1932 Buick Series 32-57S Special Sedan
Wizard Control and futuristic suspension magic made this Buick Eight bewitching
09/22/2018
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Hemmings Motor News
It would make sense if the deepening economic doldrums of the Great Depression had put a damper on innovation and design in the early 1930s, especially regarding expensive items like automobiles. But the opposite occurred, and cars like the 1932 Buick Series 50 Special Sedan showed how automotive engineers and stylists were working harder to create luxurious, forward-thinking cars to capture a thrifty public's hard-earned dollars. This car's powerful engine and innovative features set it apart from the competition.
Buick made headlines in 1931 when it discontinued its six-cylinder-powered cars, in favor of an all-eight-cylinder-powered lineup. This new straight-eight engine family offered smooth power and prestige. The GM division also debuted its Synchro-Mesh transmission for that model year, and this development made shifting into second and top gears a breeze. There would be even more "new" in store for 1932.
No fewer than 108 updates were pointed out by Buick's marketing men, and there were plenty of models that shared them. The entry-level Series 50 rode on a 114.75-inch wheelbase, while Series 60 cars had 118-, Series 80s had 126- and premium Series 90s featured a 134-inch wheelbase. Our featured 1932 57S Special Sedan was one of 18 Series 50 variants available that year, and 9,766 such examples were built.
The 230.4-cu.in. straight-eight under the 57S's long hood incorporated cast-iron pistons, a five-bearing crankshaft, 2.94- x 4.25-inch bore and stroke and 4.65-compression, and it was fed by a Marvel two-barrel updraft carburetor. The standard engine's 78.5 hp and 160-lb.ft. of torque (a 5.09:1 compression ratio option making more power was also available) were easily accessed through that modern Synchro-Mesh three-speed, and the transmission got a new feature in its sophomore year. Buick touted its "Wizard Control," which offered automatic clutch actuation when a floor-mounted button was depressed. A vacuum servo would allow the car to coast when the accelerator was released, so when you lifted off the gas, you didn't need to depress the clutch pedal to change gears, and touching the accelerator again made the clutch engage. This feature would be a Buick signature through 1934.
The suspension of this classy sedan was typical of the day--semi-elliptic springs cradling solid axles front and rear--but there was a twist. Buick offered the Ride Regulator, which brought manually adjustable hydraulic shock absorbers, a forward-thinking (if ultimately unsuccessful) feature that is now fairly commonplace in electronic form in higher-end sporting cars. By moving a lever attached to the steering column, the driver could actuate a series of linkages to change the valving in each shock absorber, allowing the shocks to be tailored to smooth or rough roads. Ride Regulator would only be available in 1932.
And we can't leave out the handsome new packaging those mechanicals enjoyed. Buicks looked even more upscale with an integrated vertical-bar grille, Cadillac-style hood ventilation doors and exposed trumpet horns. Their parking lamps became delicate fender-top ornaments, headlamps were bullet-shaped and the windshields of closed cars took on a jauntier rake, now that they were relieved of external sun visors. Sadly, all of these improvements didn't pan out in sales, as Buick's 1931 figure of 138,965 units was slashed to a frightening 56,790 in 1932--and it would drop even further the following year, before a rebound.
This only means that those rare and beautiful 1932 Buicks that remain are all the more prized. The multiple-AACA Historical Preservation of Original Features award-winning photo car on these pages has fewer than 14,000 original miles on the odometer, and remains in the excellent care of Liberty, New York, residents Allan and Pat Kehrley.
SPECIFICATIONS
Engine: OHV straight-eight, 230.4-cu.in., two-barrel carburetor
Horsepower: 78.5 @ 2,200 RPM
Torque: 160-lb.ft.
Transmission: Three-speed manual
Wheelbase: 114.75 inches
Length: 177.44 inches
Price new: $1,080
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Rather than a lightweight sports car, the Aston Martin V8 is better considered a GT car, which seems to have a lot in common with American muscle cars. Even with aluminum body panels, the rather substantial Aston had a curb weight just a hair over 4,000 pounds, making it several hundred pounds heavier than a 1969 Dodge Charger R/T. It’s worth noting that despite being measurably smaller than the Charger, both cars share very similar proportions, with their long hoods, fastback rooflines, and short rear decks. An even closer comparison comes in the form of a ‘67 Ford Mustang, again with similar proportions but also the Aston having a wheelbase and overall length, width, and height very close to the American pony car.
