To paraphrase a common saying: I am envious of those who see a Cord L-29 for the first time. One of the grand names of the Classic Age, E.L. Cord was bound to slap his own name on one of his cars of legend, and the L-29 was the first. Front-wheel-drive equipped in an era where Fords still had mechanical brakes, it’s not the mechanical specifications that strike the first-time viewer, but the styling. Imagine seeing one in traffic.
Oh yeah, I did. It was right around lunch hour in Lansing, Michigan, while I was sweating out traffic 100 miles from home in my ’63 T-Bird. What was I doing 100 miles from home?
One of my repair jobs this summer was to figure out an odd oil leak from the Thunderbird’s 390. On long freeway trips (70 mph for over an hour), I would find just a ton of oil pooled around the distributor. The engine had been rebuilt before I bought the car, and a “quirk” of the FE Ford is that the distributor mounts atop the intake manifold, unlike a small-block Ford (but much like a small-block Chevy). Once heads are milled and work is done, the distributor can become off-center to the corresponding hole in the intake manifold, causing a leak at the large o-ring used to seal it (it’s removed here so I can check the centering of the distributor).
That wasn’t likely my problem. My distributor is almost centered (not perfect, but probably close enough), but the boss for the distributor hold-down bolt is open to oil. On long trips only, it seems that oil would wick up those threads and cause a leak. Along with a new o-ring, I sealed the threads with Permatex #2 (I’m a little old school with my sealers), and after a 200-odd mile round trip at freeway speeds, I’m happy to report that the leak is gone.
To test my repair, I asked my dad along to the R.E. Olds Museum in Lansing, an annual trip for me (Let’s face it, all the museums within reasonable driving distance are an annual trip for me). On a normal day, there is a small handful of cars in the lot, but I arrived with dozens of other cars as the result of a car club tour visiting the museum at the same time we showed up. It was a little more crowded than I would like, but the parking lot was spectacular. Here are some highlights in addition to the Cord.
I love small ’60s station wagons, and one of my favorites has to be the ’65 Falcon Squire (although I’d prefer a Comet Villager). That it’s 289-powered is even better, as I imagine that many of these had the 200-cubic-inch six cylinder.
Certainly uncommon in America is this ’58 Ford Consul Convertible, which was apparently built at Carbodies, the makers of old London cabs. The distinctive top and car windows are the tell, as several British convertibles were bodied at the same firm and shared the Consul’s “upper half.”
Here’s the T-Bird, sweating nothing but cash after 90 minutes keeping up with modern traffic (and getting a terrible 12.7 miles per gallon).
Here’s another Bullet Bird, but this one is much more valuable than mine. It’s a ’62 Sports Roadster (although some people clone regular convertibles into SRs).
And another T-Bird: This one is a ’65 Special Landau (I’ve written at length about these before).
Although I’m not so personally keen on the modern Torq-Thrusts, this ’63 Buick LeSabre Estate Wagon is a practical wagon for modern-day American roads, although its fuel mileage is unlikely to be much of an improvement on my gluttonous Ford.
This Ranchero (a ’71, I believe) was a nice ride for two. Like Dentside Ford trucks, pre-1977 Rancheros have been growing on me for some time now, although I’d prefer a ’73 or ’74 El Camino.
This ’54 Bel Air was the last of its kind, as 1955 ushered in one of the most revolutionary Chevrolets of the 20th century. I may save the ’62 LeSabre in the background for a closer look later on – I really liked that one.
I don’t usually get too excited about these big Eldorado convertibles, but the color is right up my alley, as are the matching wheel covers.
I went through a period about 20 years ago where I might have owned a ’48 Nash Ambassador if one had come along. In hindsight, I don’t know if it’s for me, but it still looks like a fun ride if you like that prevailing ’40s car look.
This is a ’35 Dodge. That’s all I know about it, as ’30s Chryslers take up a lot of my automotive blind spot.
