VCCA Fall Tour was held from October 10 to 15, 2011.  Although we trailered the truck to the tours, it wasn’t as if I couldn’t have simply driven the truck as it was just over 60 miles.  However; because it was a multi-day tour, I didn’t want to leave the truck sitting outside overnight due to not only weather but the risk of getting shiny fire extinguishers and very expensive brass nozzles stolen.  The interesting thing about this tour is that we drove to Wichita one of the days and was within a few miles of home!  On the way back from Wichita, one of the cars on the tour suffered a fuel pump problem and was stopped by the side of the road.  I stopped and between us utilizing parts of three different fuel pumps, we got the car running.  However; by then the rest of the cars were miles ahead.  Since Bill didn’t know the way, I suggested he follow me as I was on my own turf.  I asked him how fast he wanted to drive and he replied, “No worries, I can keep up with whatever speed you want to go.”  So, I took off running about 50 MPH (80 KPH) as we were well behind schedule and needed to be back at the hotel for the next event.  After a few miles we came to a stop sign where Bill ran up beside the truck asking me to drive a bit slower!

     June 11 to 14, 2012 the 36th MIDDLE WEST MEET of the VCCA was held in Emporia, Kansas.  Another couple from our club were the major organizer while still another couple and we were co-chairpersons.  This was a sanctioned VCCA event where cars were judged.  The Fire Truck won JUNIOR FIRST PLACE award in its class.  (Junior Category was for vehicles being judged for the first time).  On one of the days, the fire truck was the tour leader.  Total mileage for that tour was about 245 miles (395 Kilometers).  

From August 31 to September 2, 2012 the Horseless Carriage Air Capital Tour was held in Bartlesville, Oklahoma.  We drove a total of 230 miles (371 Kilometers) around the Bartlesville area.  Again, the truck performed without an issue.  

     The 37th ANNUAL MIDDLE WEST MEET was held in Lake Geneva, Wisconsin.  We took the truck to the meet where it was entered in the Senior Judging for its class and won a “Senior First Place” award, attaining 975 points out of a possible 1000.  I am quite pleased to see the truck and my restoration efforts recognized by an international club!  Since this was mostly a judging meet, the tours were quite short, we drove the truck less than 100 miles (160 Kilometers).  

     October 21 to 26, 2013 saw the truck in Rolla, Missouri for the 10th annual VCCA Southern Fall Tour.  Although the truck ran fine, I had some issues with loosing radiator coolant so I had to add water to the radiator from time to time, but once home the problem was corrected.  It was a bit chilly during that time in the fall, and Orpha won the “HONORARY ESKIMO AWARD” for being brave enough to do the entire tour riding in the open truck!  We drove about 316 miles (510 Kilometers) on this tour.  

     In 2014, I got the 1931 Phaeton restoration complete so it became the touring car of choice.  But the fire truck still remains a frequent visitor at local shows and events.  One thing I have done with the fire truck from 2007 to the present time is to meet Santa Claus at the Kechi Post Office on the first Saturday of December.  There, regardless of weather or temperature, we drive around Kechi with a police escort, red lights and siren announcing our route.  Kids of all ages come running to see the truck and wave to Santa.  He usually has a bag of candy ready for each child and urges them to come see him at City Hall.  After driving a few miles around town, we arrive at City Hall with the Siren sounding loud and LONG!  Kids are gathered in front waving to Santa and jumping up and down in excitement.  The current Santa is an especially nice Santa, and welcomes me with enthusiasm as he does the kids as well.  However; the first Santa I transported said to me, “This is my show, you drop me off and leave, I don’t want the kids looking at the fire truck when they are supposed to be looking at me!”  The organizer overheard him and said to me that I should stay, have a cup of hot chocolate and leave whenever I felt like it.  The next year they had a new Santa and he isn’t jealous of the fire truck!

     There are too many local events to recall and report, so I will summarize my normal actions.  I keep a supply of plastic “FIRE CHIEF” helmets in the baggage compartment of the truck.  Any time a child expresses interest in the truck, I invite them to sit in the driver’s seat and have a photo taken with the hat.  Depending on my supply and the relative interest, I often let them keep the helmet.  In a few instances I have received “Favorite Vehicle” award, and I suspect it is because the kids demand Mom and Dad vote for the fire truck they sat in.  While my actual motivation for treating the kids in this manner is the nostalgia of being banned from the fire department forever, receiving the recognition is a nice side benefit! 

