GM Futurliner 2001 Project Notes
GM Futurliner Restoration Project
National Automotive and Truck Museum of the United States

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The following are miscellaneous notes that Don Mayton receives or makes that are relevant to the project. The notes read from the bottom to the top with the most recent on top.

2001 Notes & Miscellaneous Information
For additional "project notes," click on the year below.
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Dear Don,
    I'm preparing an "In Retrospect" article on the Futurliner. I've obtain archival images from GM, and photographed Bob Valdez' 'Liner, which is close to our LA offices. Your website has proven tremendously helpful in backfilling the history on these amazing rigs, and I will give it credit and list the URL in my piece.
    I've rounded up or been given most of the magazine articles on the Parade and the trucks, but was wondering if there's any definitive source or even a book on the subject. If not, there should be! I've always been fascinated with them, and after going through this research, even more so. Any recommendations?
    Wishing you and everyone at NATMUS the best with this labor of love. I wanted you to know this article was in the oven, and I'm happy to give your project and website a plug, as its saved me a lot of digging (which I like, when your on deadline, its nice to find good information in one source.)
    Thanks much.

Dear Matt
    We will appreciate the plug. When we started this project there was no place that had any information. We kept finding bits and pieces and as we started to put material on the web more material started flowing in. Along the way we came across a list of 55 names of folks that worked on the Parade of Progress in the 50s. We sent them all letters (about 10% came back as returns) and then the material started pouring in from these "PARADERS". They have contributed about 75% of the material on the web site. Also as more magazines publish information about the Streamliners, the Futurliners and the Parade of Progress the more information we receive. That is why it is so important to mention our web site. We really appreciate your interest in this project. I know of no book published on the history of the Parade of Progress, the Streamliners, the Futurliners or the people that created this event or ran it. It would be great to have a book on this. I simply do not have the time to even think about it. Our web site manager says he hardly has time to keep up with the up dates on the website. Again thank you for your interest.

Dear Don,
    You have my assurance that we will credit the project and the web site as the source of some of the information I'll use in the story. Everyone I've dealt with has been most forthcoming with information. When its done, and if you like it, we'll be happy to give you permission to either reprint it, or put it up on your web site. Its a lot of story to have to cram into four pages, and I only wish we could relay some of those very personal experiences the Paraders enjoyed. But I'm happy just to be able to deliver the message to our 1.25 million readers, 99.8% of which probably have never seen or heard of such a thing, even if we can't tell every nitty and gritty.
    I may bug you again, but not for much, as I've got just about all the info I need. Thanks so much, and I'll do my best so spread the word for you and all the Futurliner folk.
    Best.

Kurt, thanks for the information. I appreciate all the help you are giving us in this project. I will contact Dave. -- Don

Jack, sorry but we are not doing a video. However we are doing extensive documentation via photos. I will look into doing a video. Thanks for the interest in our project. Also we keep getting help from you "INLINERS" with spare parts. When you come to Detroit in August make sure you stop in. We are about 3 hours west of Detroit. Give me a specific date or dates so I can get them on my calendar. Don

Randy VanderBrook, from Bare Hill Design, has offered to do the interior of the upholstery of the Futurliner. They have stated that they will get the material donated and when it is time to do the interior they will travel from New York State with their equipment, material and trailer and do the interior. -- Don

Hi Don,
Here is a blurry scan of the Toronto P.O.P. of 1955. It's even harder to see with the bad scan but it appears all 12 Futurliners are in this shot. Pointing away from the flagpole is one Futurliner with some sort of tent structures, one on each side. Perhaps you are familiar with this setup? Directly facing it is a second unit plus a third unit to the right. The other nine are easier to see. The picture is clearer in the booklet copy I am sending you. I've had copies made of the whole 1955 Canadian Parade booklet also the 30's Parade booklet for you, Brad B. and Joel D. and will mail them out in the next few days. The last thing to mention (and the most important) is I too am a Christian and know Jesus Christ as my personal saviour! It's amazing how this little group of guys with a common interest also share in knowing God! Take care.  -- Andy Elliott / Peterboro' Canada

Andy, looking at the picture it does appear that there are twelve Futurliners. If that is so it is the first photo that shows all twelve. -- Don

Hi Don,
I'm glad you can "see" the twelve Futurliners even in the blurry photo scan. Like I mentioned it's much easier to see in the photo itself. Do you know what the small "tents" on each side of the Futurliner in front of the flagpole are for? The site of this Parade stop is Toronto's Old Fort York, which is on the grounds of the Canadian National Exhibition. The "C.N.E." is an annual event which is basically the "Toronto Fair" held each August. Also, it is the site of the Toronto Indy Car race held each July. The railroad track in the right of the picture is now a major roadway and a main straightaway of the Indy race. The ground where the Futurliners are sitting is now the Automotive Building which showcased the new car displays each year at the C.N.E. I have also visited this building many times over the years for car shows etc. I always imagined the Auto building as older than this but here is 1955 and the land open? This afternoon I picked up the copied pages of the Parade booklets and will organize and send them to you in the next few days. One photo in the 1955 book shows a G.M. dealership and in the window is a large poster of a Futurliner advertising the Parade. Do any of these posters exist or a good picture of one? This picture is not great either. Well I better sign off for now but take care and God Bless. - Andy E.