This ’56 Cadillac Eldorado took up even more space in the parking lot than my T-Bird did. The ’55 Coupe DeVille is my favorite Cadillac, but the ’56 isn’t too far behind.
This very nice ’64 Riviera made me envious that I hadn’t driven my ’63 to the museum, but I got over it quickly.
Sometimes, the best laid schemes o’ mice an’ men gang aft agley, and you’re surrounded by crowds of visitors at a more commonly quiet museum. On the other hand, those visitors also sometimes share a hobby with you, and it works out all right.
On the surface, driving an old car in today’s traffic doesn’t make a lot of real sense. First, they’re hot and loud to drive in the summer with the windows down, sticky vinyl exacerbating the general aura of passing semis and engine smell seeping through the firewall. (All of this is partially my fault; I’ll probably never own an old car with air conditioning that works because I like having the windows down.) On top of that, fuel mileage is, at best, mediocre and safety features are laughable.
But you drive an old car for all the same reasons that Harley riders “live to ride”; nothing else will quite do. It’s not simply nostalgia, although every time I drive my ’65 Mustang, I think back on my teens and twenties (back in the ’90s and ’00s), throwing a beach towel over the sun-baked vinyl before a three-hour drive home from wherever, all four windows open, speeding down a two-lane, tree-lined country road. Nope, it’s important not to fight your instincts too much. Though I’ll never be a Power Tour long-haul guy driving 5000 miles in a week because that’s in the itinerary, there’s little better than heading out for the day in something that time has passed by but is still somehow just right for the job. It looks like these folks all feel the same way.
Some collection and great comments! It’s good to see some old cars in good shape. Love that L-29. When I was a boy in The Bronx there was a garage on Tiebout Avenue north of 182nd Street that not only was a car repair garage, but a place where at least twenty-nine cords were stored by members of a Cord Club. Little Tommy used to skate over to the garage with his friends to look at those cars. It was just post war, 1948 and on. The garage owner realized that we were not going to touch these treasures, so he let us snoop around whenever we wished. Little did I know that The Cord had ended its era.
Twenty-nine Cords in one place might be a record only broken by the ACD Festival in Auburn on Labor Day!
Great photos, and that last paragraph is just pure CC gold.
Thank you, sir. 🙂
The L-29 is one of the most dramatic designs of all time. Most impressive is that even after nearly a century, it is still not much taller than the line of cars in your photo, which are all from the peak of the era when longer and lower were the goals.
I have always been baffled at Cord’s ideas about production – He already had a modest operation in Auburn, Indiana (near the Michigan state line) and the boutique that was Duesenberg in Indianapolis (maybe 120 miles south southwest). Then Cords were built in Connersville – 60-70 miles east of Indianapolis, and not that far from the Ohio line. Not a lot of efficiency there.
Also baffling is the fuel mileage you are getting from your Thunderbird. The Ford 390 could be a pretty economical engine when it was set up properly. The one in my 67 Galaxie (though a 2 bbl and aided by a tall axle) could routinely hit 16-17 mpg in highway driving. 12 mpg was the high end of what I got in city driving, and I had to really thrash it in city traffic to get mpg below 10. Of course, that was in the pre-ethanol era.
Yeah, I’m not sure why the mileage is so dismal, although I’ve read a lot of stories about FEs being gas hogs. I remember driving my Mustang back when gas wasn’t quite so unsuitable for carbureted vehicles, and it would consistently get 18 miles per gallon. Now, it may do that on a long trip, but that is a celebratory affair.
I have gotten as high as 15 mpg with the T-Bird. I’m running the original Autolite 4100 on it, and I’ve checked the tune with my wideband O2 sensor. It’s actually just a touch leaner than I usually aim for, but well within range and it runs fine. I have the timing curve set just about right, although the vacuum advance canister is older and those can fail at any time. I ought to check that.
