Proud Pierce - 1929 Pierce-Arrow Model 133
Earning a reputation as America's finest carmaker, Pierce-Arrow built unmatched quality into every car, including this 1929 Model 133 Sports Touring
09/23/2018
In This Article
Category:
Classics
Pierce-Arrow built cars of uncompromising quality from 1901 through 1938, the name as revered as Packard, Auburn or Cadillac. But manufacturing cars of uncompromising quality requires significant capital, something Pierce-Arrow found itself short of in 1928. Having averaged a production of a little over 5,000 cars the previous few years, Pierce-Arrow remained a known quantity to its well-heeled buyers, but with a factory capable of producing 15,000 automobiles per year, it could not quite break even.
Customers knew the quality of Pierce-Arrow, a car that had been the choice of presidents. But their large, powerful T-head six-cylinder engines were expensive to produce and lacked the cachet of straight-eight and V-8 engines from competitors, no matter their merits of smoothness and power delivery. By 1928, Pierce-Arrow had a stunning L-head straight-eight in the works, but not enough money to bring it to market.
Enter Studebaker. In a marriage of convenience in the form of a merger that saw the Studebaker Corporation take control of more than 90 percent of Pierce-Arrow shares, Studebaker provided Buffalo's finest maker of motorcars with some $2 million in much needed cash in 1928.
Along with its lower-priced Erskine line and the main Studebaker-badged cars, Studebaker having Pierce-Arrow in its portfolio gave it a leg up to begin taking on bigger players like General Motors. In fact, the merger made the combined Studebaker operation the fourth largest automotive conglomerate after GM, Ford and Chrysler. More important for Pierce-Arrow, it finally had the working capital it needed and put it to good use, completing the engineering and tooling to produce two new straight-eight-powered model ranges for 1929: the Model 133 and Series 143, so-named for the length in inches of their wheelbases.
Under the hood of each car was the all-new 366-cubic-inch straight-eight engine.Studebaker had introduced its own straight-eight just a year before in 1928, with the same 3.5-inch bore, and the Pierce-Arrow engine is often--erroneously so--imagined to be simply a stroked version of that engine. One major difference between the two is that Pierce-Arrow's powerplant employed nine main bearings instead of Studebaker's five. Adding confusion to the cause, Studebaker cast the iron Pierce-Arrow blocks in its Indiana foundry; however, it used a higher-quality alloy than what its own blocks were made of. Pierce-Arrow had been given wide latitude for how it ran its operations, despite Studebaker handling the block casting and some body stamping for Pierce out of South Bend. Pierce-Arrow engineers stationed at the Studebaker factory oversaw the engine block and body panel production to ensure that it met the company's elevated standards before the components were shipped to Buffalo for completion.
At 125 horsepower, the Pierce-Arrow straight-eight engine produced as much power as any other car on the market, save those named Duesenberg. Although it had just a 5.07:1 compression ratio, the Pierce engine made a healthy 250-lb.ft. of torque, giving both model ranges sufficient oomph for high-speed running.
Pierce-Arrow engineers also incorporated other innovations in their new engine, such as fitting a Lanchester vibration damper on the front of the crankshaft to make the big eight-cylinder operate even more smoothly. They also included a replaceable oil filter and mechanical fuel pump (in lieu of a vacuum tank), both features among the first in the industry. A Stromberg two-barrel carburetor fed a split manifold, where one barrel managed the inner four cylinders and the other the outer four.
The Pierce-Arrow straight-eight engine, as used in both the Model 133 and longer-wheelbase Model 143, proved an elixir, nay, a major triumph, for what ailed the storied Buffalo manufacturer, temporarily, at least. But it was not the only significant change for the models in 1929 that used it. Pierce-Arrow engineers also incorporated a hypoid axle for the final drive, the sort of thing that would come to Cadillac many years later. They also used shatterproof glass from the Pittsburgh Plate Glass company--another example of Pierce-Arrow engineering being ahead of the curve.
