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1950 Cadillac Series 62 DeVille LeMans Coupe news, pictures, and information | ||
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The 24 Hours of LeMans holds the reputation as one of the world's most prestigious road races. It is also an extreme endurance run that tests the mettle of both men and machines. In 1950, Cadillac, the GM division recognized as The Standard of the World for luxury motoring, sent two of its 1950 cars to France for competition.
The team was lead by well-known race car builder and driver, Briggs Cunningham. Two Cadillac's were prepped for the race. One remained basically stock receiving simple modifications such as the addition of a two carburetor intake system, welded-on air ducts for the drum brakes, an extra 35-gallon gas tank in the trunk and simple race equipment such as hood straps and safety restraints.
The other car was stripped to its bare chassis and rebodied by Bill Frick of Fordillac fame at his Long Island, NY shop. He received assistance from aerodynamicists and metal workers from Grumman Aircraft in developing a streamlined roadster envelope. When unveiled at LeMans, this striking body was nicknamed, 'LeMonstre' by the French motoring press.
Surprisingly, the stock Series 61, driven by brothers Sam and Miles Collier finished in 10th place. LeMonstre, manned by Cunningham and Phil Walters was one spot back in 11th. The order would likely have been reversed had Cunningham not placed his car in a sand pit and lost 30 minutes digging it out by hand. Ironically, Cunningham had decided against the recommendation to carry shovels in the cars and had to borrow one from a spectator. This was the first time since the 1920s an American production vehicle had raced at LeMans and the Cadillac had beaten 'proven' race cars from manufacturers such as Jaguar, Bentley, Talbot Lago, Panhard, Ferrari and Delage.
This 1950 Cadillac is on loan to the AACA Museum from the General Motors Heritage Collection. It was restored to resemble the 'stock' car entered by team Cadillac in the 1950 24 Hours of LeMans.Source - AACA Museum
The team was lead by well-known race car builder and driver, Briggs Cunningham. Two Cadillac's were prepped for the race. One remained basically stock receiving simple modifications such as the addition of a two carburetor intake system, welded-on air ducts for the drum brakes, an extra 35-gallon gas tank in the trunk and simple race equipment such as hood straps and safety restraints.
The other car was stripped to its bare chassis and rebodied by Bill Frick of Fordillac fame at his Long Island, NY shop. He received assistance from aerodynamicists and metal workers from Grumman Aircraft in developing a streamlined roadster envelope. When unveiled at LeMans, this striking body was nicknamed, 'LeMonstre' by the French motoring press.
Surprisingly, the stock Series 61, driven by brothers Sam and Miles Collier finished in 10th place. LeMonstre, manned by Cunningham and Phil Walters was one spot back in 11th. The order would likely have been reversed had Cunningham not placed his car in a sand pit and lost 30 minutes digging it out by hand. Ironically, Cunningham had decided against the recommendation to carry shovels in the cars and had to borrow one from a spectator. This was the first time since the 1920s an American production vehicle had raced at LeMans and the Cadillac had beaten 'proven' race cars from manufacturers such as Jaguar, Bentley, Talbot Lago, Panhard, Ferrari and Delage.This 1950 Cadillac is on loan to the AACA Museum from the General Motors Heritage Collection. It was restored to resemble the 'stock' car entered by team Cadillac in the 1950 24 Hours of LeMans.Source - AACA Museum
Briggs Swift Cunnigham is one of the most famous and successful sports car drivers of all times. Ironically, he did not start his racing career until his early forties although he had been active in the automotive racing scene prior. At the end of World War I, Cunningham's uncle street raced a Dodge Touring car that was powered by a Hispano-Suiza airplane engine. Briggs would accompany him on many of these races, thus fueling his interests for automotive racing.
Cunningham was a wealthy man. His father, who passed away when Briggs was only five, was the founder and president of the Citizens' National Bank and a director of the Pennsylvania Railroad. There were stipulations in the will that dictated that the fortune could not be touched until their (Briggs and his siblings) 40th birthdays.
