If we accepted at face value every paraphrased headline from the years that immediately followed the stock market crash of October 1929, then it would be easy to accept the insinuated story that industrial progress had come to a complete stop–at least until the build-up of goods prior to our involvement in World War II. In terms of the automobile industry, that era should have been a vast dead sea, the remaining factories stamping out nothing more than the bare essentials of America’s need for individual transit in order to stay afloat.
In reality, the early Thirties marked a golden era for the automobile; some of the most endearing and elegant Classic designs emerged from this financially turbulent period. A number of mechanical and comfort advancements were put forth, too, not just among a select few automakers who catered to the dwindling luxury market, but in almost every corner of the four-wheeled market, including at Buick.
Buick’s natural automotive evolution continued when the company offered three new replacement lines in 1930: the Series 40, Series 50 and Series 60–each assembled with a new chassis, and all of them receiving thermostatically controlled radiator shutters; an adjustable driver’s seat was also at the head of the upgrades list. The Deluxe (or, officially, Special) editions of these models carried the “S” suffix within their model designations.
Chromed headlamp buckets were one Model 57S identifier.
The following year, it was the introduction of Buick’s straight-eight engine that stole headlines; period advertising touted new 10-60 MPH times that averaged 25 seconds, which overshadowed the installation of a synchromesh manual transmission in all but the entry-level Series 50 model (Series 40 had been dropped), and a four-wheel emergency brake system.
Which brings us to Buick’s 1932 endeavor. Although it would prove to be a year in which overall production was slashed nearly in half from 1931 due to the continued economic drought, engineers were persistent with visual and mechanical innovations–108 upgrades were made in total–on the Flint fleet, including the Series 50, represented here by this stunningly restored 57S Special Sedan now owned by John Scheib.
Mechanically, the Series 50, which was offered in eight different body styles, still used the same 114.75-inch-wheelbase chassis that the line adopted one year prior, complete with a front and rear semi-elliptic leaf-sprung suspension system and four-wheel mechanical brakes. Period literature, however, described the new manually controlled “Ride Regulator” system installed on most Buicks. Simply put, this system was controlled by the driver via a six-setting lever attached to the steering column, permitting him to tune the stiffness of the suspension to compensate for ever-changing road conditions.
The Series 50 straight-eight engine was also slightly improved in just its second season; its cylinder bores were enlarged from 2.875 to 2.935 inches while the connecting rod stroke remained unchanged at 4.25 inches. Also unaltered from the previous year was the use of a Marvel two-barrel updraft carburetor–dubbed “dual carburetion”–mechanical lifters and babbitt bearings. Along with a higher standard 4.65:1 compression ratio, the 230.4-cu.in. engine now flaunted a factory rating of 78.5hp and 160-lbs.ft. of torque. There was a high-compression option, too, accomplished by the installation of a different cylinder head gasket with alternative spark plugs, which bumped compression to 5.09, horsepower to 82.5 and torque to 167-lbs.ft. Both variants were equipped with a “Heat Control” lever centrally mounted on dash, the linkage of which rerouted exhaust heat, forcing it to circulate around the carburetor to pre-heat the fuel/air mixture before entering the manifold. Purportedly, this permitted easier starting and more efficient fuel consumption.
With the successful synchronization of the second and third gears within the three-speed manual transmission, Buick attempted a step forward in shiftless evolution with the Wizard Control system; a “silent second” gear was installed, too. Wizard Control combined a vacuum-operated automatic clutch with freewheeling, activated when the driver depressed a floor-mounted button to the left of the clutch pedal while releasing pressure on the accelerator. The vacuum, through a series of valves, would release the clutch, at which point the driver could shift gears without manipulating the clutch pedal; when the gear change was complete, depressing the accelerator would automatically re-engage the clutch. Period reports indicated it was a complicated and trouble-prone system, which led to its demise after 1934.
On the exterior, visual refinements were noticeably plentiful as well, beginning with a 10-degree rake to the front windshield and the elimination of the front visor. This cleaner look for all the Buick models was further enhanced with a chromed radiator shell that tapered inward below dual outside horns. Five stylish doors on each side of the hood replaced the legion of louvers, and a luggage rack came standard, although a trunk was optional. Depending on the body style, customers were given a choice of painted steel Kelsey-Hayes wire wheels, 12-spoke wooden or 10-spoke wooden artillery-style wheels; many, it seems, preferred the wire option. Helping distinguish the Model 57S from the basic version were chromed headlamp buckets, dual taillamps (versus a single unit) and horn motor covers. Dual sidemount spares with choice of chrome ring or fabric covers were optional.