The cars were restyled, refreshingly more modern than previous efforts, yet still in line with the conservative looks Pierce-Arrow customers would have expected. Longer and lower than foregoing Pierce-Arrow offerings, the Model 133 and 143 were both a hit and available in many different configurations. The majority of cars included the frog-eye-like headlamps that protruded from the fenders, a design first introduced by Pierce-Arrow designer Herbert Dawley. (New York state law, curiously, prohibited such lamps, so all New York-delivered cars featured freestanding headlamps.) Dawley also gets credit for the helmeted archer hood ornament that first appeared in 1928 and that also adorned the 1929 models.
With the restyled body, the all-new engine and the extended reach of the Studebaker sales network, Pierce-Arrow sales achieved an all-time high in 1929, finding nearly 9,000 new customers.
Nick Sabatino, a retired electrician from Hollidaysburg, Pennsylvania, bought the five-passenger 1929 Pierce-Arrow 133 Sports Touring model featured on these pages about eight years ago. A car he had known about, this Model 133 was rolling into its space at the car corral at Hershey when Nick stopped the owner, took a test drive and made a deal.
Nick's Pierce-Arrow, despite its sheer presence and well kept appearance, is not a show car--he drives it regularly. He averages around 1,000 miles per year and has done some local touring events with the VMCCA. For certain, he appreciates the significance of the car. "I have a lot of history on the car," says Nick. "It appears to have about 120,000 miles on it. Most of the mileage seems to have come from the mid-1950s right on." Nick has had good luck driving his Pierce-Arrow, with only routine maintenance and a few small issues to deal with over the years, including replacing the head gasket and installing a new starter.
The car presents itself as being highly original, despite some obvious paint and interior work. "From what I can tell," says Nick, "the car has never been apart, although it had a repaint many years ago. I believe--it is very possible--that the black fenders are original paint. The upholstery has been replaced as was the roof before I bought it. I have just done a few maintenance things on it, but not much." The Pierce-Arrow reputation for quality is holding up 86 years after this car first rolled out of Buffalo.
When Nick offers to let me drive the Pierce-Arrow, I practically jump to the driver's seat, but Nick decides to take the top down first. It is a touring car, after all. I offer to assist, but it's a simple, one-man show: Nick loosens the wing nuts at the top of the tall, straight windshield and simply lifts the fabric top back. The process is easier than that on many more modern cars.
Stepping into Nick's wonderfully kept Pierce-Arrow reminds me that the Classics from the era, despite their vast overall size, do not necessarily offer tremendous room for the driver. The body that tapers from the back to the cowl at the front almost squeezes in the two people in that first row. The large-diameter steering wheel, canted somewhat away from the driver, also takes up space. Drivers of, how shall we put this, some girth, would have a hard time squeezing into the driver's perch.
Fortunately, the footwell provides more commodious space than similar cars, such as eight-cylinder Marmons. It takes attention and effort to coordinate the three pedals in any vehicle of this size, particularly due to its lack of modern conveniences like power-assisted steering or brakes. In this case, those stoppers are 100 percent mechanical, with no hydraulic actuation to speak of.
The view from behind the wheel is, quite simply, sensational. The top hinge of the long hood leads you right to the mascot, the helmeted archer, your champion while you drive. The wide, frog-eye headlamps, too, offer a far more fulfilling feeling than any current Bluetooth-enhanced, voice-activated infotainment system can dream of.
Turning the key, the big eight-cylinder engine fires to life, but you almost wouldn't know it. The nine-main-bearing engine immediately idles with a low purr. I am instructed by Nick to be careful shifting the gearbox, but he assures me that double-clutching is not necessary. The shift lever is long, but appropriately sized for the tall interior. Indeed, as Nick explains, shifting smoothly can be achieved by taking your time and being deliberate with the lever and deftly coordinating the accelerator and clutch. Though I grind the gears a bit the first couple of times getting out of first gear, I quickly acclimate to the nuances of the drivetrain and avoid that dreaded crunching of gears for the duration of the drive. First and second gear are used up rather quickly, particularly with the low-revving nature of the L-head engine as well as the car's 4.23-geared final-drive ratio. But the wide torque band allows for plenty of latitude when cruising in the third and final gear of the Brown-Lipe-built transmission.
