De Luxe Driver - 1939 Chevrolet Master De Luxe

On October 22, 1938, just 11 months before the outbreak of World War II, 10 months before the release of the Wizard of Oz and only eight days prior to Orson Welles's hysteria-inducing CBS radio broadcast of War of the Worlds, Chevrolet introduced its striking 1939 models.

The previous year's Master became the Master 85 for the 1939 model year, and the upscale Master De Luxe returned. A Master De Luxe two-door four-passenger coupe with rear opera (jump) seats was a new addition, as were Master 85 and De Luxe Station Wagons. Cabriolets and the two-door sport coupe with rumble seat were discontinued.

Despite significant exterior design revisions that resulted in a lower and wider appearance, prices of the 1939 models were actually lower than those of their comparative 1938 models--in some cases, up to $45. Chevrolet General Manager M. E. Coyle cited refinements in manufacturing and production processes, in addition to potential customer demand as the driving forces behind the reductions.

For 1939, the price variance between the Master 85 (JB body) and Master De Luxe (JA body) was approximately $35-$56 depending upon the style. Additional equipment, upmarket trim and engineering distinctions justified it. The Master 85 employed a traditional leaf-sprung I-beam front suspension with a ride stabilizer and double-acting airplane-type shocks, whereas the Master De Luxe utilized a more modern independent front suspension featuring upper and lower control arms, coil springs, double-acting end-to end discharge shocks and a ride stabilizer. The steering system was also a different design and featured a quicker 17:1 ratio in the De Luxe compared to 19:1. Though leaf springs were used in the rear of both models, in the De Luxe they were metal-wrapped and the shocks were double-action instead of single. And rear gear ratios were steep 4.22:1 over the 3.72 of the Master 85.

Inside, the Master De Luxe received mauve brown plastic control knobs instead of variegated brown ones. Other

De Luxe standard items included decorative doorsill plates, a silver stripe on the door moldings, leather-faced front seat armrests, ash receptacle and a water temperature gauge. The latter was optional in the Master 85. Outside, bumper guards, stainless steel running board moldings and "Master De Luxe" identification on the hood louvers dressed up the higher-line vehicle even further.

Model year total production for the Master 85's and Master De Luxe's baker's dozen of body variations was 587,177 units--over 116,000 more cars produced than the previous year's total of 470,766.

In late 2008, Ken Symonds of Jensen Beach, Florida, purchased our feature Master De Luxe, two-door, four-passenger, coupe--also referred to as an "opera coupe," thanks to its unique fold-down rear seats--to replace his 1933 De Soto, which was totaled in a trailering accident. Though in fairly poor overall condition, the maroon-exterior and mohair-interior De Luxe was complete and retained its original 216.5-cu.in. OHV straight-six engine, three-speed manual transmission and host of factory options.

Ken recalls, "I really liked the look of this Chevrolet and the fact that it has features, in addition to the rear jump seats, that further differentiate it from its closest sibling, the Business Coupe. Its rear quarter windows slide open, the Business Coupe's don't. Also, the fuel filler is on the passenger-side rear fender of the opera coupe, but it's on the passenger-side quarter-panel behind the door on the Business Coupe."

He bought it to participate in car shows and Antique Automobile Club of America tours, but before any of that could happen, Ken would put his decades of auto body experience to work to bring the Master De Luxe up to his standards.

Having retired to Florida in 1984 after owning Ken's Auto Body in New Jersey, for 19 years, he had the time and place, namely a nine-car garage built under his house, to work on his own projects.

In 2009, performing all of the work himself, the then-74-year-old removed the drivetrain and the bolt-on body parts from the De Luxe and relieved all the exterior panels of their paint via aviation stripper, followed by sandblasting. Two coats of PPG epoxy primer were applied, a patch was MIG welded into each quarter-panel behind the doors, the rear body panel under-trunk lid was replaced, and small areas of the trunk were repaired. Classic Chevy supplied the needed patch panels, as well as new running boards, and Chevs of the 40s would provide 90 percent of all the other parts required to restore the car.

Skim coats of Duraglas and Rage fillers were used as needed to smooth the body, and everything was block-sanded with 180-grade paper. After two more coats of primer, the body was block-sanded with 400-grade before a single coat of a PPG non-sanding sealer was applied. Next came five coats of PPG acrylic urethane in black, as Ken liked it better than the stock maroon. That was followed with three coats of clear. After wet sanding with a progression of grades up to 1500, the finish was buffed and polished using a 3M system.

