1952-1953 Kaiser Manhattan

When you're the little guy, you have to stand out in order to be noticed. In the automotive industry of the early 1950s, hearty sales figures and the difference between black and red ink on the books were what separated the runners from the almost-ran. General Motors, Ford and Chrysler feasted on the American auto market, leaving independent brands to fight over table scrap sales figures. Although they are nearly forgotten today, Kaiser-Frazer's 1952 and 1953 Manhattans made up a good portion of the company's sales in those lean years, and their charming style, proven mechanicals and enthusiastic club support make them truly underrated, worthy collectibles.

Inspect a potential buy for rust in the trunk floor and along the lower trunk and fender seams; replacement metal must come from donor cars.

The Kaiser Manhattan owed its high-status name to its stable mate Frazer; from 1947 to 1951, the premium Frazer was the Manhattan, which was available at various times as a four-door sedan, hardtop or convertible. After Frazer cars were discontinued in 1951, the Manhattan nameplate was transferred onto the top Kaiser, which superseded the Deluxe designation. Because some unfinished 1951 cars remained on production lines, a number of them were fitted with new serial numbers, altered hood ornaments and optional continental spare tire kits and marketed as 1952 Kaiser "Virginians"-when these leftovers were sold, the "real" 1952 models arrived.

Kaiser cars had been restyled in 1951, and credit for their advanced design went to Howard "Dutch" Darrin and Duncan McRae. These cars, which rode on a 118.5-inch wheelbase and stretched 208 1/2 (Special) or 210 3/8 (Deluxe) inches long, traded their slightly dowdy anonymous look for distinctive new lines; the thick sides and small windows of the early cars were replaced by sculptured panels with a characteristic "Darrin dip" below the rear side windows and an unprecedented amount of glass in the sleek greenhouses. The steeply raked windshield and rear window also shared an unusual center dip, which added strength to the structure and increased glass area to 3,541 square inches; the reverse-angled rear quarter windows added dynamic tension to the design years before BMW made it their trademark. Front appearance became subtler with a thin chrome grille bar and less massive bumpers, and the hunchback trunk was made less severe with squared-off rear fenders. The 226.2-cu.in. straight-six engine was carried over with minimal changes.

When newly minted Kaiser Manhattans were introduced as face-lifted 1952 model year cars, they were built in three of the five body styles available in lesser Kaisers. The two- and four-door sedans and the two-door Club Coupe were popularly chosen, and while factory order sheets showed the availability of Manhattans in the two- and four-door hatchback Traveler Utility Sedan styles of the Deluxe line, it is believed that just a handful were built. All 1952 Kaisers were subtly refined, with V-shaped hood emblems, thicker front grille bars with integrated parking lamps, redesigned front and matching rear bumpers, one-piece windshields and larger wraparound taillamps. Inside, safety and fashion were married in great style: Padded dashboards, recessed dash controls and pop-out windshield panels combined with upgraded interior materials to make Kaisers into special cars that outpaced their competition.

Reproduction tinted windshields with their signature center dip offered through the Kaiser-Frazer Owners Club

Changes for Kaiser's 1953 model year included dropping the slow-selling Club Coupe from the lineup; styling and functional alterations included widened chrome headlamp rings, counterbalanced trunklid hinges, redesigned white-on-black instrumentation, a new hood ornament and a lowered rear seat cushion for greater headroom. The Manhattan, being the top trim level for 1952 and the mid-level version below the expressive and luxurious Dragon for 1953, incorporated a number of special features that were either optional or unavailable on Deluxes. A wide chrome band wrapped around the cars' lower bodies, small chrome tailfins rested atop the rear fenders, and the front fenders were decorated with script nameplates. Other standard features included deluxe instrument panels and special steering wheels, full carpeting, tinted glass, heater/defrosters and front and rear center armrests.

Myriad options were available throughout the Kaiser lineup, and the Manhattan could be fitted with everything from two-tone paint, an 8-tube radio and a Conditioned Air system to an oil bath cleaner, overdrive for the three-speed manual or General Motors' Dual-Range Hydra-Matic automatic transmission. "Full-Control" hydraulic power steering was a new option for 1953 Manhattans, but few were so equipped.

ENGINE

The Kaiser Manhattan's sole available engine in 1952 and 1953 was the "Supersonic Six," the long-running L-head straight-six cylinder that displaced 226.2 cubic inches via its 315/16 x 43/8-inch bore and stroke. This solid-lifter engine featured pressure lubrication for all bearings, including the four main bearings, and splash lubrication for its timing chain and valve tappets. With a 7.3:1 compression ratio, single exhaust and a two-barrel downdraft Carter WGD model 781S carburetor, it made 115hp at 3,650 rpm and 190-lbs.ft. of torque at 1,800 rpm in 1952. In 1953, the power figures were bumped to 118hp at 3,650 rpm and 200-lbs.ft. of torque at 1,800 rpm due to better breathing via a Carter WGD 999S carburetor and an improved manifold and exhaust design.