The big steering wheel comes in handy when leaving the parking lot and provides ample leverage for steering the tall, but skinny, tires. Fortunately, the effort decreases drastically as we speed up. And the substantial displacement of the straight-eight engine offers plenty of torque to readily keep up with traffic. Slowing down, too, is drama-free, the four-wheel mechanical brakes operating in a very linear fashion: Pushing harder means braking harder. Though we never get to the point where the brakes fade, we could imagine how many panic stops might be found in such a system. Nevertheless, the overall braking competency of the big Pierce-Arrow gives the driver plenty of confidence.
The quality of the Pierce-Arrow shows through in the driving, in a car that has never been fully restored. Despite the car's age and the rudimentary nature of the solid-axle suspension, the Pierce-Arrow exhibits a solidity and surefootedness that surely appealed to buyers in 1929.
For several years, Pierce-Arrow profits generated from the eight-cylinder models helped keep Studebaker in the black. In 1929, Pierce-Arrow sent $2 million in profits back to South Bend--a number better than even the high-volume Studebaker could manage on its own. As sales volume dipped in 1930, so did returns, with Pierce-Arrow's annual tally down to $1.3 million in profits.
But as the Great Depression's bite got deeper and harder, Studebaker President Albert Erskine's insistence on paying dividends, even when profits were way down--and ultimately non-existent--depleted cash reserves and proved his and the company's undoing. By 1933, Studebaker was bankrupt. A dejected Erskine, ousted from the company, committed suicide. In the subsequent reorganization, Studebaker divested from Pierce-Arrow, which was sold to a group of Buffalo businessmen for $1 million in 1933, ending the arrangement.
Pierce-Arrow never fully recovered, ultimately going out of business as a car maker in 1938, but the marque never relented on its superior engineering, either. Nick Sabatino's 1929 Model 133 Sports Touring continues to prove that the Pierce-Arrow legacy of uncompromising quality endures, some 86 years after it first rolled off the production line.
Owner's View
It runs well, has plenty of power. It will go as fast as you want it to. It still runs 55 to 60 MPH without breaking a sweat. I have been on the New York State Thruway in the rain. The car has no windows. The top was up, but I am not sure that helped at all.
They are just high-quality cars. The engines are indestructible. They're real fun to drive, and they're just a, well, solidly built car. They have plenty of power. If you drive a Model A Ford, you know there's a lot of difference.
Maybe the shifting leaves a bit to be desired--there are no synchronizers on it. You've got to work with it.
1929 Pierce-Arrow Model 133
Specifications
PRICE
Base price: $2,975.00
ENGINE
Type: L-head straight-eight with cast-iron block and cylinder head
Displacement: 366 cubic inches
Bore x Stroke: 3.50 x 4.75 inches
Compression Ratio: 5.07:1
Horsepower @ RPM: 125 @ 3,200
Torque @ RPM: 250-lb.ft. @ 1,200
Valvetrain: Solid valve lifters
Main Bearings :Nine
Fuel System: Single Stromberg UU2 dual-barrel updraft carburetor
Lubrication System: Full pressure; gear-type pump
Electrical System: 6-volt
Exhaust System: Cast-iron manifold, single exhaust
TRANSMISSION
Type: Brown-Lipe three-speed manual
Ratios: 1st: 2.97:1
2nd: 1.65:1
3rd: 1.00:1
Reverse: 3.81:1
DIFFERENTIAL
Type: Hypoid gears; semi-floating rear axle
Ratio: 4.23:1
STEERING
Type: Gemmer worm and roller
Turns, lock to lock: 3.75
Turning Circle: 42.5 feet
BRAKES
Type: Bendix internal four-wheel mechanical drum brakes
Front/rear: 15-inch drums
CHASSIS & BODY
Construction: Steel body over wood frame; pressed-steel ladder frame with 8-inch channel depth
Body Construction: Steel over wood framing
Body Style: Five-passenger touring
Layout: Front engine, rear-wheel drive
SUSPENSION
Front :Solid axle with 38 x 2-inch semi-elliptic leaf springs
Rear: Live axle with 60 x 2-inch semi-elliptic leaf springs
WHEELS & TIRES
Wheels: Steel wire wheels
Front/rear: 19 inches
Tires: Four-ply