    Don Mayton and Dean Tryon passed along your email about your exposure to a Futurliner in one of its post Parade of Progress manifestations. 
    I was on the Parade of Progress during its entire post-war run, from late ‘52 to ‘56 when we were disbanded. Once when were in the Midwest, Kansas or Oklahoma as I recall, a gentleman approached me at the show site, and, pointing to the tent where our "big top" show was performed, he asked where he might be able to buy one like it. 
    As I recall (and memories from that far back are not always reliable) he introduced himself as Oral Roberts, an evangelist. I have to admit that at that time I didn’t know who Oral Roberts was, but seeing that he was not particularly well-dressed or otherwise distinguished, I assumed he would not have the means to acquire such an expensive piece of equipment and all the tractor-trailers required to haul it, the derricks required to erect it, etc. However, I carefully explained to him that our tent was one-of-a-kind, built only for us, and the skin, pulled up by pulleys beneath the huge external aluminum beams, had to be replaced periodically at a cost of more than $25,000. To my surprise, he didn’t show the least discouragement. He said he expected it would be pricey, but continued to press with "how can I order one for my ministry?" I gave him some information on the fabricator of the tent and he went on his way. 
    Later, when I became aware of the fame of Oral Roberts, I have often wondered if it had been him that I talked to. And I wonder if he ever pursued his plan to purchase another copy of the Aer-O-Dome tent. I enjoyed your recollection of the Futurliner used in the Spires ministry.
    Regards, Jim Morris

Paul, great information that you gave us. The only information that we have about a Futurliner being used as a Missionary Vehicle is a one line sentence I read in a car magazine stating such. This is the first information I have that Oral Roberts had three such vehicles. We would like to find out more information on this "Missionary" Futurliner. We would like to obtain photos, literature or any information. Do you know anyone that would have such information? Do you have the contacts to see if you can get this type of information. Also give me an e-mail of all the details that you can remember.

Thanks for the interest and the new information.

Don, praise the Lord! I love to read the words you wrote in your letter the way you did, it tells me you are a Christian who really loves his Lord. So do I.

My dream has been to find Don Spires old bus to use it in my ministry to troubled youth across America. Before my father went to be with the Lord a little over two years ago, he and I talked about the bus and tired to find information about it with no success. We could not find Don Spires either. Don would be in his early 80's if he is still alive. I have put in a call to Oral Roberts Ministries to try and get some information.

I will give you a bit more detail about the bus as I remember. However, you should know that I was 5 years old when I knew the bus, and that was 42 years ago. I do have a vivid memory back to when I was 2 years old about things that impressed me. This memory has been a life long dream, so I think my memories are mostly clear. I called my 82 year old mother a minute ago, and she has the same recollection as I, except that she never rode in the bus or even went into the cockpit. I did.

It is hard to know where to begin my recollections. I might first say that I told you in my first letter that the lettering on the new paint job said, "Jesus Saves". It did not. My mother and I agree it said, "Vida Abundante!" (Abundant Life). At the back of the bus, the bumper dropped down to make a stair into the rear cabin. There were double doors that opened up to reveal a tall, crowded room. On one side there was a small closet with a toilet in it. On the other side there was a coat closet. There were bunks on the left and right with storage cabinet doors above and below. There were three or four bunks on each side, if I recall correctly. I must say, after looking at the picture of the rear of one of these marvels on your web site, I don't see how there was room in the cabin for all this, but that is what I remember and so does my mother. The stage area was kept open except that there were several hundred chairs stored in there. They were set up in front of the stage when we opened the doors. The only other thing that might interest you, is that the forward entrance was a little different than in the picture. My memory could be faulty here, but I will tell you what I remember. There was a door on the front to one side. On the other side was a smaller door that only a small person could get through. When you went into the larger door, which was really rather small since both my father and Don would have to duck to get in, you came into an engine room. There were two engines sitting side by side. One ran the bus, the other a generator. It was tight, but you walked around the engines to get in. Even I, as a child, found it tight. There was a drop down bunk hanging from the rear bulkhead. This is where Don said he slept on the road. He had a little "window" he could open next to his head. When it was closed, from the outside, it looked just like a compartment door. Next to the bed, was a ladder built onto the wall with only about 4 rungs that you climbed up to get into the cockpit. The hole was small and my dad lifted me through it. He said that they had to take out the stairs to put in a new engine, I believe. Once up stairs, there was a sort of a bench to sit on behind the driver's seat. There was a small chair on either side of him for people to sit. Not right next to the drivers seat, but off-set about half way. There's not much more to tell you. The light bar worked well. Everything looked just like your picture in your header on the outside.

Please keep in contact. I will let you know as soon as I hear back from Oral Roberts.

Your friend in Christ, Paul

Hi Don:
    First, thanks for keeping "The Old Paraders" up to date on the progress you are making on Futurliner restoration project. I can empathize with the rust condition you are faced with since I have restored a few British sports cars some time ago.
    In regards to the playing cards, I have the leather case that was used by the Parade to hold two decks of cards, a pencil and a gin rummy score pad. The cards are gone but the case itself is in good condition. There are no identifying logos on the case.
    Hopefully, if you can locate two decks of cards, that would make this package complete. Let me know if you want this artifact. 
Regards,
Ed Harben

Ed, thank you for your offer. Yes we would like this to add to the items that we already have. Again, all this will end up at the Museum as part of their display. In fact when the Futurliner is on the road again there will be a display of these items within the Futurliner. We have asked all of our group to look for the playing cards at any car swap meet they might attend. Again thanks for your help

TIN CAN TOURIST RALLY
    The annual tin Can Tourist rally occurs every May the weekend just prior to Memorial Day holiday. It is held near Milford, Michigan at Park Dearborn. For those of GM bent it is just two miles from the entrance of the GM Proving Grounds, Milford, Michigan.
    This event is for antique and vintage trailers and motor homes. Carol and I look forward to it yearly so we can drive our 1936 Buick Roadmaster pulling our 1936 Bowlus Road Chief travel trailer. This year, like the years in the past, was a great event with a large variety of vintage trailers and motor homes. Many trailers were being pulled by antique automobiles of the same year. In addition to our combination there was a 1964 Chevy Impala SS pulling a Bambi Air stream, a 1958 Chevy Wagon pulling an older trailer, a 1936 Curtis 5th wheel trailer being pulled by a one-of-a-kind special International truck built specifically to pull the trailer. The antique motor homes ranged from the 1940's up to the 1970's GMC's. This year had the most units in the four years that the event has been taking place.
    (Note: "CARS AND PARTS" antique automobile magazine just ran an excellent two part series about the Tin Car Tourist event at Park Dearborn in their most recent August and September issues.)