Although it's well known that this sturdy Continental Engineering-designed 226.2-cu.in. straight-six had originally appeared in pre-war Grahams and was used in Willys/Jeep applications through the 1960s, some may not realize that it was also proven in many industrial applications, including motivating Massey Ferguson and Harris tractors, forklifts and some Navy bilge pumps. Due to this wide usage, replacement parts and rebuild kits are in plentiful supply. "All of the engine parts, from piston rings to bearings and timing gears, are available today," says Michael Meditz of Kaiser-Willys Auto Supply in Aiken, South Carolina. Bill Tilden, retired historian for the Kaiser-Frazer Owners Club International, recalls, "The only problems that were noted about these engines were valves that burned due to inadequate cooling and connecting-rod bearing failure due to improperly maintained oil levels. A valve job isn't all that scary, and these problems rarely arise when cars aren't driven hard on a daily basis-it's generally as sweet and smooth-running as any other six." Jack Mueller, founder of the Kaiser-Frazer Library, adds, "Due to the layout of the fuel lines and today's gasoline formulas (which evaporate at a lower temperature than gasolines of the 1950s and '60s), vapor lock is something to watch for during the summer."

The long-lived 226.2-cu.in. straight-six was used in everthing from pre-war Grahams to tractors, so its durability is proven, and mechanical parts availability is very good.

TRANSMISSIONS

Can you imagine a contemporary GM car wearing Bambu vinyl on its dash? While seat cloth doesn`t last, Kaiser vinyl is extremely durable, and NOS stocks of upholstery material will aid any restoration.

A column-shifted three-speed manual Borg-Warner transmission was standard in Kaiser Manhattans, although, by itself, it was considered a special order; it used ratios of 2.605:1 in first, 1.630:1 in second, 1.00:1 in third and 3.536:1 in reverse. The factory-recommended optional Borg-Warner electric overdrive was identical to units used in Nash and Studebaker cars, and it had a 0.700:1 ratio to lower engine rpm at speed. Many owners chose to have the optional Dual-Range Hydra-Matic automatic, sourced from General Motors, installed. This four-speed fluid coupling transmission with planetary gears had 3.89:1 (first), 2.63:1 (second), 1.45:1 (third), 1.00:1 (fourth) and 4.30:1 reverse. The manual transmission, shared with other Kaisers, is a sturdy unit, and rebuild kits are available from a number of sources. Aside from their bellhousings, the Hydra-Matic transmissions are interchangeable with those in contemporary Buick-Olds-Pontiacs, and are also durable.

DIFFERENTIAL/REAR AXLE

The 1952 and 1953 Kaiser Manhattans used a Dana 44 hypoid differential and spiral bevel gears with semi-floating drive axles. The standard rear-axle ratio with the Hydra-Matic transmission was 3.31:1, the ratio with the three-speed/overdrive combination was 4.55:1, and the special-order three-speed manual used a 4.09:1. An alternate ratio for the three-speed/overdrive combination was a more relaxed 4.27:1. "Kaiser bought their rear axles from the same supplier as did Studebaker," Bill Tilden says, "and they were overbuilt for the power and performance of the car."

SUSPENSION

Kaiser suspensions of the early 1950s were noted for their well-rounded combination of handling and big-car comfort. The independently sprung front suspension used coil springs and tubular hydraulic shocks in conjunction with a linkless anti-roll bar, while the solid-axle rear end was suspended by semi-elliptic longitudinal leaf springs and canted tubular hydraulic shocks. The pressed steel wheels were fitted with 6.70 x 15 four-ply tires. An archived driveReport in SIA #94, written by Richard Langworth, described the 1953 Manhattan's handling as remarkably capable: "It tracks easily through high-speed curves, hangs on with modest body roll through tight corners, and is unaffected by crosswinds on the highway...ride is smooth on all surfaces." Repair issues like sagging coils or leaking hydraulic shocks are typical of many older cars, and replacement parts are available from a number of sources.

BRAKES

The Manhattan shared its four-wheel Bendix drum brakes with other Kaisers in 1952 and 1953. These hydraulic internally expanding drums measured 11 inches all around, and gave 176 square inches of lining area to offer good stopping power for the car's 3,265-pound weight. Jack notes that a Kaiser's master cylinder is the same one used in 1949-1951 Ford cars; drums, shoes and cylinders are all being reproduced, but steel brake lines will have to be fabricated if they are in poor condition.

BODY/FRAME

Unlike its fiberglass Kaiser-Darrin sibling, the Manhattan used a steel body mounted to U-section frame with a central X-member and four crossmembers. Due to Kaiser engineers' desire to combine the stiffness of a unit-body design with the lightness of traditional body-on-frame construction, they designed the sedan and coupe bodies to attach to the frame at an unusually large number of places. Although the bodies are admirably stiff and generally hearty, cars exposed to salt or extreme moisture do tend to rust along the bottom edge of the hood, along the lower rear fender seams, in the trunk floor and around the seams below the trunk opening, and in the rocker panels. Serious floor pan rot or heavy accident damage can relegate a Kaiser to parts car status, and 1951 through 1953 parts cars from dry areas are where replacement sheetmetal has to come from, as it is not being reproduced.