Body brightwork was restored, the grille and bumpers were rechromed, and new hubcaps and trim rings were sourced. The exhaust tip and license plate frame are aftermarket.

Ken rebuilt the 216.5 cu.in. engine to mostly stock specs. Its block was honed and decked, the drop-forged steel crankshaft was cut .010/.010 and the 6.8-inch connecting rods were refurbished. Originally fitted with cast-iron pistons, the engine was upgraded to lighter cast-aluminum pistons during the rebuild.

The cylinder head was also decked to true its mating surface to the block, and new valve guides were installed for the 1.6-inch-diameter intake and 1.2-inch-diameter exhaust valves that operate in the "Blue Flame" combustion chambers. A stock replacement cam works with factory pushrods, and 1.477:1 ratio rocker arms, the Delco-Remy ignition system and Carter carburetor were rebuilt, and the stock intake and exhaust manifolds were repainted. A new 1.875-inch exhaust system, with a single muffler and a 1.75-inch tailpipe, was bolted in as well. Once the engine was reinstalled, the Harrison ribbed cellular copper radiator and four-blade fan were mounted.

A 9-inch single dry-plate clutch connects the engine to the three-speed manual, "silent second" (synchromesh on second and third gears) transmission. Though it has yet to be rebuilt, Ken says that first gear does growl a bit. The semi-floating hypoid rear only required new axle seals.

The frame and some suspension components were painted with durable chassis black enamel, and the independent front suspension was rebuilt with stock replacement parts--kingpins and control arm bushings, etcetera. Front shocks, steering system and the rear leaf-springs were restored, and the rear shocks were serviced. The 11-inch drum brakes were also completely refurbished.

Ken recalls, "After asking a shop about restriping my hubcaps and receiving a high price, I decided to do it myself. I used a five-gallon bucket that was the correct diameter, and I cut it down to 2 inches high. I placed it over the wheel, fine-line taped around it to get the outside diameter then removed it and taped inside the first circle to get the inside diameter. Then I painted the gap between the two tape circles."

Inside, the mohair velvet upholstery was supplied by Hampton Coach. Ken installed it and performed all the other restoration tasks except for restoring the De Luxe steering wheel. That was left to a professional. After becoming frustrated with an expensive woodgraining kit, he taught himself how to replicate the appearance on the instrument panel using a paintbrush and stain. "I got some instruction regarding the technique from the salesperson at the hardware store. I practiced first and then tried it, and the result looked really good."

The 6-volt electrical system received all new wiring, and the headlamps were upgraded to sealed beams for better night vision since this old Chevrolet was going to see lots of road time. As a precaution, each headlamp has its own relay for the high beam and low beam, so as not to overtax the electrical system.

Speaking of road time, from behind the wheel, Ken relates, "My 1939 Chevrolet drives great. I just have to remind myself to use the clutch. Many times, I double clutch to avoid grinding gears when shifting into second at moderate RPM. The clutch action is smooth, with no chatter, and though shifter throw is quite long, it's not objectionable. Engine power is respectable for its size and design.

"The seats and overall driving position are very comfortable. It takes a little time to get accustomed to the large 17.3-inch steering wheel, but instrument visibility is good through it, and its size makes steering effort low when the car is moving. At low speeds, it handles well, but when going faster, I must slow down for corners. It has a little play in the steering, and the bias-ply tires tend to follow grooves in the road, but the Chevrolet rides much better than my De Soto because it has independent front suspension. Though they don't pull or lock up, the brakes feel a bit mushy, so I usually downshift to help stop the car."

Ken added aftermarket outside rear-view mirrors, and to reduce the three-quarter rear blind spot, he glued a convex mirror into the frame on the passenger's side and reports that it helps a lot.

Once the Master De Luxe was completed in 2010 and had won its AACA Junior and later its Senior awards, Ken began driving it regularly. With that road time came a few additional maintenance rituals to ensure that his Chevrolet remains in peak operating condition and is show-ready.

He says that he uses Amsoil with a high-zinc formulation because he previously had a valve hang up that caused some unscheduled engine work. About 5 ounces of Marvel Mystery oil are added to every 5 gallons of gas to also help keep the valves lubed. 3M wax is employed on the exterior finish and he wraps tape around his hand--sticky side out--to lift lint from the mohair velvet upholstery.

