The 1931 Buick Model 56C Cabriolet picked up where Marquette left off

During the early months of 1929, Buick's board toiled over the idea of lowering the price structure on its line of existing cars, in hopes of bolstering sales without slashing profit margins. Instead, the decision was made to follow the lead of Flint's corporate cousins and create a new, more affordable car, the Marquette. It was, arguably, the first mistake Buick made, compounded by a series of others: use of an L-head engine nearly identical to Oldsmobile's, rather than its existing overhead valve powerplant; use of a Hotchkiss drive and semi-floating rear axle versus the existing torque tube, three-quarter-floating axle; and bodies that were virtual carbon copies of Oldsmobile's.

Neither Buick's dealers nor its customers were enamored with the early-1930 Marquette, which had been rushed into production on June 1, 1929. The problem was only amplified when the stock market crashed four months later, sealing the car's fate after just 35,007 were built.

Not all was lost on Buick's big companion-car mistake though.

For the 1931 model year, Buick recon- figured its product line, beginning with the elimination of the entry-level Series 40 cars, after which the former top-of-the-line Series 60 was repositioned behind the new upscale Series 80 and 90 lines. The move coincided with a shift in chassis length to match their status: Series 60, 80, and 90 now rode on 118-, 124-, and 132-inch wheelbases, respectively.

To complete the shift, the Series_50 was demoted to entry-level status and, in the process, it received the defunct Marquette's 114-inch-wheelbase chassis, salvaging some of the latter's engineering expenditure. With it came the Marquette's Hotchkiss differential with semi-floating axles, Bendix mechanical four-wheel brake system, 18-inch wheels (though the switch was made from Jaxson to Kelsey-Hayes), and Armstrong-supplied front and rear semi-elliptic leaf sprung suspensions.

The 1931 models were initially offered in six body styles, starting with the attractively priced Model_56 two-door business coupe at $1,025. However, there was little to differentiate the new '31 models visually from the outgoing '30s, leading one observer to quip that the most outstanding change was the radiator cap. Likewise, the plush interiors evolved little and closed cabins featured mohair upholstery, while open variants were fitted with leather seating. Much of the lackluster model-year upgrades could be attributed to Buick's emphasis in unveiling its new line of engines for 1931.

Prior to the crash of '29, Flint's engineers had begun to develop a new straight-eight, in part to further boost Buick's sales and image, and because it was believed the size, smoothness, and efficiency of its straight-six had reached its zenith. Ultimately, three distinct straight-eights were created for the division's four lines: a 220.7-cu.in. unit, rated for 77 horsepower; another that displaced 272.6-cu.in., rated for 90 hp; and finally, the crème de la crème 344.8-cu.in. unit, rated for 104 hp. The latter of the trio was used in the Series 80 and 90, while the Series_50 received the base 77-hp edition. According to Buick, the Series 50 was then capable of attaining a maximum speed just a fraction over 69 mph.

Buick's new eight wasn't the only big news. The division also welcomed a new synchromesh transmission to the list of mechanical advancements, although it was initially not available in the Series 50. Both the engine and transmission were still stealing automotive headlines when the Series 50 welcomed a new body style mid-year: The Model_56C Cabriolet (or convertible coupe, according to some printed resources), such as our feature car.

Weighing 3,095 pounds and costing $1,095, the Cabriolet was delivered with a rumble seat, "weather-tight" top, folding windshield, and functional chrome-plated landau bars, all as standard equipment. Options included a luggage rack, trunk, wire wheels, and side-mounted spare(s). Despite its late introduction—and the debilitating economic climate that many boards of directors had predicted would correct itself before the start of the year—Buick built 1,531 Cabriolets during the rest of the model year (another nine were built for the export market), outselling both the Model 55 phaeton (358 units) and Model 54 sport roadster (907 units).

SPECIFICATIONS

Engine OHV straight-eight

Displacement 220-cu.in.

Horsepower 77 @ 3,200 rpm

Fuel system Two-barrel Marvel updraft carburetor

Transmission Selective gear three-speed manual

Wheelbase 114 inches

Weight 3,095 pounds

Production 1,531 Cabriolets (plus nine for export)