My 1946 Plymouth Special Deluxe Club Coupe – The Adequate Hobby Car Of Lifetime

The Importance of Being Adequate.

I purchased this car last February and have had a year to drive it and familiarize myself with its features and history. This is an older restored vehicle, though it retains its original drivetrain as well as a six volt electrical system. I estimate that the restoration happened sometime in the mid 1980’s and was done to the standards of the time, repainted in a two stage base/clear coat finish. The carpet is not authentic; it’s nylon cut pile material. Luckily the interior was reupholstered in period correct appearing fabric. The seller had owned the car for 37 years and had bought the car already restored. He drove the car often, and used it as a frequent if not daily driver.

Since its introduction in 1929, Plymouth enjoyed great success and became the second best selling car from the Big Three. For a time Plymouth was a bigger seller than Ford. However after the seller’s market that followed WWII ended, Plymouth fell to third place. The Chrysler corporation had a reputation for quality construction as well as for advanced engineering. They spread this advanced technology throughout their entire line up of cars. Even as the lowest priced make, Plymouth had many advanced features, especially compared to their competition.

Plymouth had embraced a fully steel built body back in the late 1930’s. My ’46 has a more advanced chassis in comparison to a contemporary Ford, which used transverse leaf springs front and rear with a beam front axle. The Plymouth boasted independent front suspension with Hotchkiss rear drive; parallel leaf springs with an open driveshaft –Ford and Chevy retained torque tube drive for many years. The Plymouth’s front brakes are a double leading shoe design with two wheel cylinders, this results in better braking with less effort. The four wheels were controlled by advanced aircraft style tubular shock absorbers, which resulted in better control and cooler operation.

Today, many people might criticize the flathead six cylinder engine as being dated. However, while the Chevy straight six did have an OHV set up, it had an inferior partial splash lubrication system and the main bearings were sensitive to sustained high speed driving. The flathead V8 in the Ford has become an icon, and rightfully so. Producing 100 hp. it did deliver more power and performance than either the Chevy or the Plymouth, but they were known to have cooling issues. The Ford V8 also had only three main bearings supporting the crankshaft.

Chrysler Corporation considered its flathead engine to be a perfected device. The engine had a fully pressurized lubrication system with four precision main bearing inserts, as well as an oil filter as standard equipment. The exhaust valves had hardened seats. The cooling system was fool proof and kept the engine reliably cool in operation. This flathead engine enjoyed a reputation as a smooth running, reliable and durable design. It was used in cars until it was replaced by the Slant Six in 1959. The engine was then used as an industrial and forklift engine for more than another decade.

Plymouth retained the three speed manual transmission with synchronized second and third gears. Plymouth never used the Fluid Drive transmission and didn’t gain an automatic transmission until the mid 1950’s. The inherent quality and advanced engineering built into the Plymouth resulted in it being a bit more expensive than its competition. However they were known for their quality and durability. This resulted in higher retained value. In many ways they were comparable to modern Toyotas and Hondas, and buyers felt that they were worth the extra cost.

During my research I learned that the 217 cid 95 hp engine delivers 172 ft.lbs of torque at approx. 1,200 rpm. This type of power band is typical of engines of this era. The car can easily be started in second gear and shifted into third at 35 mph. It easily idles along in first gear without the need to slip the clutch. It can be driven as low as 10-15 mph. in second gear, once in motion. Top speed was claimed to be 80 mph. by the manufacturer.

That doesn’t sound like much today, but consider that the highest speed limits at the time were only 50 mph. on open highways. During WWII, the national speed limit was 35 mph! There wouldn’t be a freeway available for another decade and a half. Consider also that the car only weighs approx 3,000 lbs. which makes the best use of the available power. The Plymouth was a standard-sized large car; when most cars were much more compact. There were smaller models available from Studebaker and Nash prior to the war, but standard-size would grow much bigger during the 1950’s.

My Plymouth is the oldest vehicle that I have owned and driven. I thought that it should be fine around town and on local expressways, which have a 45 and 50 mph. speed limit.

The bigger concern would be about the brakes. How would this thing stop?

During my test drive I was impressed by the braking power; it seemed to stop easily and quickly. Of course I always allow ample following distance. Back in the days that I took driver’s education, the rule was to allow one car length for every ten mph. of speed. You don’t hear or see much about that rule anymore!

I was surprised that the car had never been fitted with seat belts during its almost eighty years on this planet. Now, I’m not naive, I have no expectation that adding seat belts would make it as safe as a new Volvo, or any Volvo for that matter. I added them because I would like to minimize the possibility that I would be thrown from the car during a collision. Doors flying open were pretty common back then, it wasn’t until the late 1950’s that American automakers designed better door latches. But any improvement is certainly worth it.