BUICK BREAKDOWN
    Carol and I departed Thursday at 10 AM. As usual, we chose to drive the two lane roads to Milford. I prefer keeping the 1936 Buick at 55 mph pulling the trailer. On the western edge of Lansing, we stopped briefly at a K-Mart to pick up some last minute supplies.
    After leaving the K-Mart, Carol asked "What's that noise." My intelligent reply was "What noise?" After I listened carefully, I could hear a grinding at a regular interval. We stopped and looked at all the tires, shook the wheels, but could not see anything. We started down the road again but the noise was still there and we could feel a little vibration on the floor. I told Carol we must look for some sort of garage.
    About two miles down the road we pulled into a Good Year tire store. The manager was outside and asked what we wanted. I explained that we had a noise and it could be a front wheel bearing. He said that he could not help us but he knew of a place that could. He directed us down the street about another 2 miles to a Corvette restoration shop.
    With his good directions, we immediately found the shop. It was full of about a dozen Corvettes of different years. One of the mechanics immediately came out after me explaining our problem. After jacking up the front, shaking the wheels, spinning the wheels to look for a bad tire the mechanic detected a noise in the right front wheel.
    He disassembled the wheel and found that the inner wheel bearing was in the beginning stages of failure. Fortunately, no damage had occurred yet.
    He also stated that he doubted he could find these wheel bearings, as they were ball bearings. However he called around and Car Quest said that they had them but had to send a person out to their warehouse near the airport. After a 1-1/2 hour wait the bearing showed up but the warehouse had sent the wrong one. After another hour, the correct one arrived.
    It only took the mechanic another hour's worth of repairs. During the repair process the mechanic raved about the grease that they packed Corvette wheel bearings with. In fact they said that the wheel bearings that they had replaced on Corvettes had never failed again and they knew of several Corvettes that they had done that already had over 100,000 miles on the wheel bearings. The mechanic took the time to show me how sticky the grease was. After he got done packing the wheel bearings that he had replaced he handed me the tube of grease and told me when I got home to pack the other side with this grease which was Lubrication Engineer's Almagard 3750.
    Although we lost 5-1/2 hours, we got repaired and back on the road and had a great weekend with the Tin Car Tourist.

WHEEL BEARINGS
    You always learn with a breakdown. First lesson is to repack those wheel bearings. Second lesson is to purchase a set of spare wheel bearings to carry with you when you are touring with an old car.
    I took the tube of grease which is red in color and did repack the other side of the 1936 Buick. Next I repacked the 1953 Buick Skylark front wheel bearings as we were shortly going to take it on a trip to Pittsburgh to the annual Skylark meet. Next I repacked my 1950 Willys Jeepster. Since we were going to take the 1929 Buick on the Glidden Tour in September I repacked the front wheel bearings. I also pulled the rear wheels and repacked these wheel bearings. Good thing I did as I discovered that these bearings were dry.

OUT OF GREASE
    By now I have used all of the grease in the tube. Now the hunt for this particular grease. The grease seemed twice as sticky as any wheel bearing grease that I had ever used and I had a terrible time washing it off of my hands. I checked at least six local parts stores and no one had this brand.

LUBRICATION ENGINEERS
    I noticed that the tube had the location of Lubrication Engineers as Fort Worth, Texas. I called the operator and got a phone number and called. I ended up talking to Stewart Clegg about the grease and the possibility of using it on the Futurliner. I told Stewart about the project. Also could Lubrication Engineers donate 10 tubes of the Almagard 3750 to the project. He put me in contact with their local representative here in Western Michigan, Steve Axtell.
    To make a long story short Steve and Stewart committed to supplying 10 tubes of Almagard 3750. Steve drove out today and delivered the 10 tubes. In addition he donated some penetrating oil that he claims is twice as good as that other brand that we have been buying by the dozen cans. Steve also talked about us using their transmission oil and engine oil.
    We want to thank Steve and Stewart from LUBRICATION ENGINEERS for their donation to this project. Their products are designed specifically for extreme use. For others who want to inquire about their products their phone numbers are:
Stewart Clegg (817) 834-6321
Steve Axtell (616) 458-0793

    My sister, Sharon Gammons, informed me that you talked to her on the phone about my father being a part of the Parade of Progress. Isn't this exciting?!
    I have the buses that were a part of one of the displays. They are very tiny but were a gift to my mother from my father as part of the World's Fair.
    I'd love to get together with you and see the Futurliner and also for you to see the little buses. I work at Wal-Mart in Holland and almost always work on weekends. Can we set up a date? My mother is coming to stay with me mid-August through November and I know she would also be very interested.
    Thanks for keeping this alive.

Don Mayton replies:

    Pat, I was really excited to get you e-mail as well as talking to Sharon. The information that you have concerning the 1936 - 1939 Parade of Progress I cannot wait to see. Also the little buses that you have is a real treasure. Not only will we want to see them but photograph them. It is hard to believe they are so close to us here in Western Michigan. As soon as we can set a date I would like you, your sister and your Mother to come and see the project.
    All the volunteers start working on the project starting the first Tuesday of September. Since we will be just getting started I would suggest that you, your sister (if she is in town), and your Mother come over on our second work session on September 11, 2001. Anytime from 10 AM one would be fine. If that is not a good date we will work something else out.
    This project has been so rewarding in the many people that have not only contributed to the work but also the information. We are archiving all the information so that it will be available for future generations. I do not know if you have looked at our web site yet but we have over 500 photos on it. As soon as we can copy the photos that your sister Sharon has and the little buses information we will get it on the web site. Some day we hope to put a book together on the Parade of Progress, the Streamliners, and the Futurliners. The real important part of this project however is the people. We are talking about the people in the "Parade," the people that have supplied us information, and the people that are working on the project. You information about your Father being in the Parade will add to all of that.
    I mentioned to your sister that we have very little information about the 1936 - 1940 Parade of Progress and what you have will be greatly appreciated. The real treasure will be meeting you, your sister and your Mother.
    Thank you so much for saving all that information. It will be exciting to see it.

