Larry Pointer 1937 Chevy Brule
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These panels then were fitted over the original Chevy hoods sides….devoid of those louvered bubbles…and a whole new look emerged.
Trial fit of accent rods.
Screen installed from the back side.
The new hood side in paint. Couldn’t wait to picture its dramatic change.
Oh, and those 3 fake louvers at the front of the Chevy hood molding? Hammered those out, too.
Hood sides now re-attached.
Close-up of hood revealing the fade line where fake louvers once resided.
Although nothing radical, I believe these hood revisions have made the most dramatic change.
Thank you, Tony and Mark. The execution I’m afraid is perhaps “50/50”: 50 yards away and 50 mph OK. But it’s been a kick. So glad to have found the CCC and kindred spirits. Each project brings a smile. Thank you all.
Brule Part 14
Rock On
Now about those carriage step carry-overs: runningboards. As profiles became lower, they became little more than shin skinners. Hated them.
I point the finger at Rik Hoving for instigating a CCC forum on eliminated runningboards in early custom car builds. Then, I saw that Vesters and Neirinck built Delahaye.
The rocker panels of that recently restored garage find Delahaye were beautiful.
The closest to the look I could find is in the GM 1940-1941 larger cars.
The 40-41 Buick/Cadillac cars had similar rocker panels to that Delahaye.
Harley Earl’s Art and Color studios had been working on the runningboard dilemma from early on. Even, for sure, during the 1936 period of my “GM concept coupe” imaginings. Luckily, I found reproduction 40/41 Buick/Cad two-piece replacement rocker panels via the internet.
The reproduction rocker panels were exactly what I could use.
I cut these panels to length, and with a bit of trimming they slipped right in place, over trimmed runningboard irons.
The inner rocker in place.
Side view of rockers in place; need for transition to fenders. In the engine bay, the finned valve cover and side plate are visible.
Out of focus pic or rocker attachment end plate.
They didn’t quite match up with the front and rear fenders though. And I’d already painted those 36 Olds rear fenders. Not to worry, I created a pair of “spats” to transition their profiles.
 The “spats”.
Up front, I later was able to weld similar adapter pieces onto the trailing inner edge of the fender. Retainer nuts were welded into end plates on the rockers, to bolt them front and rear.
Rough welded addition to bottom of front fender to match up to rocker profile.
A bit ahead, a full fendered side view of the coupe with rocker panels.
Next would be the daunting task of slicing and dicing a full figured set of 1936 Olds front fenders onto my “GM concept coupe,” Brule.
Brule Part 15
That Full Figured Look
Sometime after getting the 36 Olds rear fenders, I happened across another ad on the internet. A pair of 36 Olds front fenders! My suspicions were aroused: they were the same oxidized red as my rear ones. Looking more closely, suspicions confirmed: it was the same traveling used parts man. I purchased them, with final payment in a motel parklot in Pocatello, Idaho. A slow learner, but I’m making progress.
Once sandblasted by Barry Wright (no more driveway sand storms…Oh, the lessons to learn), I could see the fenders were nearly pristine. Tracing back to the Dust Bowl Oklahoma panhandle of the Great Depression era, you can only wonder the heartache that left that car behind in those Grapes of Wrath migrations to California’s promised land of fruits and nuts.
Alongside their 37 Chevy counterparts, I could see some tricky stitchery was in store.
front view 36 Olds and 37 Chevy fenders.
Top view in fender comparisons
Of primary concern, those Olds fenders were much longer. The CCC forum came to my rescue. The thread showing the process of adding 38 Cad front fenders to a 40s GM pickup gave me a pathway forward.
[CCC fender shortening e:Â Key to shortening, was a trim line that saved the wheel opening intact.]
Cut lines were located crossways, top-dead-center, and around the wheel opening.
Layout for cut lines.
I could see that retaining the Chevy catwalk would allow ease in re-attachment at the radiator shell and the body cowl at the tail of the fender. Once the top-dead-center of the “loft” was located, I also traced how much material had to be removed to fit against the Chevy catwalk.
Taped off areas set for surgery.
I began from the back, where the paired dimensions were most similar, with the Olds fender draped over, then screwed onto the Chevy pieces.
Rear view of Olds fender trimmed and attached to the Chevy piece.
Then working forward, I carefully sliced the metal to snug up against the Chevy catwalk.
Front view of trim line up the fender length.
By this time, I had realized the need to work with the Chevy fender securely mounted in place on the car. (Learning by doing!)
Loki, the neighborhood watch chairman
Part 15 B
Then it was time to shorten the Olds fenders, working off that top-dead-center reference line.
Front view of Olds fenders.
After cutting apart the Olds fender, I discovered I could overcome a “pigeon-toed” appearance by re-adjusting the angle across that centerline, as I slipped the fronts rearward in overlap.
Cut free.
First tack welds over the top.
Final alignment, front view.
Right fender, side view of tack welds.
Left fender, tacked and propped in place.
Next would come the coupe’s facelift.
Huge amount of work to get those fenders to look like they grew there.
Get ready to hear all the”My Grand dad had one just like that” comments when you take her out. LOL
The sign of a well designed custom built car.
Torchie
Brule Part 16
Finis
Brule, my 1936 GM concept coupe now was down to the last steps (if ever there is such a thing in customizing). And it brings to mind that old saw, “First impressions are the lasting impressions.”
I had left the front cosmetics till last, with a pair of pie slice gaps up front between the Chevy catwalks and the Olds fenders.
Gaps yet to be addressed.
Brule, the GM concept coupe!. Hers had to be the face most memorable. The essential European styling cues. I kept looking at the image of that Vesters & Neirinck Delahaye derelict as those LBI boys first discovered it.
There was something compelling about the face of this car.
I also had been taken with other Delahayes, and Talbot Lagos, and Alfa Romeos, in their forward appearance.
Even the Gangloff bodied Bugatti of author Clive Cussler had that sporty look.
Driving lights! Frenched-in driving lights. Announcing, “This car is built for the race!”
My mimicry would call upon much more mundane parts from the shelf: 1947-1948 Ford park lights. Frenched, within 4” pipe surrounds.
Lighting components in construction.
Awaiting lower patch panels for that flowing lower line.
So far, so good. But the bottom line of the fenders at front still lacked….style. Rik Hoving and Torchie were helpful in sorting out a flowing line that brought back the 36 Olds curves around the bumper iron openings, and inward to tie into the bottom of the grille shell.
I fashioned a pair of patch panels over a wooden buck, and welded them in. The distinctive Chevy catwalk now fades downward into these additions.
Creation of a patch panel.
Patches fitting to the grille bottom.
For that jaunty, devil-may-care European road racer look, a thin, airplane wing inspired, front bumper as was in vogue with the teardrop coupes of the era. But for a deeper symbolic reason: This Phoenix lifted me up, on her wings.
Tear drop in flight.
The minimalist bumper, built of ½” rod, plate stock and square tubing, then carefully sanded down smooth. A later powdercoat finish gave her a summat chrome look.
My final painting day.
Front fenders painted, awaiting Pat Bentz to bring her to life.
So here she is, Mrs. Robinson’s lady’s car. Our Phoenix risen. Brule.
Finally assembled and singing our praises in twice pipe harmony, BRULE.
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