Aaron, your 12.7 mpg on the 1963 Thunderbird does not sound that bad to me. We bought our lightly-used, pristine 1965 T-Bird in 1967 and I remember it was a good day when we got 12+mpg. If my Dad’s (or my) lead foot got any action, single digit mileage was not that uncommon. It’s a heavy car and was not known for good mpg – see the contemporary road tests. For a 1962 Sports Roadster road test, Motor Trend reported “9.8-mpg overall average. This included a 13.4-mpg high for open-road cruising, a 10.6-mpg recorded in normal city traffic, and the 7.5-mpg low chalked up during our Riverside [raceway] tests.”
Honestly, those numbers are about what I get most of the time; it’s pretty thirsty. My average fill up if I’m not doing a couple hundred mile trip is 10-11 mpg. Well, it’s a nice looking car anyway. 🙂
Although the initially Auburn production took place at Auburn through 1927, E.L.Cord purchased the Connorsville, IN manufacturing complex where Lexington, and McFarlan cars and Ansted engines plus other industry suppliers were located. This move was to expand the volume production capabilities of Auburn and Cord. Cord had also acquired Lycoming engine company in Williamsport, PA and Limousine Body Co. in Kalamazoo, MI building his automotive empire.
Interestingly enough, once the Auburn production was moved to the larger Connorsville facility, Cord L-29 production took place in Auburn, iirc, in the building behind the headquarters building that is now the ACD Museum. That Cord L-29 production space is now the NATMUS museum.
“The Cord and the Falcon” sounds like a great title for a book to me. I am just not sure what kind of book it would be! 😉
Sounds like a great children’s book. 🙂
Beautiful cars! Nice writeup! Don’t feel bad @ your mpg: my 350 ’88 Camaro only gets 14-15 if I take it easy, might hit 20-21 if I did enough steady speed highway driving however I don’t. 🙁 Still the ol girl is fun to drive!! DFO
I’ve found that 14-15 mpg is about my fleet average, as well. I don’t think we’ll be meeting CAFE standards this year.
Great selection of photos. The English Ford Consul is pretty rare in England as well, I’m a year older than the one in your photo and can’t remember the last time I saw one. But then I’ve never seen any of the other cars on the road, which is one of the reasons why I visit this site.
Were all the English Fords of that type Consul when they were exported to the USA?
I would have thought it would have been more likely to be a six cylinder Zephyr or Zodiac here. If you were spending all that money to buy the convertible it wouldn’t have been much more to pay for the Z car.
My parents drove a Consul when I was born in 1957. In 1959 they replaced it with a Zephyr after the Consul was totalled in a crash. There was another Zephyr and an Anglia in our suburban Philadelphia neighborhood, but no Consuls. I never saw a convertible English Ford on the street.
I have this 1959 ad for British Fords, so I assume the Consul was the top-of-the-line export. Anyone else have any ideas?
EDIT: I just noticed that Zephyr and Zodiac are listed in the lower right corner, so I assume they were available.
Thank you Aaron, that is a great advert. Typical small people seen only in old car adverts.
I’ve now found the British prices, including tax, in 1956 were £781 for the Consul, £871 for the Zodiac and £968 for the Zephyr saloons. £946, £1036 and £1253 for the equivalent convertibles.
So my previous comment was invalid, the Consul convertible was cheaper than the Zephyr saloon and the Zephyr convertible 32% more than the Consul. Quite a big premium for the extra 2 cylinders, although you did get a 10mph increase in top speed to 88mph.
Thanks for sharing, Aaron! Glad you had a safe and productive annual visit and could share the experience with your dad.
You’re welcome, Sam! Dad likes to ride in the cars and wave back at people. 🙂 I know he’s reading this, so he’ll get a kick out of that.
Aaron: I will anticipate your investigation into that ’62 LeSabre two door sedan. Without checking any reference material I am guessing that had to be the last or close to the last year of that body style for a full sized Buick. I’ve seen a ’61 Olds Dynamic 88 two door sedan which is also a very uncommon car but can’t remember spotting a similar Buick. Certainly there was a very limited market for these.