    After careful consideration, we decided that Sept. 3-5 of 2002 would be the best time to hold the next reunion. We also decided on a hotel in Saugatuck and have made preliminary plans for all events (except the visit to your site) to be in Saugatuck. I will get a letter off to all Paraders on my list and to you, Jim Brady and other interested people in September or October to alert them to reserve the dates. We had lunch with Reffee Johns and Esther Tuesday (We stayed for an extra day due to car trouble) and returned to Lake Huron Wed. Thanks for your hospitality on Monday. We thoroughly enjoyed it. All the best, Jim Morris

Reply:
    Doug, I am coping this e-mail to our volunteer that takes care of our archives, Mike Ball. We have and can get you any photo that you desire. Mike has done an excellent job cataloging items. Also our web manager, Jim Crame, has put over 500 photos on the Futurliner web site. So it is a matter of you choosing what you want to use.

Don writes:
    Thanks again to Chuck, and hopefully he will get a chance to see the Futurliner project soon.

Jeff Miller writes:
    The Futurliner as fitted in '39 was equipped with a "state of the art" air brake system, for its day. When we started the restoration, the brakes were not functional, but the wheel portion or "foundation brakes" were in surprisingly good condition.
    The foundation brakes in the rear are of a conventional "S-Cam" design, where a rotating cam shaped like an S forces the two shoes outward against the drums. These rear brakes were removed and rebuilt.
    The front brakes were another story. To understand the front brakes, it is best to understand first the unusual nature of the front end and balance of the Futurliner as compared to a conventional bus or truck.
    Unlike a car, busses and trucks have a significant rearward weight distribution. A car typically gets around 70% of its braking from the front wheels, a bus less than 50%. The dual rear wheels are more heavily loaded and have more traction available for braking and therefore play a larger part in stopping a truck or bus. The Futurliner’s weight is more evenly distributed, which required dual wheels in the front and in the rear. This is fairly common in Japan or Europe where the same requirements are met with dual front axles, two wheels per axle, but the Futurliner tackles this with a unique dual-wheel steer axle.
    The dual wheels on a steer axle create some unique problems. How do you steer a dual wheel set which is almost two-feet wide? The solution came from Differential Wheel Corp., Detroit, MI (Pat Nos. 1975206, 1975273, and 1979598) who manufactured a "differential hub" for the front dual wheels. This differential used concentric axles on bearings so that the two dualled wheels were free to turn at separate speeds when steering.
    Now you start to see the next design hurdle: effective braking of all "steer" wheels. Since the inner and outer wheels can turn separately, they will each need their own brakes. This was accomplished by connecting each wheel via its concentric axle tube to its own brake drum. The two drums sit side-by-side inboard of the dual wheels with only a small clearance between them. The brake shoes are also side-by-side, not conventional shoes but a band-type shoe for each drum which expands to meet the drum using a common actuating cam which is air operated in a conventional manner.
    The brake cam is rotated by an adjustable arm or "slack adjuster". The brake chamber pushes on this slack adjuster when air pressure in the chamber pushes on a diaphragm and plate, extending a push-rod and clevis. This part is standard air-brake design.
    The steer wheels are the only unique part of this braking system, the rest of the system is simply sadly outdated and dangerous.
    Air brakes were the latest design for trucks of the day, and allowed smooth even application of all brakes on a large vehicle. Hydraulic brakes were impractical for such a long run for several reasons. Drum brakes were and are still common as the Futurliner’s 20" wheels would limit the diameter of a disk brake. The swept area of a large wide drum allows more friction for the Futurliner’s roughly 28,000 pounds.
    The air brake system was fairly simple. The engine drives a compressor (via v-belts) which fills a reservoir "wet tank" with compressed air (about 110psi). This air also fills a "dry tank", closer to the brakes themselves.
    When you depress the brake pedal or "treadle", you are opening a valve allowing air to travel from the tank to all of the brake chambers. The brake chambers extend their pushrods and rotate their slack adjusters, which rotate the S-Cams and move the brake shoes outward against the drums.
    There was also a bottle filled with alcohol to prevent condensation forming ice blockages in the system during winter operation.
    Pretty simple eh? Several problems plague this simple and effective system though, all involving the loss of available air or leaks. Not the least of these problems was the fact that the engine must of course be running to provide air pressure in an air brake system.
    We have heard stories about one of the Futurliners losing its brakes, and rear-ending another Futurliner. This was fairly common in the early days of air brakes, as there was no way to apply the brakes without air pressure. Further, a leak at any wheel meant that the entire system could not be pressurized and again you would have no brakes. Sure the Futurliner had a parking brake, a small driveshaft brake which could probably hold the truck once stopped, but much too small to slow a moving vehicle.
    Although originality is a primary objective in the Futurliner restoration, this is one area where we have chosen to deviate from original. The Futurliner will require a special "CDL" license to operate, with an endorsement for air brakes. The training for this license is surprisingly thorough for air brakes, but doesn’t address the special needs of an obsolete and dangerous system. We would like to have the Futurliner safe to travel from city to city as it once did and are updating the air portion of the system.
    Enter FMVSS 121 in the mid ‘70s.The new standard was for a dual brake system, with safety brakes or "spring brakes" on the drive axle. This made the air brake system more robust, with a final fail-safe mode if all air is lost. With a generous donation of parts and engineering help from Chuck Eberling and Bendix Brakes, the Futurliner air brakes will have the addition of a third air tank, new style spring brake chambers, some relay valves, and significant changes to the routing and control of the air. Our intent is to meet the current standard for air brake safety.
    Probably the most important change is the spring brake chambers. These are the current standard, and use springs to apply the brakes (for the rear axle only). This is both a parking brake and a safety brake as these will hold the brakes on indefinitely without air pressure. These are dual chamber where one chamber has the spring, and the spring brake is turned off with air pressure, and the other chamber is conventionally operated by air pressure turning the brake on. The front and rear systems are kept separate, with their own storage tank and check valves in the system. There are also air relay valves which are located near the brakes and the air tank so that the brakes are instantly applied when the pedal is pressed. The original system took some lag time as the air pressure started at the pedal and had to make its way slowly thirty feet to the brakes. This new method also balances the timing to apply all brakes at once for the same reason. Additionally we’ve added an air dryer to keep the moisture out of the air system (instead of the alcohol evaporator bottle), and we’re replacing the original single air pressure gauge with dual gauges for the front and rear brake systems.
    The operation of the brakes with a loss of pressure is the most impressive feature.
    A drop in pressure in the front brake system will light a warning light on the dash, and a warning bell will sound as pressure drops below 70psi (still useable). A complete loss of pressure in the front system will allow the rear brakes to operate normally, with the addition of the rear spring brakes coordinated to preserve the normal braking feel. Remember that the rearward weight bias means that more than 50% of the braking effectiveness is still available with the front brakes disabled.
    A drop in pressure in the rear system will similarly light the warning and sound the bell below 70psi. As the rear system pressure drops below useable levels, the rear service brake chambers are abandoned. The front system pressure is now used to operate the front brakes, and to operate the rear spring brake chambers so that all wheels are still braked! There should be enough air in the front system for three complete applications and releases of the system without any compressor input.
    Once the system is completely exhausted, or whenever both systems fall below 40psi, the parking brake valve automatically trips applying the rear spring brakes. The only way to move the vehicle after this point is to build system air pressure again, preferably after making repairs.
    I feel that it is important to note that much of the original braking system is intact. The original wheel or foundation brake is used, along with the original compressor. Copper lines will be used as original, the brake chambers are very close to original. Even the original warning bell will be used! The updated safety factor might not pass muster at Pebble Beach, but you’ll have to know what you’re looking for to find it.