The car wasn’t originally equipped with turn signals either, but during the earlier restoration, it was rewired and turn signals were added. They utilize the existing right and left tail and parking lamps and are controlled by a toggle switch on the left side of the dash. There was only one brake lamp on the rear, it is located above the trunk handle and was pretty dim.

I pulled the light assembly and was surprised that it did not have a reflector behind the bulb. The bulb merely projected a 1/4 inch above the surrounding sheet metal. I used some aluminum foil around the lamp to reflect the light of the bulb. I also replaced the existing bulb with a brighter unit. This prompted me to pull all the light assemblies. I cleaned them and fitted foil reflectors, as they were of similar construction as the brake light.

To be honest I was quite concerned about the feeble brake lamp. I had a fear of being rear ended by an inattentive motorist. I decided to build my own version of a CHMSL; a Center High Mounted Stop Lamp, which would visible through the rear window.

At a local swap meet I found a pair of antique trailer lights with cool glass lenses. I rewired them and built a stand to mount them on the rear package tray. I wired them through a relay circuit so that they receive a full size volts when activated. Now I have three bright lamps indicating that the car is slowing to a stop. They are quite visible and modern drivers are used to looking for CHMSLs.

Safety features are lacking, though I suppose that was common for all cars of the era. As I’ve written before, when you are driving a vintage car, you are operating in driver and occupant safety conditions and standards of that time.  And there weren’t many!

It has dual windshield wipers, but they didn’t work when I bought the car. I learned after I disassembled the wiper motor to rebuild it that they were probably never operable after the restoration. The vacuum motor was completely clean and dry inside without any indication of lubrication. My car was never equipped with a heater, and more importantly a defroster. There also aren’t any sun visors mounted. Of course, the driver was probably wearing a fedora back then, which can block the Sun’s glare.

An interesting feature with Chrysler corporation cars is that the parking brake does not operate off the rear brakes. Instead, Mopar used an external band brake on a drum mounted behind the transmission on the drive shaft. This was touted as a noteworthy safety feature, as this system is completely separate from the service brakes. I suppose that it avoids the problem of a leaking axle seal or wheel cylinder fouling the brake shoes and leaving the driver without any back up brakes.

This was another item that didn’t work when I bought the car. The seller was quite honest and told me that it was inoperative. He just left it in gear when he parked. The hand brake lever swung through its arc, but would no longer ratchet and hold the brakes. This was due to a broken spring; the lever had also been adjusted so that it did not engage the brake at all.

I located a vintage replacement spring for the lever and installed it. The most expensive little spring that I’ve ever bought! After a band adjustment it holds the car when in neutral.

Luckily my car, and all Plymouths, have a manual three speed transmission; leaving it in gear will hold it under most circumstances. Higher end Mopars like Dodge, DeSoto, and Chrysler featured Fluid Drive, which would allow it to roll away even when parked in gear due to the use of a fluid coupling.

Interestingly enough, the original buyer popped for a radio, this would have been an extravagant expense at the time. They also selected a Special DeLuxe model which has a bit of extra trim compared to the base model. As you would imagine, the radio currently works as well as the wipers did. I don’t know if I’ll have the radio repaired, as there isn’t much to listen to on the AM band. It doesn’t seem like a worthwhile investment at this time.

One thing that I particularly like about the car is its compact size. Even though it is a full sized model, it fits easily in my average sized two car garage that it shares with my ’06 Mustang. Most of my other older cars were much bigger and barely fit inside. I have to admit that I did the right and smart thing this time (for once!), and bought a fully operational, already restored car, instead of a project. I got to enjoy it right away, and there are still plenty of little things that I get to work on.

There is pretty good parts availability for mechanical and trim items.

Another aspect that appealed to me about the Plymouth is that it’s almost a completely manual/analog car. There are electrical systems for the ignition, starter, instruments and lights, but the only electronic item is the non functioning radio. Everything else is done by the driver; manual choke, windows, non assisted steering and brakes.

Oh, the steering!

If you’ve ever seen an old movie from the ’30’s or 40’s, you’ve seen the driver sawing away at the steering wheel even when travelling straight ahead. This might just be done for effect, to let you know that the car is in motion. However, I would imagine that steering systems weren’t too accurate back then, even when the car was new. Eighty years later, I don’t know if the steering box in my car was ever rebuilt, or if the steering components ever received any attention during the ownership of the previous owner. The steering box is probably a worm and sector design. Not very accurate, compared to more modern recirculating ball design. Not to mention an even more modern rack and pinion design. And I honestly have not yet checked the condition of the tie rods and other components. There is play in the steering, but it’s not that bad to drive, and I feel that I have directional control of the vehicle.