In 1930 Briggs married Lucie Bedford, the granddaughter of a co-founder of Standard Oil. During their honeymoon in Europe, the newly-weds witnessed the Monaco Grand Prix. This race was another inspiration and a motivator for Briggs to enter the racing scene.
Cunningham had friends from his days at Yale University. They included Miles, Barron and the Collier brothers. In 1933 the Collier brothers formed the Automobile Racing Club of America. Briggs, more of a sailor than a race car enthusiast, joined the club. He participated in some of the U.S. and European racing endeavors. This experience helped begin the dream at racing and winning the 24-hour of Le Mans race. Briggs was a very competitive person that went beyond the race track. In 1958 he skippered the American 12-meter yacht, Columbia and won the America's Cup.
Luigi Chinnetti, an acquaintance of Cunningham and the 1949 LeMans victor, invited Cunningham to compete in the grueling 24-Hour LeMans race. Luigi promised that he could arrange for two vehicles to be entered; if Cunningham could finish, he could return again in 1951.
Cunningham immediately began his pursuit of two competitive vehicles and a knowledgeable mechanic. He was introduced to a mechanic named Bill Frick who recommended transplanting the mighty OHV V8 Cadillac engine into Ford bodies. The resulting vehicle, which Cunningham dubbed the 'Fordillacs', were both agile and powerful. When shown to racing officials, the vehicles were declined because of their deviation from LeMans regulations and because they resembled hot rods. Cunningham decided to purchase two 1950 Series 61 Coupe deVilles with manual transmissions. The rules for LeMans stated that no internal engine modifications could be performed. The chassis was to be stock but the bodies and the external parts of the engine could be modified.
Cunningham decided to enter one of the Coupe deVilles with very minor alterations while the second vehicle would be heavily modified. Howard Weinman, an aeronautical engineer, was tasked with morphing the Cadillac. Weinman began by testing designs in wind tunnels. The resulting design was wide, had a low center of gravity, aerodynamic, and lightweight due to an aluminum body. The body panels could be easily removed to access the necessary mechanical components. Many people agreed that the appearance was not favorable and it received the name 'Le Manstre' by the French press.
The only suspension modification performed on each car was the addition of French springs. A thermostat was added to the drum brakes, differential housing, and the transmission case so that over-heating could be monitored. Two-way radios were installed in both cars. A tachometer and oil pressure gauges were added to the internal instrumentation. Unessential items, such as the rear seats, hubcaps, and fender skirts, were all removed.
Both vehicles received mild updates to their engines. The 'Le Manstre' was given five carburetors while the stock Coupe received dual 2-barrel carburetors, replacing the single 2-barrel unit. The muffler was removed and the pipes ended in front of the rear wheels. Alfin drum brakes were added to the LeManstre and both vehicles received modifications to allow better air flow the brakes. In addition to the stock 20 gallon fuel tank, a 35 gallon tank was added. The two vehicles were painted in a dark blue and white color prior to being shipped to France.
There had been little time to perform proper testing on either vehicle prior to being shipped to France. When the vehicles arrived at LeMans they were put through intensive practice runs. Both cars proved to have their flaws such as poor night vision. When proceeding through corners at a high rate of speed, the engine received inadequate amounts of fuel. The first practice run for the LeManstre was devestating; co-driver Walters lost control and tore a hole in the nose. Repairs were able to be made before the tech inspection and the other short-comings were addressed before race-day.
Cunningham and Phil Walters were the drivers of the LeManstre, the more serious entry. The coupe was driven by Miles and Sam Collier. The traditional sprint start, where the drivers sprinted to their vehicles, revealed the doors were locked. The problem was able to be solved by reaching in through the window and unlocking the door. Still, not a good way to start a race.
On the second lap, the LeManstre lost control and ended up in a sandbank where it sat for twenty minutes before being freed. The LeManstre was now four laps behind. The Coupe had a bit of misfortune as well. Part way through the race, it had to come to a complete stop while a stray dog made its way across the track. Later on in the race, it barely made it back to the pitts due to low fuel.