Jeff Miller continues in an e-mail:
    Okay, I added the Diff. Wheel info. The only other addition that I can suggest is crediting the foundation brake rebuilding source at the end of paragraph 2 (Weller Truck?).
    I am hoping that we will see parts soon, perhaps after the 4th. Once they do arrive I would like to spend a little time walking them around the Futurliner and sizing up the rest of the parts necessary, routing, and locations for the parts. We'll need to find a friendly source for copper tubing fittings, hangers, and lots of 1/4" and 10-32 period nuts and bolts for mounting this stuff, as well as some Grade 6 3/8" bolts for assembling the treadle to the treadle valve. Oh BTW, Chuck is attempting to find a treadle or pedal which is aluminum like the original, instead of rubber covered. I sure wish that we could have found a chrome dryer though.
    We will need a tubing bender for forming the bends and offsets in the copper, they are cheap but keep and eye out for a decent one. We won't need a flaring tool, the fittings don't require flares. Tubing sizes range from 5/8" O.D. down to 1/4" O.D.. I have a cutter, as probably do you. If we want to get fancy we could polish and clear-coat the visible tubing, personally I'd leave it natural.
    I have set us up to have an air output for accessories, it will only function if the system pressure is above 75psi for safety reasons. You could air up tires from it, run air cylinders for shifting, etc. If you feel that a quick-release air outlet should be installed I'd suggest in a storage bay like I have in the 'Bird. Further, we will need air pressure to move the coach once the brakes are installed. We can install a fill port under the front of the vehicle to fill the tanks from shop air, it would be a good idea to leave it there as it will be necessary if the coach is ever towed.
    The front slack adjusters are not of a common design, so they will have to be adjusted periodically. The rears will be self-adjusting. Our air-tank drains will have lanyards so that they can be opened from the side of the coach, we could mount them in the bays. I am concerned about producing a maintenance manual and lubrication schedule, there are a lot of zircs that will be hard to find when the truck is complete. I also noticed that the RF brake has a zirc in a location that the LF brake has a plug. They should both have a zirc. When I removed the LR slack adjuster I noticed that there is a lot of blasting sand already in the newly installed and oiled parts, we should probably move it outside before doing too much more work and blow it off as well as possible.
    Anyway, attached is the modified "article", add the brake rebuild credits if you can.

Jeff replies:
Unfortunately I forgot to mention Chuck and Bendix in my quick draft, I have added them in this version.

Don replies:
Jim, we are not working for the summer and start again in September. I am gone much of the summer. Do you want to wait until September or because we are in and out we could meet here prior to that.
Also I sent your e-mail along to Jeff Miller who is working on the brakes with Benedix. If fact he was here this morning measuring for items. Your information will be of valuable help. Thanks.

Don Replies:
Bob, thanks for your help. Hopefully you will hit pay dirt in the future. We need in the future to put an article about Vic Hyde on the web site as I understand he owned a Futurliner for quite a few years. Again thanks for your help.

Don replies:
Marc, the engine is located in the front under the driver. Yes they did have major cooling problems. The grills on the upper back of the top of the driver's cockpit are open to the engine compartment for the purpose of exhausting heat from the engine. In addition someone along the way had burned holes in the sides of the front wheel wells to exhaust air. The Canadians (FIDO) closed up the upper air vents and told us not to do that as they now have major cooling problems.
Again thanks for your interest. Don

Don’s reply:

Marc, glad you enjoyed the web site. Our web site manager is Jim Crame and he deserves all the credit for a great job. We located the GMC OHV 302 inline 6 cylinder engine through INLINERS INTERNATIONAL. This group restores and hot rods all kinds of inline engines. They found a source for us to purchase a NOS engine. If you are interested I can look through our information and find the exact source. Yes we must update the brakes for safety sakes. We are restoring back to original except for safety items.

ENGINE
    Bill Bicknell also on June 8, 2001 delivered the Futurliner engine that he restored back in Dayton, Ohio. He has already run the engine over 4 hours on his test stand. It arrived and we (Del, Don, Bill) unloaded it. Bill had fabricated its own stand so that it could be transported as well as displayed. The engine is completely assembled, oil in the crankcase, ready to run as soon as it is installed. It shines like a Jewel with its GM green paint. Hats off to Bill for a great job.

BRAKES
    Jeff Miller is working with Benedix , Chuck Eberling, their engineer and shortly they will be shipping parts for the brake system. We will be sending along a more detailed e-mail on the upgraded braking system that is going to be installed. Already thanks to Chuck and Benedix for their support on this project.