Though Ken also currently owns a 1946 Chevrolet truck and a 1950 fastback, the now 80-year-old says, "My 1939 Chevy is just perfect for old-car tours, and I like to participate in them as often as possible."

Owner's View

Everything was there when I bought my 1939 Chevrolet, but it was in sorry shape. I started the restoration in 2009, and in 2010, it took its first Junior award in AACA competition. Senior came the next year. It has about 2,000 miles on it since the restoration, and wherever it goes, it seems that everybody just loves the car and they can't admire it enough. I guess so many were street-rodded and cut up over the years that seeing a stock 1939 Chevrolet has become a real rarity. Regardless of the reason, I appreciate the attention that it gets.

1939 CHEVROLET MASTER DE LUXE

SPECIFICATIONS

PRICE

Base price: $715.00

Price as optioned: $761.75

Options (on car profiled): Electric Glove Compartment Clock, $9.95; Fender Lamps (parking lights), $6.00; Double-Duo Horns (city and country horns), $9.50; Wheel Rings (trim rings), $6.95; No Roll Device (not currently on the car but came with it), $7.95; Grille Guard, $2.50; passenger-side windshield wiper, $3.90

ENGINE

Type: OHV six-cylinder, cast-iron block and cylinder heads

Displacement: 216.5 cubic inches

Bore x Stroke: 3.50 x 3.75 inches

Compression Ratio: 6.25:1

Horsepower @ RPM: 85 @ 3,200

Torque @ RPM: 170-lb.ft.@ N/A

Valvetrain: Mechanical valve lifters

Main Bearings: Four

Fuel System: Carter one-barrel carburetor, mechanical pump

Lubrication System: Pressure; gear-type pump

Electrical System: 6-volt

Exhaust System: Single

TRANSMISSION

Type: Three-speed manual, synchromesh, floor shift

Ratios: 1st: 2.94:1

2nd: 1.68:1

3rd: 1.00:1

Reverse: 2.94:1

DIFFERENTIAL

Type: Hypoid drive gears; open

Ratio: 4.22:1

STEERING

Type: Worm and ball-bearing roller sector

Ratio: 17.5:1

Turning Circle: 41-feet

BRAKES

Type: Hydraulic; four-wheel drum

Front/rear: 11 x 1.75-inch drums

CHASSIS & BODY

Construction: All steel; separate body and frame, Fisher Turret Top with sloping-vee windshield

Frame: Boxed girder with flanged box-section side rails and crossmembers

Body Style: Two-door coupe

Layout: Front engine, rear-wheel drive

SUSPENSION

Front: Independent; unequal-length control arms, coil springs, double-acting hydraulic shocks, anti-roll bar

Rear: Solid axle; semi-elliptical leaf springs, threaded shackles, metal spring covers, double-acting hydraulic shocks

WHEELS & TIRES

Wheels: Steel

Front/rear: 16 x 4 inches

Tires: Coker 4-ply, bias-ply

Front/rear: 6.00 x 16 inches

WEIGHTS & MEASURES

Wheelbase: 112.25 inches

Overall Length: 188 inches

Overall Width: 71.3 inches

Overall Height: 66.3 inches

Front Track: 57.5 inches

Rear Track: 59 inches

Shipping Weight: 2,845 pounds

CAPACITIES

Crankcase: 5 quarts

Cooling System: 14 quarts

Fuel Tank: 14 gallons

CALCULATED DATA

Bhp per cu.in.: .392

Weight per bhp: 33.47 pounds

Weight per cu.in.: 13.14 pounds

PRODUCTION

Four-passenger coupe: 20,908

PROS & CONS

+ An affordable collectible

+ Classic styling

+ Upscale model

- Not very rare

- Not overly valuable

- Limited accommodations for rear passengers

WHAT TO PAY

Low: $4,000 - $8,000

Average: $11,000 - $14,000

High: $18,000 - $22,000

CLUB CORNER

Vintage Chevrolet Club of America

P.O. Box 609

Lemont, Illinois 60439-0609

www.vcca.org

708-455-8222

Membership: 8,000

Dues: $40/year

Antique Automobile Club of America

501 W. Governor Rd

P.O. Box 417

Hershey, Pennsylvania 17033

www.aaca.org

717-534-1910

Membership: 55,000

Dues: $35/year