Front/rear: 6.5 x 19 inches
WEIGHTS & MEASURES
Wheelbase: 133 inches
Overall Length: 203 inches
Overall Width: 72.5 inches
Overall Height: 68 inches
Front Track: 58 inches
Rear Track: 59 inches
Shipping Weight: 4,100 pounds
CAPACITIES
Crankcase: 9 quarts
Cooling System: 26 quarts
Fuel Tank: 20 gallons
CALCULATED DATA
Bhp per cu.in.: 0.34
Weight per bhp: 32.8 pounds
Weight per cu.in.: 11.2 pounds
PERFORMANCE
Top Speed: 85 MPH
PRODUCTION
Total: 1929 models 8,422
Pros & Cons
+ Legendary and powerful straight-eight
+ Unmatched reputation for quality
+ Elegance and class on wheels
- No windows
- Overdrive only option
- Short rear-end gearing
What to Pay
Low: $55,000 - $65,000
Average: $90,000 - $105,000
High: $130,000 - $150,000
Club Corner
Pierce-Arrow Society
P.O. Box 402
Catharpin, Virginia
20143-0402
www.pierce-arrow.org
Dues: $45/year
Recent
Photo: General Motors
One of the ultimate C5 Z06s was the 2004 24 Hours of Le Mans Commemorative Edition, acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built assuring their collectability.
As far as the regular Z06 goes, all told, there were 28,388 built over four model years, so they’re not difficult to find these days. It can, however, be difficult to find stock, low-mileage examples, as many owners drove these cars as they were intended and tweaked them with bolt-ons for even better performance.
According to classic.com, average C5 Z06 prices have increased significantly over the last five years from $16,000 in 2019 to $32,000, as of this writing. One of the highest prices recorded for an unmodified example was at Mecum’s Kissimmee sale in January. The car was a 2001 painted Speedway White (one of 352 in that color) with just 218 original miles, and it sold for $71,500 including fees.
In July 2023, a black 2004 Z06, driven fewer than 1,600 miles, sold on Hemmings Auctions for $52,500 - just shy of the car’s original MSRP of $53,485. On the more affordable end, back in 2020, a 2001 Z06 listed as unmodified, but with 154,680 miles on the odometer, changed hands on Hemmings Auctions for $9,000.
These cars have received a lot of attention lately and appeared on many bargain-priced performance car listicles. Their low-buck status seems to have changed as a result and prices have nosed skyward. Still, the first-edition Z06 is an excellent car that offers a lot of track day potential with very low running and maintenance costs. If you’re interested in owning a 2001-’04 Corvette Z06, here are some points to consider.
Body
Image: General Motors Artist: David Kimble
C5 Corvettes used sheet-molded composite body panels made of 40 percent resin, 33 percent calcium-carbonate filler, 20 percent chopped fiberglass, and 7 percent resin and hardeners (used to improve the surface finish of the panels), according to Chevrolet. The floor pan was made from SMC inner and outer panels with balsa wood sandwiched in between. The 2004 Le Mans Commemorative Edition Z06 used a carbon fiber hood to shave 10 pounds off the nose. When inspecting a Z06, you’ll want to inspect the lower portions of the car for signs of damage—the fascias and rocker panels. The three-piece air dam on the front is prone to taking hits because it rides so close to the ground. Replacement air dams are widely available and it’s important that the pieces be installed correctly as the dam helps direct air to the car’s radiator. You will also want to check the floorpan for signs of damage or previous repairs. Floor pans punctured by debris in the road aren’t unheard of on these cars and you’ll want to make sure the repair was performed correctly to guard against leaks. The quarter panels on these cars are bolted on, so check for proper fit and signs of replacement that might indicate previous accident damage. Aftermarket body kits are available for C5s and popular with Z06 owners looking for some additional body width and larger wheelhouse openings.
Something else to be aware of - common among all Corvettes, not just C5s - are electrical grounding issues related to the composite body. These can cause a wide variety of mysterious conditions and usually the problem isn’t difficult to solve but can be difficult to trace.