I hope you’ll tell us that it came over from Flint.
You’re right – the ’63 LeSabre was the last two-door sedan for good reason. They sold fewer than 10,000 units in both ’62 and ’63. (I had to look that up.)
The Buick did have a Michigan plate, but I didn’t talk to the owner, so I’m not sure where it’s from. I would not be surprised if it’s from the Flint area.
The 62 LeSabre 2-dr sedan is my car…I work part-time at the museum. My grandma bought the car new off the lot from Garber Buick in Saginaw, MI. It has very few options (no power steering or brakes, reportedly she was disappointed manual transmissions weren’t offered that year). I inherited the car in 1986 with 32k miles and it now has 59k. She’s a good old girl…and you’re right, the 2-dr sedans are the least common body style in those years and to save cost the roof style is identical across all GM lines.
Thanks for coming by the museum, we always appreciate our patrons. Last Friday the Cord was back with a dozen of his co-makes and a Duesenburg(!) that drove in for an ACD club tour.
FYI – The R E Olds Museum’s annual show is coming up July 29th.
What a cool story! I’m glad you are taking care of your family heirloom; it’s in excellent condition.
It’s great when a CC member runs across another member’s car! A very special moment in the hobby.
Excellent article and great finds. I do love that Falcon Squire wagon. Very nice.
Thanks Jeff…
I was in Lansing last month, mostly to visit some of my wife’s relatives who live there. As we were driving on I-69 en route to her cousin’s house, I saw several classic Oldsmobiles, and I thought “wow, these Olds drivers really love visiting Lansing.”
Little did I know, that was the day of the annual Oldsmobile Homecoming car show – a huge event that was only about a mile from where we were visiting, but I couldn’t get away to go there. Grrr.
Your impromptu car show here is incredible. Seeing a Cord in an everyday setting must be surreal. It looks even more dramatic stopped at a traffic light surrounded by somber modern cars and a drab urban landscape than it does in a well-orchestrated photo.
That Ford Consul is really impressive to me to (though for different reasons) – that’s a car I’ve seen so rarely, I doubt I’d recognize it at first glance. It’s great to see one on the road.
I think the Oldsmobile Homecoming is the same weekend as Motor Muster in Dearborn, so I never make it down there for that show, although I’d like to one of these days.
I’m not sure about Motor Muster, but the Olds show is always the day before Father’s Day.
As RM said above, the Museum show is the 29th, and could be worth the trip.
I don’t think I have a ton going on that day until the evening, so it might be worth a jog down there.
Shooting the back end of a Cord over the hood of your T-bird. . .Priceless.
I was a little taken aback when I saw it actually; I’m glad I was able to catch it at the stoplight. How often is that going to happen?
What a great selection of cars. That Reo is amazing all by itself. That Ford Consul Convertible is extremely rare. Maybe more so than the Reo these days?
I like those “big” English Fords, but I know for sure I’ve seen more L-29s in my life.
The L-29 was and still is a stunner. It and the similar Ruxton were impossibly low and sleek for the times, thanks to their FWD layout, which made it possible.
But the timing was bad, and folks tend to be conservative.
Those Ruxtons were wild…so low, and they looked lower with those crazy striped paint schemes and their wheels pushed out to the corners.
While I still fervently believe that the Cord 810 is the most beautiful car eve made (and I’ve been unshakable in that belief since the mid 1960’s), the L-29 is definitely the most beautiful car made, pre-1934. I had the chance of looking at one a few years back, combined in a category with about fifteen other 1925-33 cars. Including a couple of custom bodied Packards. To say the Cord blew them away was an understatement.
The 810 has to be right up there; I’ll take this ’36 Westchester. I’ve always preferred the four-door 810/812s.