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1952 Chevrolet Deluxe 2 Door Sedan

SPECIFICATIONS

ENGINE:

Cylinders:                                     6 Cylinders overhead valves

Bore/Stroke:                                                    3 9/16 X 3 15/16

Displacement:                              235 Cubic Inches (3.8 Liter)

Compression Ratio:                                                            7.5: 1

Horsepower:                                                   115 @ 3700 RPM

DRIVE LINE:

Transmission:                               3 Speed Manual Floor Shift

Rear End Gear Ratio:                                                       3.54:  1

Tire size:                                                                         6.70 x 15

BRAKES:

4-wheel Bendix Hydraulic 

GASOLINE TANK CAPACITY:

14 Gallons

PRODUCTION:

Total Chevrolet Cars Built in 1952:                                818,100

Chevrolet Style Line Deluxe 2 Door Sedans:                 143,573

PRICE:

Sale Price in 1952 Dollars:                                                 $1,749

Sale Price in 2022 Pollars:                                               $19,554

MILEAGE:

At Time of Purchase:                                                           26,203

September 2022:                                                                  28,422

Miles Driven:                                                                             2,219

A FEW 1952 EVENTS

  • Harry S. Truman is President of The United States, 1945 to 1953, having taken office after Franklin D. Roosevelts death in 1945.
  • Dwight D. Eisenhower is elected President of The United States in November, 1952 to take office in 1953.
  • 6 February: Elizabeth II becomes queen regnant of the United Kingdom and the other Commonwealth realms upon the death of her father, George VI. At the exact moment of Order of succession or succession, she was in a tree house at the Treetops Hotel in Kenya.
  • 10 March: Fulgencio Batista leads a successful coup in Cuba and appoints himself as the “provisional president”.
  • 20 March: he United States Senate ratifies a peace treaty with Japan.
  • 8 April:  U.S. President Harry Truman calls for the seizure of all domestic steel mills to prevent a nationwide Strike action.
  • 15 April: The maiden flight of the B-52 Stratofortress
  • 28 April: Dwight D. Eisenhower resigns as Supreme Allied Commander of NATO.
  • 3 May: The Kentucky Derby is televised nationally for the first time, o3 May: The Kentucky Derby isn the CBS network.
  • 7 May: The concept of the integrated circuit, the basis for all modern computers, is first published by Geoffrey W.A. Dummer.
  • 14 June: The keel is laid for the nuclear submarine USS Nautilus SSN-571 6.
  • 14 October: Korean War: United Nations and South Korean forces launch Operation Showdown against Chinese strongholds at the Iron Triangle (Korea) or Iron Triangle. The resulting Battle of Triangle Hill is the biggest and bloodiest battle of 1952.
  • 1 November: Operation Ivy: The United States successfully detonates the first large hydrogen bomb, codenamed “Mike” “M” for megaton, in the Eniwetok atoll, located in the Marshall Islands in the central Pacific Ocean. The explosion had a yield of 10 megatons.
  • 4 November: The United States Federal government of the United States or government establishes the National Security Agency, or NSA.
  • 29 November:  Korean War: President of the United States known as U.S. President-elect Dwight D. Eisenhower fulfills a campaign promise by traveling to Korea to find out what can be done to end the conflict.

COMMENTS

     Production of the Chevrolet Styleline began in 1949. It was considered to be among the best-looking GM products produced. Built with precision, the ’49 Chevy’s also received updated power with the arrival of Powerglide two-speed automatic. This gave the Chevy Six increased displacement along with 15 percent more horsepower.

    Though Advertisements at the time indicated that the new Chevrolet Styleline and Fleetline models were ‘more beautiful than ever’, very few major changes were found between the 1951 and 1952 models. Previously a once smooth bar, a row of ‘teeth’ were found on a newly touched-up grille, along with wider parking lights.

