This black ’62 Biscayne has become a regular in my neighborhood starting a couple of weeks ago. I usually see it across the street from my rentals, and have been deciding whether to shoot it or not. Given the wheels and tires, I assumed it had a hot SBC under the hood, like so many of its kind. Well, looks and crossed-flag emblems can be deceiving; more on that later. Anyway, as I was headed off to an errand, I saw it sitting in a different place, just down a few blocks from my house, with two young occupants sitting in it. Hmm; having a chat?
When I came back, I saw this scene: the Chevy was getting readied to be towed off. Time to pull over and document the goings-on.
I introduced myself, and asked what happened. “The brakes gave out”. I instantly thought of its single-circuit master cylinder, as well as the one in my ’66 F-100. It’s something that nags at me from time to time, especially the other day when my pedal seemed a bit low. It was probably just the automatic adjusters needing a bit of a run in reverse. Fortunately, his didn’t go out all at once; the pedal dropped some, he kept driving a bit more, then a bit later it really started to sag all the way down, and he pulled over.
I asked him what was under the hood, wondering if it was the original 327, as per the front fender emblem. “It’s the 235 six, stock, with the Powerglide”. Now that was a bit of a surprise, given the wheels. And I had never actually heard it running, otherwise it might have been obvious to me. It just needs some steelies and dog dish hub caps to make the look more consistent.
I often ponder contingency plans in the event of a catastrophic failure. I’m not sure how effective they would really be; my hand brake is pretty feeble. Maybe carry a log with a chain around it to throw out as an anchor, like the covered wagons did when crossing the steep mountains. The best plan would be for me to get a dual circuit master cylinder, and replace any funky brake lines, especially the flexible rubber last segment to the wheels. They’re original, no doubt. Two hints within the same day: time to act on them.
Nice car, I appreciate that at least one of these still has the six.
At least the old iron GM dual circuit master cylinder has separate reservoirs for front and back. Vehicles now have a single reservoir so if you have a failure you’re done.
We returned from an interior canoe trip in Algonquin Park once to find our Windstar had blown a steel line. We drove it out, but the parking brake on that vehicle was almost useless and it was a slow and white knuckle drive to find a garage.
Isn’t there still a divider part-way down the reservoir so that the good circuit will still have some fluid in it?
They have a divider in them. It is not all the way to the top though so that the side with the leak will take longer to go dry. But the good side will still have an inch or so of fluid all to itself. One of the reasons they divider is down lower is to make it so a single float can monitor the overall brake fluid level.
Can’t believe someone hadn’t dropped in something to replace the inline six. I would go with a 409 myself along with steelies and dogdishes.
That’s what everyone says, but then you wouldn’t be able to drive it regularly and it wouldn’t be a CC anymore.
Viva los seis!!
You couldn’t drive it regularly because the cost of fuel? A modified car can’t be a CC?
You couldn’t drive it regularly because, assuming that 409 is getting the usual kind of setup for someone taking the trouble of swapping motors, its now become powerful, high strung, and more suited to the quarter mile than a run to WalMart.
A modified car is a hot rod. I’ve always looked at CC’s as being cars that are kept to original and if not in daily use, being used more than a show queen.
they did offer a tamer version of the 409 with the P’glide. i think you could definitely build one to be a driver but admit a SBC would be the easier route. A 327 would have been possible theoretically back in the day. but upgrade the brakes at least. anyone ever lurk on http://twodoorpost.activeboard.com/? Can’t get enough 2 door post sleepers.
A hot rod can also be a CC. They have been featured here before, sometimes to your dismay Syke. 😉
I was thinking more along the lines of “actual daily driver CC” as opposed to “suitable for this website CC”. Hot Rods are definately suitable for this website.
The issue seems twofold, first off the increased cost of operation for a big block, and second the increased investment and percieved value of the car. Both these factors discourage daily operation. Also a high performance drivetrain is fun in 1/4 mile bursts, but can be unpleasant to live with daily.
I can’t give BOC too much grief here, because I know he walks the walk.
However I have known several guys (mostly, ahem, GM guys) who “improved” their classic cars until they were too dear to leave on the street, and/or unpleasant to drive. Then they sold them, so how’s that an improvement?
I agree that a modified car can be a CC. In fact, if I owned this Biscayne, having a 235 six and a PG would make me not want to drive it often. I having owned numerous under powered cars, and I didn’t enjoy them due to the lack of power, even if I liked the rest of the car. A mild 327 with a TH350 done tastefully would make the car much more enjoyable to drive as well as maybe some minor improvements to brakes and suspension. These things can be done while making the car still appear mostly original, while improving safety and performance. Nobody saying it has to have a 409 with dual quads a lumpy cam and 4.11 gears.
You definitely wouldn’t drive a 409 regularly in the UK!