Buick did not waver when it came to Series 50 interiors in general, and specifically on the five-passenger Model 57: All were richly appointed with stylish, chrome-trimmed instruments–speedometer, fuel, oil, water and ammeter–set in walnut woodgrained panels with mohair fabric throughout, in either gray, taupe or “grey whipcord of new design.” An optional clock was set either in the rearview mirror or in the matching walnut glovebox door. Again, the 57S received added luxury items such as a rear seat assist cord, folding robe rail, ash receivers and a chrome folding rear footrest.
The five hood doors replaced louvers.
One would think that with all of these refinements, more power, better suspension, cleaner appearance and plush trim, Buick would have conservatively increased their price structure. The opposite, in fact, was true: The Series 50 carried an average price tag of roughly $1,053, or $189 less than 1929’s entry-level Series 116 models. As for the Model 57S, it cost $1,080 without options–top dollar in the series, yet it garnered a domestic sales figure of 9,766, which was second in total Buick sales only to the base Model 57 four-door sedan.
This particular Model 57S was obtained by John’s father, John, in 1951 from a dealership in Reading, Pennsylvania. “As he told it, the paperwork barely landed on the dealer’s desk when he paid several hundred dollars in cash. When my father went back to pick up the car the next day, the dealership’s owner tried to buy the car back,” John told us. “There were only 28,000 miles on the odometer then, which averages out to 1,400 a year during its first 20 years on the road. My father always had an interest in antique cars and often had more cars than money to restore them, but this Buick had been a real survivor that had been treated properly. I did not have my driver’s license yet, but I did log a few miles behind the wheel learning how to drive a floor-shift.”
Flash-forward to 1968: Young John and his wife, Bea, had just been married and were now living in West Sayville on Long Island, New York. As a gift, the couple were handed the keys and title to the Special Sedan, which was promptly driven up from Reading. By 1970, John had been transferred to Hartford, and once again the Buick went with him, moving to the garage at their new home in West Hartford, Connecticut. “All told, I don’t think this car was parked outside overnight more than perhaps a few dozen times,” John said. “However, it did deteriorate over time: The chrome was tarnished, but not pitted; the body’s all-important wood frame was in good condition; and there were no serious parts missing or damaged. Therefore, it was a less costly candidate for restoration, if there is such a thing.”
With an obvious family connection outweighing both value and restoration cost, work commenced in 1997 when the Buick was delivered to nearby Manchester Motor Cars. For the next six years, a collaborative effort worked to transform the aging sedan into a gem. John did the research, found the replacement parts and even rebuilt the carburetor and water pump; Laurie Edwards, of Interiors Unlimited in nearby Ellington, performed the upholstery work; pinstriping was done by Robert Gorske of Roade Studio in Plainville; some much-needed parts and guidance came from Mac Blair of the 1932 Buick Registry in Indiana, Pennsylvania; additional guidance came from Willis Jenkins, of Mitchellville, Maryland, who is the Buick Club’s 1932 Buick technical advisor.
Showing a little over 58,000 miles when photographed, today the restoration looks as fresh as it did on its 2003 completion date. But what’s it like to sit behind the wheel and drive the Special?
There’s plenty of clearance between the three-spoke steering wheel and the position of the plush front seat. Taking in your surroundings, there are two perplexing perspectives. The first is the depth of space provided to the rear passengers–legroom is somewhere in the vicinity of three feet–and its effect in the rearview mirror. The other is the acute angle of the hood from the cowl to the radiator; it makes one think that the car is continuously veering right from the driver’s seat, or left as a passenger, but even this illusion is quickly dismissed. Vision as a whole is quite clear, except for the nagging blind spot over your extreme right shoulder.
With the Buick’s engine already running, all we had to do was slide the shifter into first and engage the clutch. Sounds simple enough, but if you are too fast with the clutch and accelerator pedals, the car will buck, forcing you to quickly release the clutch and start over. Although John said that the Wizard Control on the Special is functional, he rarely chooses to use it due to the scarcity of its parts, so we shifted without its aid. Perhaps the one demerit is the somewhat long gate, but it’s typical of the era.
Acceleration is smooth and steady, with just enough in reserve if needed, but it quickly becomes apparent that the Buick’s comfort zone is somewhere just south of 50 MPH or so; too much accelerator and the very low 4.60 rear gear starts to work against you. Its current configuration may not be suitable for modern Interstate driving, although John commented that an overdrive system would provide a quick solution for that. While the four-wheel brakes function properly, it’s still best to think ahead and not over-drive the car; stopping distance is still something to keep an eye on due to its mechanical functions.