Great episode of the CBC kids series The Forest Rangers from 1964. Featuring a ’64 Chev Chevelle wagon (1:38), a ’64 Ford Falcon Squire Wagon (7:07), an Ontario Department of Lands and Forests GMC Stepside pickup (13:55), and an Ontario Department of Lands and Forests Fargo pickup, in the opening credits.
I’ll take the Falcon Squire!
Times two on the Falcon, and it got quite a bit of screen time. The soundtrack might be correct; that GMC sounds like it might have actually been a V6.
There is definitely something about driving to a car museum in a potential exhibit, and joining others there. Your T’bird looks great.
That English Ford Consul is a bit of surprise in Michigan surely – were they really sold there in rare convertible form? Here’s one I saw earlier (about 6-7 years ago actually.)
That 55 Cadillac Eldorado looks to be a statement – but what are the intake trumpets (or what looks to be) on the rear deck. Are they for an aircon system?
Thank you! Yep, those inlets are for the air conditioning, much of which was mounted in the trunk.
Here’s an article by Tom Halter:
https://www.curbsideclassic.com/blog/cold-comfort/cold-comfort-1955-cadillac-fleetwood/
Well I’m jealous. I suspect I’ve been through that intersection on Cedar Street a couple thousand times, and have never seen anything half as cool as a Cord. I do have to admit that as impressive as the L-29 is, I find the 810/812 much more attractive.
Thanks for sharing, great pics and I hope to ‘do’ the Olds Museum next year. Fingers crossed.
If you’re coming to Michigan, make a list. You could spend a week here just going to car museums.
On the surface, driving an old car in today’s traffic doesn’t make a lot of real sense. First, they’re hot and loud to drive in the summer with the windows down, sticky vinyl exacerbating the general aura of passing semis and engine smell seeping through the firewall. (All of this is partially my fault; I’ll probably never own an old car with air conditioning that works because I like having the windows down.) On top of that, fuel mileage is, at best, mediocre and safety features are laughable
But you drive an old car for all the same reasons that Harley riders “live to ride”; nothing else will quite do..
Truer words have not been spoken Aaron! Like your cars, neither of mine have A/C, but I too love to drive with the windows down in my old sleds, so I am not sure I’d use it even if I did have it. Yet despite the lack of modern conveniences, I still love every minute behind the wheel of these old cars far more than any modern machine.
That L29 is absolutely stunning! I have never seen one in person, but have seen several 810/812s. In fact, my mom’s old boss used to be a car collector and had a couple of Cords 810s, which were his pride and joy.
Nice to hear you go the oil leak on the T-Bird sorted out. You are lucky that you live in an area with so much automotive history and museums, it sure makes for some great cruises.
Thanks Vince – If you get a chance and you’re back in the states, it’s worth the drive over to Northern Indiana to the ACD Museum and NATMUS. You’d love it.
You really hit the nail on the head with the comparison to Harley riders. Except that Harley riders have the option of buying a new model that manages to maintain the heritage in a modern design. After HD brought out the first LowRider, old time riders started to switch over to new bikes. The Wide Glide, Soft Tail, and the Hertitage Softail weaned most bikers away from the old standards. When I started riding in the early ’70’s most bikers still rode Panheads, and Knuckles, only the “rich” guys rode the newer Shovelheads. I rode HDs for over 25 years, after years on Hondas and Kawasakis.(which I really enjoyed and loved)
You’ve got some great cars Aaron, The Bullet Bird, and the early Riviera, not to mention the old Buick. Kudos on keeping and using your fleet.
I’ve kinda followed the lead of modern HD riders, I just bought the last version of the Buick Riviera, a supercharged 1997. I’m still sorting it out, but it drives just like a modern car. I kind of cheated, but at least I can attend ROA events again. And it even qualifies for AACA events.
I think I saw your Riviera over on the AACA page, Jose. Looks nice! It may not be a surprise, but the ’95-’99 Riviera is probably my favorite ’90s car.