Here’s a way we could maybe satisfy the Hot Rod camp as well as the Classic camp…
Build a warmed up 261 stovebolt and maybe put a Hydromatic behind it!
How much of that “fawn” colored interior paint do you think Chevy used in the early-to-mid 60’s? The interior of our ’62 Bel Air had it; the interior of our ’65 C-10 had it (they all did)-where else did this ubiquitous color show up? Seeing it makes me all nostalgic and wanting to post a comment on CC.
Great find, Paul. 235 and Powerglide is a great combination for cruisin’. You know you will get there, especially when you have no where particularly to go.
It’s odd that it would have the 327 fender emblems, yet a six under the hood. One would think that if it came from the factory with the V8, it would be much simpler to swap in another V8 (rather than going with a six) if something went south with the original. Maybe there’s a story behind that one.
I think the most likely explanation is that the owner added the 327 fender badges and the car is a bit of a poser.
+1 I can’t exactly imagine someone getting rid of a 327 to swap in a six. It’s a lot easier to swap badges. And back in the day, that was done commonly; bragging rights, until you start it up. It was more effective with the 283 under the hood.
They look cool and were likely added by some owner that liked them. But, with over 50 years of history behind it, something as simple as a sheetmetal swap to make repairs can’t be ruled out. The wrong trim is part of what comes with many scrapyard parts.
My dad had a 63 Ranchero which came from the factory with a 260, but by the time it reached him it had some indeterminate straight six. At some point, it was just an old car, and when the V8 died it [presumably] got replaced with whatever was available to the owner at the time.
Having lost the brakes once in my ’66 T-Bird, and luckily coming to a rest against the bumper of an old Honda Accord whose driver saw what was happening in his rear view mirror and slowed down in front of me, I can attest to the need to upgrade to a dual circuit master cylinder. Originality isn’t worth much if your pride and joy is smashed up or worse, someone is injured or killed. I have upgraded the T-Bird and my ’64 1/2 Mustang. It isn’t an expensive fix, especially compared to the potential cost/damage.
Many many moons ago my dad had a ’52 Chevy pickup, and on one occasion my late older brother was driving it when a brake line burst. He used the side of a brand new ’76 Cutlass Supreme as brakes…
Ah, the old single master cylinder. You should both replace those master cylinders with something more modern. I’ve been a car nut since my early teens and have done some very stupid things carwise in the past. The most frightening vehicular experience I had, however, was not extreme speed, taking corners on two wheels, or jumping hills. I was in my late teens; it involved an early 60’s GMC 1 ton farm truck. It had the straight 6, 4 speed bulldog, and a 12 foot flat. Also, it possessed a single cylinder master cylinder. We used the truck for tobacco and hay work primarily. That day it was hay; we had just loaded the truck and two 20 foot steel wagons. “Five high and double tie” was how I described my loading. I pulled the truck out of the field and headed down the lane-and-a-half country road where the field we were working at was located. In about a mile the road formed a “T” with a two lane road. I had moved through three gears in that mile…and now was time to slow the convoy down. I put my foot onto the brake pedal only to have it “squish” to the floor; another pump, the same reaction. Frantically, I jammed the clutch to the floor and pulled the gearshift back to second…the straight six howled. After a few moments I tried to do the same with low gear, but it wouldn’t take the gear. At this point the GMC probably wasn’t going 10-12 mph, but I didn’t want to take the 90 degree turn that fast with the load I had behind the truck (plus there could have been other vehicles on the road). There were homes and yards on the right hand side of the road, on the left a ditch and an embankment (uphill). I veered to the left. The truck jumped the ditch, as did one of the wagons. The other wagon wound up with the front wheels in the ditch and the remainder in the road. I hadn’t lost a bale of hay. I unhooked the wagons (one of which suffered a mangled tongue) and drove the truck back to the farm. We hitched a tractor to the wagons, got them out of their predicament and took them where they were originally intended to go. Looking over the ton truck, it became evident that one of the flexible rubber lines on the front that goes to a wheel cylinder had burst, dumping the contents of the brake reservoir out as the truck was in the field being loaded. The next day the truck not only got a new rubber hose, but a new dual reservoir master cylinder as well as new brake lines, etc… Twenty years later, I still see the ole GMC on the road from time to time. Next time I see it I might try to snap a few pics for CC.
My aunt and uncle had a black ’62 BelAir, looked just like this coupe, as a 2nd car in the early 70’s. Ran like a top with I 6 and PG. Had a cool red vinyl inerior, too. Drove to Springfield IL no problem.
When they put it up for sale in 1973, they sold it fast to teenager for 1st car.
We’ve had brakes go out twice in our driveway due to rusted-out brake lines (once each per son).