Z06 exterior colors over the C5 generation included: Black, Torch Red and Millennium Yellow from 2001-’04; Speedway White, which was only available in 2001; Quicksilver, which was offered from 2001-’03 and replaced by Machine Silver in ’04; Electron Blue, which was offered in 2002-’03; and LeMans Blue Metallic was used on the ’04 Le Mans edition Z06. All of the LeMans editions were painted blue with silver and red graphics modeled after the 2003 C5R race car.
Chassis and Suspension
Among the most scarce of all C5 Z06s is 2004 24 Hours of Le Mans Commemorative Edition acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built, and they command a premium today. All of the LeMans Commemorative Editions were painted blue with silver and red graphics - a color scheme modeled after the 2003 C5R race car.
Photo: General Motors
The C5 Z06 was based on a pair of 13-foot long, continuous chassis rails, hydroformed in a die using fluid pressure - it was a very rigid platform and a first for the Corvette. Another substantial change in the C5 chassis, that made it an ideal production road racer, was the use of a rear transaxle. By moving the gearbox to the rear, the weight distribution nearly hit the 50/50 sweet spot, plus it freed up space in the cabin. An enclosed stamped-steel driveshaft tunnel (a torque tube) between the engine and the transaxle made the chassis even stiffer. The suspension hard parts were made from aluminum and transverse mounted leafs handled the bumps. The C5 front suspension used a setup similar to the late-edition C4s, with revisions, while the rear was an entirely new design with upper and lower A-arms and constant velocity joints replacing the old five-link/universal joint setup. Without a doubt, the C5 chassis transformed the Corvette. In addition to the superior handling, the cabin was easier to enter and exit, more comfortable to drive and the ride was less punishing—even the track-ready Z06. To ensure the Z06’s track readiness, it had unique FE4 suspension with a larger front stabilizer bar, a stiffer rear spring, revised camber settings and forged wheels that were 1-inch wider front and rear than a standard Corvette. The Z06’s steering was sped up too: 2.46 turns lock-to-lock versus 2.66 on standard C5s. Brakes were shared across the C5 line—four-wheel discs with 12.8-inch rotors front and 12-inch rear. The calipers were two-piston units but treated to a red finish on the Z06. Many owners choose to upgrade the stock brakes with aftermarket units. The stock rotors are fine for street use but have shown not to hold up well on cars that are driven hard on the track.
The 2004 model year Z06 benefitted from suspension revisions and new shock absorbers that were developed by GM through extensive testing. These units were a vast improvement over prior years. There are aftermarket options available that approach the performance of the factory ’04-edition shocks—which can be expensive and difficult to find today. Many owners have found that OEM C6 Z06 shocks are also a good fit at a lower price. The C5 chassis is a rugged and proven sports car platform that was designed to serve reliably for many miles. When shopping, take note of the typical items that wear out with age: anti-sway bar bushings/end links, control arm bushings, rear cradle bushings, ball joints etc. Be sure to ask about any maintenance work that might have been performed. A fresh set of tires is a selling point on these cars as well. The stock size Eagle F1 tires cost more than $400 apiece for the 265/40R17 fronts, and more than $600 apiece for the 295/35R18 rears - if you can find them. The selection of tires available in the factory sizes is limited these days so when it comes time for replacement you might have to consider alternatives like 255/40/17 or 275/40/17 fronts and 285/35/18 rears.
Engine
Image: General Motors Artist: David Kimble
The 5.7-liter LS6 arrived in 2001 with 385 horsepower and made the jump to 405 horsepower in 2002. It was an evolution of the standard Corvette’s LS1 with improvements to the block and pistons, better flowing heads with revised combustion chambers, a more aggressive camshaft, a redesigned intake and more. The LS6 is an excellent and proven performance engine that will serve many thousands of trouble-free miles. Initially, excessive oil consumption was an issue, but the problem was addressed in a Technical Service Bulletin. Replacement piston rings (due to a sealing issue) and a replacement engine valley cover (due to leaking) were prescribed for circa-2001 engines affected, and the changes were made in production to later LS6s. Reports and discussions of valve spring failures on 2002-’03 engines in particular also abound on internet forums. Replacing valve springs is a relatively cheap and inexpensive upgrade and is worth considering if the seller hasn’t performed the work already. Some of these engines have also suffered from separated harmonic balancers and balancer bolts that loosen and allow the balancer to come off - check for a wobbling lower engine pulley when the engine is running. The factory balancer is a press-on fit but there are aftermarket versions available that can be pinned to the crankshaft. Upgraded balancer bolts are also available.