    Over 50 people met on Saturday May 12, 2001 to observe the progress of the Futurliner Restoration project. The NATMUS folks arrived by charter bus and the volunteers showed up in their automobiles, some driving their antique cars. Bill Bicknell pointed out an interesting fact. Back in 1953 the first showing of the Parade of Progress after World War II occurred on May 12, 1953 exactly 48 years ago.
    Bill Bicknell our engine builder volunteer was here showing us pictures of the rebuilt Futurliner engine sitting on his test stand in Enon, Ohio (near Dayton) running.
    On May 10, 2001 Bill had the rebuilt engine running for the first time and it ran two hours without any problems except a small oil leak that he took care of. The engine is in primer and his next step is a final paint job.
    Joel Dirnberger came from Monicello, Minnesota and brought along the 1:24 scale Futurliner model that he is working on. He has the body done and continues to work on all the attachments. It looks great.
    Mike Ball had his portable display set up for all to view. In addition, he set up the slide projector and many took the time to go through slides taken in the 1950's of the Parade of Progress as well as the Futurliners. These slides came from the PARADERS.
    Almost all of our volunteers that work on the Futurliner were present. In fact, to show the dedication of our volunteers Wally and Audrey Snow were present as well as celebrating their 29th wedding anniversary. Congratulations Wally and Audrey.
    John Weller, his wife and son were present. Weller Truck has restored most of the major running gear on the Futurliner including axles, brakes, differential etc. A big thank you to John and his company.
    After reviewing the work progress everyone headed for Jerry's Country Inn for lunch. Afterwards we had a short program. Linda DeVries had made as a donation to our project a leaded stained glass Futurliner. Ed DeVries volunteered to auction off this donation to raise funds for the project. Ed managed to raise $700 for the leaded stained glass Futurliner. GREAT JOB ED! I think we will have Ed be our auctioneer at the next AACA and BCA meeting.
    We also want to thank TONY BECKER for making the high bid.
    We also want to thank the folks from NATMUS that made cash donations at the work site for the Futurliner Restoration project.

Bobbie Smith, NATMUS, Auburn, IN

DON MAYTON REPLIES:
    Dave, thanks for the information about the high range reverse. I will try to answer your questions.
    Our Futurliner weighs 28,000 pounds empty. That is with out a display. We did notice that on top of the fill tube for the transmission was a sticker that stated 30 WT oil. Yes would you send us an oil filter canister. Thank you.
    We have discovered Memphis Equipment but so far have only used them for transmission parts.
    The Futurliner is powered by one 302. We wanted a 2nd engine for a spare and also to use it for a driveline display.
    We have found out the oil canister is not a GM and yes we would like decals.
    Again thanks. Yes we would like to have you scan the GM 8X10 photos of the engine assembly line. Thanks again. We really appreciate the help you are giving us.

Don:
    I have heard from Bendix, and they are helping. The design is fairly simple as I also am using the Bendix drawing that you reference, but braking front/rear balance is the big issue and not addressed there. Typical brakes on such a vehicle are larger on the rear, and provide more braking there because there is more weight on the rear axle and dual wheels. On the Futurliner, the brakes on the front axle are of a completely different design, and the front axle apparently bears close to the same weight as the rear, and this would imply that we need as much braking up front as in the rear.
    Enter the other variable.
    The front hubs contain a differential, and the track is spread to two tires and almost two feet wide! An unbalanced braking force could very well cause a severe pull to one side or another, or lockup of a brake in the front.
    For this reason, I am asking Bendix for their "expert opinion" on front/rear balance, as well as the addition of a proportioning valve to allow different braking pressures front/rear or a pressure limiter on the front.
    Also, the Futurliner front brakes had a significantly smaller chamber than the rear brakes. Usually the chambers on the front brakes are the same size as the rear. On the Futurliner with its increased front axle load, you certainly wouldn't expect a smaller front chamber. On theory that I've had is that the smaller chamber was to reduce the front axle braking to avoid some of the dynamic problems such as wheel lockup or pulling under braking. It was very common for a truck driver of this era to disconnect the front axle brakes of a tractor-trailer rig, they weren't considered as important and some considered them dangerous (jackknife).
    It is also possible that the front brakes have a larger mechanical (leverage) advantage than the traditional S-cam brakes in the rear, and didn't need as large a chamber.
    It would be helpful to find out what size chamber was used and what effect it had in the Fido and motor home conversion, also any experience with braking performance with their new setups (pull, and lockup included). If you are able to contact these people it could help to speed up specifying parts for the new system.
    Thanks for the updates, I am enjoying hearing about your progress.
Jeff

DON MAYTON REPLIES:
    Dave, if you are looking how to contact Kim Schroeder her phone number (the last time I called it several years ago) is: (313) 974-6490. She works at GM Media Archives. Since GM moves people around frequently if that number is not good call GM Headquarters in downtown Detroit and get the number of GM Medial Archives. 
    GM changed the power trains and installed the 302 GMC OHV 6 cylinder engine coupled with the 302M Hydramatic transmission. We are researching the details of the 302 since we are restoring the Futurliner back to original. I will keep your e-mail for future reference. Thanks, Don Mayton

Hi Don,
    Thanks for the Oshawa date! I will try and get down there as soon as I can and see what can be found. I was already wondering about Alexandra Park as it's very close to the McLaughlin estate and I think donated to the city by Col. Sam. In 1985 I spent 3 months in a hospital bed looking out the window at the park. It would have been a lot more fun imaging the Futurliners there! Any other Southern Ontario Parade stops you can relay me I'll check out after the Oshawa research.
    Was there no external number markings on the 12 Futurliners? Do you know what license #'s were affixed to each unit? I expect they were in sequence? Any identifying dents or scars that show up more than once? I expect the units were kept in very presentable condition with anything major quickly repaired.
    Are there any known P of P vehicles existing besides the Futurliners? If the cars were truly "factory painted" I suppose the trim tag would denote this colour or a special code? Reading the story of the mismatch interiors sounds like they may have repainted cars as required? Perhaps both ways too?? With Oshawa being G.M. of Canada the chance that vehicles were picked up here as replacements is good. Our friends at G.M. Canada Historical could search the shipping documents around these dates? I have obtained these copies before and they show trim and colour options on vehicles built or shipped into and delivered in Canada. Of course the Vin of a Caddy with a the Chevy paint code would be fun try at the Motor Vehicles office!
    Thanks also for the Futurliner work update e-mail. I sure wish you were closer as I'd enjoy being part of the effort. Boss Kett would be proud of the hard work you are all doing!
    Sorry again for the long message Don. I feel like I'm keeping you from working on the Futurliner! Feel free to take your time responding to my messages as I know I've kind of bombarded you in the past week or so. I really do appreciate the info. and hope to uncover more of the Futurliner history in Canada. Thanks again and take care. - Andy