I had the brakes fail on my ’99 F-250 4wd Powerstroke last fall, in town, coming up to a stop light. Thankfully I had “just enough” brakes to get it stopped halfway into the intersection. When the light turned, I crept a mile or so to the interstate ramp and took it straight to the shop I use, which thankfully required only a couple more stops at rural intersections.
$1,000 later, I had new wheel cylinders, rotors and pads on all four corners plus a new front axle u-joint (“just because”). I think they automatically double the price if you have 4×4 decals, and double it again if it has a diesel.
I also had the brakes fail on my ’64 Beetle years ago, but with mindful driving and planned use of the handbrake, it was fairly easy to get it home to make repairs.
I have had master cylinder failure on my old single circuit VW’s in the past. The handbrake if well adjusted works pretty well on them since most of the weight is over the rear wheels, that, combined with light weight and an all syncro 4 speed does a decent job of getting you stopped. Drove further then I should admit to get home a time or two. One time the 70 C10 dual circuit master cylinder leaked out after sitting for some time. The pedal went right to the floor with no brakes at all. I was backing up and just hit the parking brake. The cylinder was dry, and the firewall was covered in fluid and blistered paint. The Jetta recently blew a wheel cylinder, The pedal was a little low and I found brake fluid on the rear wheel. That car has diagonal circuits so you get one front and one rear. Works pretty well.
In 1962 the Oregon State Police had some Chevrolet Biscayne two door sedan cars like this– solid navy blue. Well equipped 327 V8– do not remember but I think they were 3 speed manual transmissions, tight suspension and highway geared rear ends. One of my college friends purchased one of these about 1966. I rode w/ him several times from Astoria to Eugene. That car was fast!
That 62 is just fine the way it is-or with dog dishes, or with a 283, or with a 327. Or whatever, as long as it isn’t some monster motor that makes it basically unusable–see too much of that. I do think the interior on this is better than most: new and improved but still tasteful. By the way, I have similar impressions of those old cop motors. A friend had a ex-state police 1960 with a 283/overdrive that just wouldn’t quit. It really gave me an appreciation for the Chevrolet small block; a 327 would surely be better still.
Had the brakes go on the ’95 Accord. Thankfully i was coming uphill at a stop light off the highway and i had a 5 speed with a good parking brake. The pedal had some feel, then it would just melt away underfoot.
I was able to pull over, so i got out and looked around and couldn’t find a leak. Drove it home after stopping (well, kinda) for a new part on the way. When i replaced the master cylinder, i found out the primary seals in the old MC had gone to hell and back, explaining my predicament. The secondaries were on their way out too, and then it would have been game over.
Nothing scarier than having the brakes fail on the highway.
Wow that brings back memories. In the early 70s my 50 Ford F-1 lost its master cylinder coming home from night class. Fortunately it had a big gnarly hand brake that was reasonably effective. Drove slow and took back roads when I could. Not much traffic at that time of day. Made it hame safely with no drama.
As far as 409s go many base horsepower 409s were sold in sedans and wagons for people who towed campers and boats back in the day. As far as fuel econony, Ouch. Plus I’m happy to see someone in Eugene finally has good taste in old cars ;-).
Funny, I was on vacation when this came up, and I had been recalling some of my older cars with single master cylinders. My 59 Fury had a wheel cylinder leak for awhile, which was certainly something to stay on top of with a single system. In its wisdom, Chrysler put the master cyl directly under a big bellows-style brake booster which made removal of the lid and adding fluid a class-A bitch.
Gad, this car brings back memories of my college roommate’s 62 Bel Air 2 door sedan with the same powertrain. There is a reason everyone puts engine, tranny and suspension upgrades on these – otherwise you are driving a bigger, better looking 1952 Chevrolet (that doesn’t handle as well as the original). Great if you like the occasional experience of obsolete machinery, but awful to actually drive.
My ’68 el Camino with manual steering, manual brakes and standard transmission on a 250 six lost a brake circuit coming off the interstate when I was on a beer run in college. I stepped on the brake pedal and no response! I mashed the brake pedal to the floor and it feebly grabbed a bit so I started pumping! I finally stopped just a little past the stop sign with the help of downshifting the three on the tree from third to second to first. All this while steering my way down the offramp with a 35 mph suggested speed sign. I imagine I wobbled a bit. My passenger looked woozy but applauded when I looked over afterwards.
Nice car ~ .
If they’d done the recommended biannual brake fluid flush and replacement , the brakes would prolly not have failed .
Glad no one was hurt ! .
Those 235’s were plenty good enough then and now , sadly few ever bother to tune them properly .
Hot Rods are very cool indeed but 90 + % of them get modified until they’re no fun to drive then get sold , meanwhile I’m still passing them in the twisty bits and logging more miles a week than they do in 6 months , all on my old Chevy I6 and TH350….
Some folks just gotta whine and complain no matter how wrong they are .
-Nate