The 1978 Aston Martin V8 is frequently referred to as a Series 3 since it was derived from the DBS, a model that launched in 1967 with an inline-six engine that was followed by the DBS V8, with a fuel-injected V8 engine. Both versions of the DBS were sold alongside each other into 1972, when, during the model year, the simply named V8 model supplanted both. With an updated front end that included a grille shape more reminiscent of Aston Martins past and a pair of headlamps rather than four, these interims V8s were considered Series 2 cars.
In 1973, Aston Martin dumped what had turned out to be a problematic mechanical fuel-injection system, instead opting for four Weber carburetors for its 5.3-liter V8. Multiple carburetion gives it good company with the likes of a Mopar 440 Six-Pack or Pontiac Tri-Power. That carburetor setup required additional hood clearance that resulted in the large scoop worn by such cars, though it was non-functional in terms of letting in any additional air to the intake.
The rest of the engine department takes a big departure from the standard American iron-block, overhead-valve setup. Aston Martin’s V8 featured all-aluminum construction and dual overhead camshafts on each cylinder head, driven by dual chains. Yes, it had hemispherical combustion chambers, even with just two valves per cylinder. Engineers specced a forged crankshaft and forged chrome-moly connecting rods.
Output for 1978 was estimated at 310 horsepower and 320 lb-ft of torque—pretty substantial numbers for a car built during the oil crisis era and before engineers had leveraged electronic fuel injection to win the battle against emissions regulations. In accordance with its muscle car vibe, most AM V8s of the period were equipped with a TorqueFlite three-speed automatic, complete with Mopar factory ratios of 2.45:1, 1:45:1 and 1:1, along with a limited-slip rear differential. A 3.31 final-drive ratio was standard, with 3.54:1 optional. A five-speed manual was available.
Distinctions from Detroit grow once you step inside an Aston Martin V8, which was essentially a handmade car, with very low production numbers. Each of the four seats was covered in leather, a material that extended to the door trim, steering wheel, shift knob and even the center console surround. Carpets were wool. Given its high price and object of luxury aspirations, each car was also packed with plenty of sound insulation to isolate occupants from road noise. Power assistance for the brakes and steering was standard, as were air conditioning, power windows and power locks.
With a 0-60 mph time of “about six seconds,” according to Aston Martin literature of the time, along with a top speed over 150 mph, the AM V8 was in nearly a class by itself. Torque wasn't quite like that of an unrestrained big block American V8 from the peak muscle car era, but the Aston Martin’s V8 engine still delivered power with a swift rush towards a redline over 5,000 rpm, though no such actual red line is indicated on the tach. Suspension included unequal-length control arms up front with an anti-roll bar and De Dion rear axle with parallel trailing arms and watt linkage in the rear. Coil spring were at all four wheels, as were disc brakes, with the rear disc inboard. Not designed to tackle a tight road course, the AM V8 was still noted as a competent high-speed handler.
This 1978 Aston Martin V8 Series 3 features a silver metallic body with a red leather interior. The selling dealer indicates that it was purchased from the second owner who it is believed purchased it from the original owner as he aged out of driving in his 90s. The car appears to have been very well maintained, with the seller sharing that the engine, transmission, paint, body and interior are all “highly original.”
Other information to note on this AMV8 are a slew of services performed last fall, including a “full tune-up,” rebuilt carburetors, new spark plugs and filters, new battery and an alternator rebuild. Everything is asserted to be functioning properly with the car seemingly ready to drive anywhere.
As one of less than 1,000 Series 3 examples made, this 1978 Aston Martin V8 coupe offers a uniquely British take on big V8 performance in a midsize car—a muscle car, but with a different accent.
Head on over to Hemmings Auctions and take a closer look for yourself.
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