Transmission and Axle
The Z06’s instrument cluster bears the logo of the popular performance package, and the tach has a 6,500 rpm redline.
Photo: General Motors
The Z06 used the TREMEC T-56 gearbox but it was equipped with more aggressive gear ratios for harder acceleration than the base Corvette. The trans was rear-mounted to a Getrag differential shared with all C5 Corvettes. Z06s were equipped with a 3.42:1 gear set with shot-peened ring and pinions.
The T-56 is an excellent gearbox, but miles and abuse can take a toll leading to some of the typical manual transmission maladies: grinding between gears, sticking in gear, popping out of gear etc. Sometimes the issue can be as simple as the shifter or the mount being loose, but some of these symptoms could also be signs of worn synchros or a damaged shift fork. The good news is parts are widely available and finding a knowledgeable rebuilder isn’t difficult.
The C5’s Getrag differential is a bulletproof and reliable unit that can withstand plenty of driving and punishment. The biggest issue with these has been seal leaks—something that was addressed in a circa-2003 technical service bulletin covering all C5 Corvettes. The TSB recommended replacement of the output shaft seal and the differential side cover O-ring. If a Z06 you’re looking at hasn’t had the work done and appears to be leaking, those seals are likely the culprit—and most frequently it's the output shaft seal. (Some techs recommend not disturbing the side cover if it isn’t leaking.)
Some C5 owners have also experienced issues with the clutch pedal sticking in the down position or returning slowly. Sometimes this can be solved by flushing and replacing the fluid in the hydraulic system. There are also aftermarket clutch return spring kits that can deliver more positive pedal action - once the fluid has been replaced and the system bled (an important maintenance item).
Interior
Z06 interiors were black or black with red accents and embroidered headrests. The Le Mans Commemorative Edition (shown) had graphite-colored upholstery with the Corvette emblem in the headrests instead of the Z06 logo.
Photo: General Motors
C5 Z06s had a unique instrument cluster with a Z06 callout on the tachometer and a 6,500 redline indicated. The bucket seats had additional side bolstering and embroidered Z06 logos on the headrests. Colors were limited to black, black and red and there was a graphite-colored interior for commemorative-edition ’04s with the Corvette crossed-flags emblems stitched into the headrests. It’s common to see worn leather side bolsters and seating surfaces in these cars but there are aftermarket covers and kits available to update shabby looking buckets. Many owners have complained of wind noise in C5s as the window seals age. Water leaks around the weather stripping is also a common problem. A locked steering wheel that can’t be unlocked, accompanied by the “Service Steering Column” message on the driver information display was one of the most common C5 interior issues reported. A 2004 recall addressed the issue (the recall number was 04006) and any car you’re considering should have had the recall work performed. Some owners took matters into their own hands and installed an aftermarket bypass kit that allowed the lock to function without interference from the car’s body control module. These seem to solve the problem as well.
Parts Prices
The Z06’s LS6 V-8 is generally a dependable engine. Horsepower was rated at 385 in 2001 and 405 from 2002-’04. Broken valve springs are a known issue, particularly on some 2002-’03 engines.
Photo: General Motors
- Air dam $114
- Brake rotor $60
- Carpet kit $680
- Harmonic balancer (aftermarket) $340
- Harmonic balancer bolt $41
- Seat covers $1,400
- Tires (front) $453
- Tires (front) $620
- Valve spring kit $100
What To Pay
Add $1,000-$2,000 for 2004 Le Mans Commemorative Edition
Did we leave out your favorite? If so, let us know in the comments. And if you're interested in reading more about classic American luxury cars, keep a lookout for the special feature in the July issue of Hemmings Motor News.
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