Don answers:
    Andy, I will try to answer your questions.
    We will look again through our data to see if the Parade stopped in any other places in Canada other than Oshawa.
    We have seen all sorts of license plates on the Futurliners. On some photos, we see New York state plates. On others we see Michigan state plates starting with number "GM - 1" and going to "GM - 12". According to one of the Paraders, GM got this special issue from the state of Michigan. On the Futurliners used in the 1941 Parade each Futurliner had a number painted on the top hatch over the driver's cockpit. In the 1950's there was a numbered plate placed in the center of the grill over the two center headlights starting at "GM - 1" and again up to "GM- 12". This plate was removable and fit into a slot. Brad's Futurliner out in California has one of these plates.
    Anytime the vehicles were damaged they were immediately repaired according to the Paraders. The one exception was that once the Parade ended in the summer of 1956 one of the Futurliners rear-ended another Futurliner. The one that was rear ended was not repaired and ended up to be a parts vehicle for the State of Michigan when GM gave them two Futurliners.
    We have not found "yet" any other Parade of Progress vehicles or any vehicles from the 1936 Parade. That does not mean that they are not out there. With all the photos on the Futurliner web site, we need to be looking.
    We have not discovered how the new GM cars got painted. But having worked for GM for many years a different color would have never been introduced at the factory that made the car. My guess that the Parade Cars were all factory painted white and shipped to a special shop to have the Target Red painted on the bottom. Back in the 50’s, it was not uncommon for a dealer to repaint a new car to satisfy a customer. We have been told by the Paraders that once the cars got the required miles on them they were dropped off at that makes dealer and sold as is (With the Target Red on the lower half.). I would suggest that the vin would only show an all white car. So small restorer out there is still probably scratching his head wondering why the GM car he restored had red over white. The preceding is not based on fact just my guess.
    I hope this answers your questions. These are good questions that others may be asking.

FUTURLINER ENGINE RESTORER BILL BICKNELL WRITES
    I looked the web site the other day. Many new items since I last saw it. Great job.
    After seeing the photos, I see you have the oil filter. I will need this plus the bracket that holds it to the engine and the generator bracket. Don't ship yet. My wife and I are planning a short trip in Michigan the 2nd or 3rd week in April. I would like to come by and see the progress. As soon as we know the dates better, I'll be in touch.

NOTE FROM AUSTRALIA
    Just saying hello to you and the team on the Futurliner project.
    Wilst we are on the other side of the world, most Australians would not have heard or seen anything about the Futurliners, It is interesting to see your reports as they come in on the E-Mail. I will give the Buick car club of NSW a talk on the project at our March meeting. I hope your weather has improved some as the cold and snow of winter does not make for enthusiastic restoration work sessions.
    Allan and Annemarie

RUNNING LIGHTS
    Regarding the running lights for the Futurliner, I believe that the item on page 3 of the January issue of Futurliner News (under the Hershey Report) may be incorrect. If I am correct, Wayne Jackson bought those running lights from me at Hershey. Further, if I am correct, those lights were used on 41 Chevrolet trucks (not 40 Chevrolet, which was quite different), and, interestingly enough, they were used also on 40 Pontiac passenger cars. My main purpose in bringing this to your attention is that it may facilitate your locating the correct lens for them.
    Hope this helps.
    Sounds like the Futurliner is coming along. Good show - to all!
    Archie Gartrell, Jr.

AUTO WEEK
    Got a phone call from a reporter from AUTO WEEK a weekly publication. The reporter Jeff Sabatini is coming here next Tuesday to do a story. He said for the past few months he has been following the project on the web.

ENGINE
    The following is from Bill Bicknell who is restoring our engine:
    I have finally gotten those other nuisance projects (1953 Skylark and 1937 Cord) out of the way and started on the Futurliner engine. I have one of the NOS shortblocks stripped down to the bare block and I am starting to clean parts. What I found interesting is a quality problem from the factory. The machining chips were never cleaned out of this shortblock. So there are 50 year old rusty metal chips stuck in several cavities in the block. When I get them cleaned out there will be no problem. However, if this engine had been installed without a teardown like I an doing and the chips were left in, the engine would likely have had major wear problems in just a few miles once the chips got sucked up into the oil pump. The other shortblock does not have this problem.

PARADE OF PROGRESS WORK UNIFORMS
    For the volunteers who are looking at ordering a Parade of Progress work uniform. We ARE NOT GOING TO WORK IN THEM. However, when the Futurliner goes on display it would be great for those that are with it to have a uniform. If you feel that you would never have a chance to use it, we will not order yours. Let me know. However, if you feel that you could participate in an event that the Futurliner was at we want you to have one. So, those that want one please give me:
Shirt size in S , M , L , XL
Pants in Waist size & Inseam
Jacket in S , M , L , XL
If you don't know your size ask your wife.

    The following communication was for a man in Turkey who wanted our Futurliner for his museum:
    Levent, good talking to you about the Futurliner. I will get you a brief summary of the project and its costs.
    Our restoration of the Futurliner is only 20% complete and will take another 3-4 years to complete. With volunteer labor we will spend over $250,000. This Futurliner belongs to the National Automotive and Truck Museum of the United States (Auburn, Indiana - USA)
    Another Futurliner is in California and was converted to a motor home and cost the individual over $200,000 plus all his own labor.
    Another Futurliner is in Canada and was restored and modernized. This Futurliner cost $300,000 (Canadian $) to restore. This Futurliner could possibly be borrowed for your museum. The owners are Richard Petit and his brother Mario Petit. They are located in Montreal, Canada. Both are French speaking but Mario speaks good English.