Besides that, the car rolls on a beautiful set of Firestone DeLuxe Champions, in their 6.50 x 16 inch wide white wall glory. The thin bias ply tread is well known for nibbling at, and following road imperfections. It took a little getting used to during the initial test drive, but I’ve gotten pretty comfortable handling the car.

Handling? Well, it doesn’t handle in the sense that is commonly accepted now. It tracks okay and goes where I point it, but it’s no Porsche. The body sits tall on narrow high profile tires and there’s a lot of body lean going around turns. But you drive the car in that manner that it was designed to be driven. Drivers back then didn’t try to make time in the turns, slow for the approach and accelerate once out of the turn. Driving this car requires my full attention. Drinking coffee and chatting on the phone might not end well!

The brakes are quite good, and they feel almost like power brakes. As I mentioned the steering is a bit loose and those tall bias tires like to nibble and follow pavement imperfections.

Visibility is very good with plenty of glass area, the inside rear view mirror gives a good rearward view. The peep mirrors help somewhat though they vibrate a lot. It’s easy to take a glance over your shoulder through the side windows.

I’ve only driven the car at night once. The headlamps are not as good as a more modern vehicle, but they are similar to a car from the ’50’s or early ’60’s. I plan to re-wire the headlamps using a relay system like the brake lights. That will deliver a full size volts and perhaps make the lights a bit brighter.

So why did I choose a 1940’s car, and why a Plymouth?

It all comes down to two words, style and affordability.

I really like the way 1940’s cars look. In the last twenty years, I’ve come to appreciate Forties Big Band music. I’ve also come to like Forties architecture, home furniture design, and of course, men’s fashion.  I’ve got a couple of fedoras of my own.

While the Plymouth was not considered an especially sharp looker in its time, it looks like pretty much every other car of its era. Looking at it through modern eyes, it looks like a very cool vintage coupe. I think that it looks quite stylish.

The club coupe is a close coupled body style that features a front and rear bench seat. This particular body style debuted in 1941, and it was built until production was stopped for the war effort. 1946 marked the resumption of American auto production and this model was continued all the way into the beginning of the 1949 model year, when the new Plymouth post war design came out.

I had an uncle who went off to fight in WWII, and like too many others, he didn’t make it back home. I imagine that young GIs were anxious to make it back home after the War, to restart their lives and move forward with their futures. I would think that they dreamed of a shiny new car they would buy when they got home. A nice little club coupe might be high on a young man’s list!

I titled this post, The Importance of Being Adequate. Besides the play off the title of the Oscar Wilde play, it describes how I feel the car performs in the current era.

Back when it was new, it was comparable to its competition in every area. This was a period when popularly priced cars did not perform as well as higher priced makes, which were bigger, roomier, and more powerful. But they were good enough.

The charm of the car is getting a feel for what a driver experienced in the 1940’s.  I use the car for errands around town; it’s got a big trunk that comes in handy for a Costco or Home Depot run. Wherever I go, I enjoy the conversations that I have with other motorists and onlookers. I like to take it to Cars and Coffee events, though I have no interest in entering it in a car show. While the car is in nice presentable condition, I have no interest in trying to bring it up to show level. I have more fun just driving it around.

It easily accelerates to the speed limit on the expressway, and I have even taken it on the freeway for short stretches. It will easily cruise at 60 mph. with a bit of acceleration left. The fastest that I’ve driven is at 70 mph. I don’t know what the rear end ratio is, but the engine wasn’t screaming at 65 mph.  A bigger concern is stopping ability; it was not designed to stop quickly from freeway speeds. The perfect road is located just a few miles from my house. Monterey Highway leads to Morgan Hill, Gilroy, and can connect to points further south. It has a 50 mph. speed limit, perfect for the Plymouth. The fun will be in finding lower speed county roads and using them to get to different locations.

I drive the car within its limits and it can do its job adequately. It forces me to drive it smoothly and sedately. You can’t rush this car; it shifts slowly, accelerates slowly, and turns are best taken at slower speeds. My car is now 80 years old. Even though it was restored 40 years ago, I imagine that it felt much tighter when it was new. While I now view the car primarily as a novelty, for most of its life it was just an old car that was intended to provide basic transportation. People drove cars like this every day, everywhere, and under any conditions.

When it comes to old cars, my motto is: maintain, preserve, and improve. I should probably add the word “use” to that motto. Regular use is important for maintaining the health of an old car. I have fixed and improved some things that the car needed, though it still needs a few more things.

Will this be a forever car for me?

That’s not a question that I’m asking myself. The car fits into my life quite well in many aspects. I have managed to reduce the number of cars currently in my fleet, but have also added a motorcycle. I don’t want to revisit the days when I had six cars. I do like the car quite a bit, and I haven’t seen anything that has appealed to me more.

Related CC reading:

Curbside Classic: 1947 Plymouth Coupe Deluxe – Picking Up Where They Left Off