Surprisingly, body roll is minimal while cornering, perhaps just a couple of degrees. Actual turning, however, still takes some effort from a complete stop. But if you are a quick study, it’s easy to adapt to the Buick and its intricacies, leaving a yearning for more open roads and lazy afternoons.
Owner’s View
My first recommendation to others contemplating the purchase of one of these cars, especially in regard to its restoration, is if it is of significant value to you. Transmission parts and rear axles are extremely hard to find, and restoring the body’s wooden frame is labor intensive, but if you intend to keep and enjoy the car, then some of the restoration costs become moot. Personally, I most enjoy the smaller size of the car, as it is the smallest Buick of that year, hence easier to maneuver than the larger-series cars. Yet it’s larger than the Fords, Chevrolets and others of the era. I often joke with younger folks that this Buick has all the modern features of a new car, if you count the automatic shift; it also has a hand throttle on the steering wheel center that I consider a cruise control. The driver is also eye-to-eye with most large SUVs and small trucks, so you have a commanding view of the road ahead.”
– John Scheib
1932 BUICK 57S SPECS
Base price: $1,080
Options on car profiled: Dual side-mount spares; clock; heater; bumpers
ENGINE
Type — Overhead-valve straight-eight; cast-iron block and cylinder head
Displacement — 230.4 cubic inches
Bore x Stroke — 2.935 x 4.25 inches
Compression ratio — 4.65:1 (5.09:1 optional)
Horsepower @ RPM — 78.5 @ 2,200 (82.5 optional)
Torque @ RPM — 160-lbs.ft. @ (undisclosed); (167 optional)
Valvetrain — Mechanical valve lifters
Main bearings — 5
Fuel system — Marvel updraft two-barrel carburetor; mechanical fuel pump
Lubrication system — Pressure, gear-type pump
Electrical system — 6-volt
Exhaust system — Single exhaust
TRANSMISSION
Type — Three-speed manual; synchronized 2nd and 3rd gears; single 9.875-inch diameter dry disc clutch
Ratios:
1st — 2.89:1
2nd — 1.74:1
3rd — 1.00:1
Reverse — 3.47:1
DIFFERENTIAL
Type — Spiral bevel, semi-floating axles, torque tube
Gear ratio — 4.60:1
STEERING
Type — Jacox worm-and-roller
Ratio — 17.0:1
Turns, lock-to-lock — 3.43
Turning circle — 38.5 feet
BRAKES
Type — Four-wheel mechanical, internal expanding
Front — 12 x 2.00-inch cast-iron drum
Rear — 12 x 2.00-inch cast-iron drum
CHASSIS & BODY
Construction — Steel over wood frame on ladder-type chassis with five crossmembers
Body style — Four-door sedan
Layout — Front engine, rear-wheel drive
SUSPENSION
Front — I-beam axle; 35 x 2-inch semi-elliptic 9-leaf springs; lever-type hydraulic shocks
Rear — Rigid axle; 56 x 2-inch semi-elliptic 8-leaf springs; lever-type hydraulic shocks
WHEELS & TIRES
Wheels — Kelsey-Hayes, steel wire
Front/Rear — 18 x 3.25 inches
Tires — Firestone, 3.25-inch whitewall
Front/Rear — 5.50 x 18 inches
WEIGHTS & MEASURES
Wheelbase — 114.75 inches
Overall length — 177.44 inches
Overall width — 74 inches
Overall height — 69.75 inches
Front track — 56.53 inches
Rear track — 57.12 inches
Shipping weight — 3,510 pounds
CAPACITIES
Crankcase — 9 quarts
Cooling system — 3 gallons
Fuel tank — 16 gallons
Transmission — 2 quarts
Differential — 2 quarts
CALCULATED DATA
Bhp per cu.in. — 0.341
Weight per bhp — 44.713 pounds
Weight per cu.in. — 15.234 pounds
PRODUCTION:
Four-door sedans — 9,766
Built for export — 175
PROS AND CONS
+ Affordably luxurious
+ Plenty of room for five adults
+ Upscale Full Classic styling
– Don’t try to rush the clutch
– Some mechanical parts hard to obtain
– Mechanical brakes equal extreme caution
WHAT TO PAY
Low:
$6,000 – $9,000
Average:
$13,000 – $17,000
High:
$22,000 – $25,000
CLUB CORNER
Buick Club of America
P.O. Box 360775
Columbus, Ohio 43236
www.buickclub.com
Dues: $50/year;
Membership: 9,000
614-472-3939
Antique Automobile Club of America
501 W. Governor Road
P.O. Box 417
Hershey, Pennsylvania 17033
717-534-1910
www.aaca.org
Dues: $35;
Membership: 60,000