     The same as before, the vehicles continued with a 105-horsepower, 235.5-cubic-inch engine for those that came with Powerglide. For manual-shift models, a 92-horsepower, 216.5-cubic-inch rendition of the Stovebolt Six was utilized. Stick-shift drivers had to endure solid tappets, while the bigger engine models had hydraulic lifters.

    For the last time, a Fleetline two-door fastback was on sale, only in Deluxe trim. The lineup was basically a duplicate of 1951, four Styleline Special body styles along with 6 Styleline Deluxe. Deluxe models were the only units to offer Powerglide, along with updated interiors that were harmonized with body colors.

MY HISTORY WITH THE CAR

    Orpha and I had been talking about getting a more modern antique car that would be warm in cold weather and cool in hot weather.  We had attempted that when we bought the 1954 Chevrolet Bel Air, but the accessories on the car precluded the installation of an add on air-conditioner.  One afternoon in 2018 a friend sent me an ad for a 1952 Chevrolet Deluxe.  It was showing a bit over 26,000 miles on the odometer and looked quite nice.  I rather shrugged it off as it was likely to be a California or New York car making even looking at it out of the question.  However; as long as David had gone to the bother to send it to me, I opened the ad and began studying the contents.  The more I read the more interested I became, but the likely distance still bothered me. 

    Finally, at the end of the ad there was a single telephone number listed and to my interest, it was a Kansas area code.  I decided to call the number and inquire about the location.  To my utter amazement, the car was located less than ten miles from where we live!  I made an appointment to look at the car and the next day Orpha and I went to take a look at this possibility.  The car looked very good, no body work needed, although I could see that there would be some work needed but at that point it didn’t look to be excessive, so after some negotiating, we purchased the car.  The owner said he would deliver it after he got the duplicate title as he had misplaced the original.  In due course the car was sitting in my work shop.

    As is my usual practice, I checked the fluid levels, brakes and shock absorbers.  As a result, I replaced all the brakes, wheel cylinders and master cylinder as well as the shock absorbers.  The engine was leaking oil rather badly, so I decided to pull it out of the car and do a complete gasket and seal replacement.  To my dismay, there were signs of water in a couple of the cylinders, so I took the head to a machine shop to have it checked.  Alas, all six cylinders had cracks.  As I attempted to source a good cylinder head, I found that “Good” and “1952 Chevrolet Cylinder Heads” were mutually exclusive terms.  If that weren’t enough bad news, the connecting rod Babbitt was worn past limits.  Thus, I made the decision to purchase a rebuilt 235 engine, which is a direct fit into the ’52.

    With the larger engine, I found a good deal on a power glide ring gear and pinion set, which would allow me to cruise at higher speeds than with the original 216 engine with the low-pressure oiling system.  I also purchased a “Vintage Air” add on air conditioning system.  That in turn required me to upgrade the electrical system to 12 volts instead of the original 6-volt system.   After about a year of working on the car when time permitted between tours and shows, as well as other commitments, it was ready for some local driving prior to going on its first major tour.  Minor adjustments proved to be all that was required to have a good smooth-running car that was very comfortable, regardless of the weather

 

TOURS AND SHOWS

    Initially, we drove the car to church and other local events while building confidence after all the work had been completed. 

    October 1 to 5, 2018, we took the car on its first major tour in Dubuque, Iowa.  We drove the car a bit over 252 miles (405 Kilometers) and it ran perfectly while keeping us warm and comfortable.  I took some abuse for equipping it with an air conditioner, but I simply suggested they talk to me when the temperature was above 100 degrees and see how they felt about it then!  One highlight of the VCCA tours is the good-natured ribbing we take AND GIVE during the tours. 

    April 1 to April 5, 2019, we trailered the car to the 22nd VCCA Southern Spring Tour in San Angelo, Texas.  This was one of the shorter tours we have been on with a total of about 180 miles (290 Kilometers) but we had great weather and good roads for the entire tour.  While I worked on a few other cars that had mechanical problems, we didn’t have to do any mechanical work on the ’52, it performed like a new car.

    In October 2019, we drove the car to the VCCA Southern Fall tour in Camdenton, Missouri for the VCCA Southern Fall tour.  We drove 330 miles on the tour as well as 552 miles to and from the tour, for a total of 882 miles (1410 Kilometers).  Again, all trouble-free miles and a comfortable ride all the way.