INTERIOR

Kaisers of the early 1950s were well known for the personalization that could be had via their amazing array of color and upholstery choices. In order to set their cars apart, the company stressed the use of new interior materials and fashionable color combinations. Manhattan interiors often combined fabric like "luxura" cloth and one of Kaiser's new heavy-duty vinyls; the patterned Boucle and Bambu vinyls that were used were made by "low- pressure refrigerated embossing" like the Dragon vinyl in those eponymous limited production models. While the cloth portions of Kaiser upholstery have tended to degrade over time, the vinyl has proven extremely durable. While the upholstery isn't commonly reproduced, stores of NOS material are still available from Kaiser specialists and through the KFOCI.

RESTORATION PARTS

The Kaiser-Frazer Owners Club is a Kaiser owner's best friend when it comes to restoring an old Manhattan back to showroom-new condition. "You can find a little bit of everything if you're willing to look," Michael says. "We have so many contacts through the club that if we don't have a part, we know who you can talk with to find it." Bill adds that, in addition to the stockpiles of NOS parts that major K-F parts suppliers and some restorers have, the club has an active remanufacturing fund; this non-profit fund sells the parts that have been remanufactured to club members for competitive prices. Items such as trunk handle gaskets, front rubber floor mats, sponge rubber horn pads, hood emblems, tinted windshields and a series of decals are all currently being made available. Getting a parts car will greatly ease the struggle for chrome and other trim items, and the fact that so many Kaiser components were outsourced means that Hydra-Matic transmissions, Autolite and Delco Remy electrics and Dana rear ends, among others, are easily found. "Although they made three-quarters of a million cars, it's almost impossible to find a Kaiser in a junkyard these days," Bill reflects. "They've been out of business for 50 years, so the club is your best bet-with nearly 2,000 members and regional chapters all over the country, someone is sure to have the parts you need." So if your automotive tastes run outside of the mainstream, consider a Kaiser for style and substance.

OWNER'S VIEW

"My brother Tom and I restored this car back in the early 1970s," says Bob Thornton, of our featured 1953 Manhattan, "and it's held up pretty nicely." The brothers found the car in 1968, and it had been abandoned. "It was our first restoration experience-it had a cracked block and some dents, but it was all there." After rebuilding the engine, smoothing the body, replacing the seats' cloth inserts and refreshing the paint and chrome, they drove it from their home in California to Detroit for the Kaiser International meet. "It got 23 mpg along the way," he adds with a smile. "I've picked up spare parts through the years, as body parts are drying up. I don't think I've ever had a situation where I haven't been able to get a part, though," he muses, then laughs, "I've got enough to build another one."

What drew Bob to this Manhattan? "I think they're extremely pretty cars. There was a Kaiser dealer down the street who had a new green 1952 model, and it was gorgeous. I always wanted to own one." He reports that his 100,000-mile, Hydra-Matic-equipped car drives very smoothly, and that it handles better than his 1953 Hudson Jet but isn't as stiffly sprung as his 1953 Studebaker coupe. "It doesn't have a lot of power, but it isn't overtaxed at 60-65 mph," Bob says. "It keeps up with traffic, but it's not a performance car." On the road, the Kaiser turns some heads. "Everybody looks at it, but nobody knows what it is-it's a real attention-getter," he chuckles.

SPECIALISTS

Kaiser-Frazer Owners Club Manufacturing Fund

716-593-4751

www.kfclub.com/Index1/manufacturing.html

Reproduction body, trim and interior parts

Kaiser-Willys Auto Supply

888-648-4923

www.kaiserwillys.com

Reproduction/NOS mechanical parts, engine overhauling

K-F-D Services

435-454-3098

www.kaiserbill.com

Reproduction, NOS and used body and mechanical parts

Rudy's KF Parts

2136 Walnut Street

Ramona, California 92065

760-789-3608

NOS, reproduction and used parts

Tarheel Kaiser-Frazer

336-784-5153

www.angelfire.com/nc2/TarheelKF/

NOS and used parts and literature

CLUB SCENE

Kaiser-Frazer Owners Club

P.O. Box 44

Ravenna, Michigan 49451

Dues: $30/year; Membership: 1,800

WHAT TO PAY

PARTS PRICES

Air cleaner decal $2

Brake master cylinder $125

Carburetor rebuild kit $45

Engine overhaul kit $775

Exhaust system $199

Front end rebuild kit $380

Hood emblem $43

Lower taillamp gasket $90

Rear carpet set $40

Steering wheel $160

Timing chain $60

Transmission rebuild kit (Hydra-Matic) $360

Water pump $80

Windshield $355

PRODUCTION FIGURES

1952

Two-door Sedan 1,315

Four-door Sedan 15,839

Club Coupe 263

Total 17,417

1953

Two-door Club Coupe 2,342

Four-door Sedan 18,603

Total 29,945