When the checkered flag fell, both cars were in impressive standing. The LeManstre had battled its way back from 35th place to finish in 11th. The coupe was in 10th after averaging 81.5 mph per lap. To finish the race is a major accomplishment, a testament to both driver and car. Their accomplishment was even more significant since the Coupe had lost its first and second gear during the race.
By Daniel Vaughan | Nov 2007
Cunningham was a wealthy man. His father, who passed away when Briggs was only five, was the founder and president of the Citizens' National Bank and a director of the Pennsylvania Railroad. There were stipulations in the will that dictated that the fortune could not be touched until their (Briggs and his siblings) 40th birthdays.
In 1930 Briggs married Lucie Bedford, the granddaughter of a co-founder of Standard Oil. During their honeymoon in Europe, the newly-weds witnessed the Monaco Grand Prix. This race was another inspiration and a motivator for Briggs to enter the racing scene.
Cunningham had friends from his days at Yale University. They included Miles, Barron and the Collier brothers. In 1933 the Collier brothers formed the Automobile Racing Club of America. Briggs, more of a sailor than a race car enthusiast, joined the club. He participated in some of the U.S. and European racing endeavors. This experience helped begin the dream at racing and winning the 24-hour of Le Mans race. Briggs was a very competitive person that went beyond the race track. In 1958 he skippered the American 12-meter yacht, Columbia and won the America's Cup.
Luigi Chinnetti, an acquaintance of Cunningham and the 1949 LeMans victor, invited Cunningham to compete in the grueling 24-Hour LeMans race. Luigi promised that he could arrange for two vehicles to be entered; if Cunningham could finish, he could return again in 1951.
Cunningham immediately began his pursuit of two competitive vehicles and a knowledgeable mechanic. He was introduced to a mechanic named Bill Frick who recommended transplanting the mighty OHV V8 Cadillac engine into Ford bodies. The resulting vehicle, which Cunningham dubbed the 'Fordillacs', were both agile and powerful. When shown to racing officials, the vehicles were declined because of their deviation from LeMans regulations and because they resembled hot rods. Cunningham decided to purchase two 1950 Series 61 Coupe deVilles with manual transmissions. The rules for LeMans stated that no internal engine modifications could be performed. The chassis was to be stock but the bodies and the external parts of the engine could be modified.
Cunningham decided to enter one of the Coupe deVilles with very minor alterations while the second vehicle would be heavily modified. Howard Weinman, an aeronautical engineer, was tasked with morphing the Cadillac. Weinman began by testing designs in wind tunnels. The resulting design was wide, had a low center of gravity, aerodynamic, and lightweight due to an aluminum body. The body panels could be easily removed to access the necessary mechanical components. Many people agreed that the appearance was not favorable and it received the name 'Le Manstre' by the French press.
The only suspension modification performed on each car was the addition of French springs. A thermostat was added to the drum brakes, differential housing, and the transmission case so that over-heating could be monitored. Two-way radios were installed in both cars. A tachometer and oil pressure gauges were added to the internal instrumentation. Unessential items, such as the rear seats, hubcaps, and fender skirts, were all removed.
Both vehicles received mild updates to their engines. The 'Le Manstre' was given five carburetors while the stock Coupe received dual 2-barrel carburetors, replacing the single 2-barrel unit. The muffler was removed and the pipes ended in front of the rear wheels. Alfin drum brakes were added to the LeManstre and both vehicles received modifications to allow better air flow the brakes. In addition to the stock 20 gallon fuel tank, a 35 gallon tank was added. The two vehicles were painted in a dark blue and white color prior to being shipped to France.
There had been little time to perform proper testing on either vehicle prior to being shipped to France. When the vehicles arrived at LeMans they were put through intensive practice runs. Both cars proved to have their flaws such as poor night vision. When proceeding through corners at a high rate of speed, the engine received inadequate amounts of fuel. The first practice run for the LeManstre was devestating; co-driver Walters lost control and tore a hole in the nose. Repairs were able to be made before the tech inspection and the other short-comings were addressed before race-day.