FUTURLINERS IN PHOENIX
    Chris Contest writes: "Hi Don, I work at GM's Desert Proving Ground in Mesa, Arizona. About two years ago, I was reading through a local paper and found an ad stating that an estate had been sold, and there were two GM "future trucks" from the 1930's as part of it that had been bought by a local wrecking yard, and were in storage there. My dad (Also a GM employee) and I went to see them, and took a camera. They were both intact, but in various stages of extreme disrepair. You may have already been turned onto these vehicles, but if you haven't, they may still be there. I could not reach the same junk yard, but it's down on Buckeye road near the Salt River Bed. If you need more info, I'll chase the leads again for you. But one was painted a ghastly white color, and was missing many components. The other looked honestly as though it had been rear-ended by a train, though the interior was intact. We climbed into the cabs, and it's a sight and seating position I'll never ever forget. The guy wanted something like $12,000 for the pair, and we tossed around the idea of putting together a GM restoration team, but it never was approved here locally. If they're not already part of your fleet, might want to research these. Good luck, and your website is awesome."
    Don replies: "Chris, we follow up on every lead. We received photos of two Futurliners that were in a junk yard in Yuma, Arizona. Could this be the same set of Futurliners? We managed to trace those Futurliners to California. One went to a man named Brad Boyajian and the other went to a man named Mike Kadletz.  If this place is in Yuma these probably are the same Futurliners. If you still have the old photos we would appreciate copies of them as we are trying to keep track of all the Futurliners. We have been able track down 9 of the 12 that were built."

APRIL 28 (SATURDAY) FOR THE NATMUS VISIT TO ZEELAND
    Tentative date for another trip to Zeeland to see progress that has been made on the Futurliner this past year.

HOW WILL THE FUTURLINER BE DISPLAYED WHEN IT IS FINISHED?
    Jack Halton writes the following: "Maybe I have missed it, but what are the plans for the Futurliner once the project is complete? Will it be a static exhibit at NATMUS or will it hit the road again? I for one, would love to see the finished product."
    Don answers: "Jack, thanks for your interest and help in the communication of this project. No the Futurliner will not be a static display at the museum. It is intended by the National Automotive and Truck Museum of the United States (NATMUS) to put the Futurliner on the road so to speak. That is the only way this vehicle can truly be appreciated. We have found one original display that still exists and in working condition. It is housed at the Museum of Science and Industry in Chicago. This display is still owned by GM. Hopefully when we are at near completion of this project we can get GM to place it back into the Futurliner?
    Best wishes for a great 2001"

THE BUICK INLINE OHV-6
    While the above vehicle list may seem disconnected, they all have a common thread. They all used a variation the Buick inline OHV 6 cylinder engine that was first used in the Buicks of the 1920s. It appears from looking at all my Buick stuff that the inline 6 cylinder, OHV engine, with fully detachable head, full pressure lubrication was used in the 1924 Buick. From there, Buick kept on refining the engine up until 1930. As we all know Buick switched to inline 8 cylinder OHV engines in 1931. According to Roger, GMC engineering took over the engineering of this 6 cylinder OHV engine starting in 1929.
    I had a call from a Roger Bartelt in Lanham, Maryland giving me the references to look up to prove that the above vehicles did in fact use some variation of this engine in various sizes up until about 1960. Roger and I intend to thoroughly research this (and anyone else's help) so that an article can be written that traces the genealogy of the 1960 GMC OHV engine back to the 1924 engine directly and then back to the original Buick engines which were all OHV engines, since Buick originally patented the OHV engine and was the first to build and power automobiles with this type of engine.

HERE IS WHERE I NEED YOUR HELP.
    + I have some photos I took in the 1980's of two derelict 1933 or 1934 General Taxis. At the time, I was considering buying them but since they were in Kansas City, I passed them up. I did a little research and they were built by GMC truck, used a stretched Pontiac body mounted to a GMC truck chassis with a Buick OHV 6 cylinder engine. Is there a Taxi antique car club? I do have photos of the derelict Taxis but I would like a photo of a restored General Taxi and a photo of the engine.
    + Roger directed me to a auto book published in 1957 called Floyd Clymer's Catalog of 1929 Cars. I happened to have been given this book by my parents in 1957. Roger pointed out that the specifications for the 1929 Buick engine and the 1929 GMC truck engine were identical. Again, I need a photo of a 1929 GMC truck and its engine. The model numbers listed that use this engine are Types 1001 - T-11
" 2003 - T-19
" 3003 - T-30
" 4003 - T-42
" 5003 - T-60
" 6001 - K-102
    + In going through my book "GM - The First 75 Years of Transportation Progress" I found on page 66 that the description of a 1936 GMC truck use an inline OHV 6 with the exact same specifications of the 1930 Buick inline OHV 6. The model of this truck was a 1936 T-23B. Again, I need photos of both the truck and the trucks engine.
    + Roger stated that bus companies of that era also used the Buick inline OHV 6 cylinder engine. This could have been used in both the front drive configuration as well as rear drive placement. I know at the Flint auto show about five years ago there was a 1920's bus with a Buick engine so it had to be a OHV 6 cylinder. Specifically he mentioned Pickwick Knight Coaches and Yellow Coaches. Again, is there a bus antique club or clubs that I can get info and photos?
    + Roger pointed me to another book and I have ordered it called the "Standard Catalog of American Light-Duty Trucks 1896 - 2000" that will answer the questions of the engines in the GMC smaller trucks like pickups and suburbans of that era.
    + In talking to a Buick engine engineer he stated that one of the GMC buildings in the Pontiac area was referred to as the Buick engine plant. Probably the tooling at one time was moved from Flint to Pontiac. I have no information as to when that happened.
    Thanks in advance for your help..

LOOKING FOR 240 ISSUES OF "GM FOLKS" MAGAZINES
We only have 24 original copies of the "GM Folks" magazine. Right now Mike Ball (volunteer who is organizing all of the photos and materials) is going through all my stuff to dig out copies of stuff that came from the GM Folks magazines. It appears that there were twelve issues per year and based on the volume numbers the magazine started in 1938 and ended sometime after 1956 (since we have 1956 issues). That means that there are 240 issues out there. Also that means that they were published during the entire time of the three Parades (1936 through 1940, 1941 to W.W.II, 1953 through 1956). Of the articles that we have, they are thorough with lots of good detail information, and lots of good pictures. If you have a source of these magazines we need to research them for Parade of Progress articles.