Cunningham and Phil Walters were the drivers of the LeManstre, the more serious entry. The coupe was driven by Miles and Sam Collier. The traditional sprint start, where the drivers sprinted to their vehicles, revealed the doors were locked. The problem was able to be solved by reaching in through the window and unlocking the door. Still, not a good way to start a race.
On the second lap, the LeManstre lost control and ended up in a sandbank where it sat for twenty minutes before being freed. The LeManstre was now four laps behind. The Coupe had a bit of misfortune as well. Part way through the race, it had to come to a complete stop while a stray dog made its way across the track. Later on in the race, it barely made it back to the pitts due to low fuel.
When the checkered flag fell, both cars were in impressive standing. The LeManstre had battled its way back from 35th place to finish in 11th. The coupe was in 10th after averaging 81.5 mph per lap. To finish the race is a major accomplishment, a testament to both driver and car. Their accomplishment was even more significant since the Coupe had lost its first and second gear during the race.
By Daniel Vaughan | Nov 2007
Briggs Swift Cunnigham
Briggs Swift Cunnigham is one of the most famous and successful sports car driver of all times. Ironically, he did not start his racing career until his early forties although he had been active in the automotive racing scene prior. At the end of World War I, Cunningham's uncle street raced a Dodge Touring car that was powered by a Hispano-Suiza airplane engine. Briggs would accompany him on many of these races, thus fueling his interests for automotive racing.Cunningham was a wealthy man. His father, who passed away when Briggs was only five, was the founder and president of the Citizens' National Bank and a director of the Pennsylvania Railroad. There were stipulations in the will that dictated that the fortune could not be touched until their (Briggs and his siblings) 40th birthdays.
In 1930 Briggs married Lucie Bedford, the granddaughter of a co-founder of Standard Oil. During their honeymoon in Europe, the newly-weds witnessed the Monaco Grand Prix. This race was another inspiration and a motivator for Briggs to enter the racing scene.
Cunningham had friends from his days at Yale University. They included Miles, Barron and the Collier brothers. In 1933 the Collier brothers formed the Automobile Racing Club of America. Briggs, more of a sailor than a race car enthusiast, joined the club. He participated in some of the U.S. and European racing endeavors. This experience helped begin the dream at racing and winning the 24-hour of Le Mans race.
During the early part of the 1950's he entered a few vehicles into the 24-hours of Le Mans. His best finish was 3rd. This marked the first entry of an American competitor using American built vehicles in this grueling and prestigious race.
Briggs was a very competitive person that went beyond the race track. In 1958 he skippered the American 12-meter yacht, Columbia and won the America's Cup.
The Briggs Cunningham Automotive Museum was located in Costa Mesa, California. This was a museum built by Briggs during his retirement years beginning in 1963. It housed all of the racing cars that he collected during the span of his life. This included Jaguars, Ferraris, Corvettes, Listers, Abarths, and OSCAs. A 40,000 square-foot concrete building was erected on five acres. Offices and a store were position in front of the building with maintenance and restoration shops located near the rear. The display area covered around 30,000 square feet. The museum was officially opened on the 5th of February in 1966. After two decades the museum changed ownership and was moved to Florida. The new owner, Miles Collier, was a close and personal friend of Briggs and had been interested in the collection.
In 1993 Briggs was inducted into the America's Cup Hall of Fame and in 2003 the Motor Sports Hall of Fame.
Briggs died in July of 2003 at the age of 96.
The Vehicles
In the 1950's Briggs began focusing on the 24 Hours of Le Mans, a grueling and very prestigious race. The way he wanted to conquer this race was with a formula that had never been done before - using an all-American racing team. American drivers and American cars had won races in Europe before, but the combination of American car and American driver had never been successful at Le Mans.
Unfortunately, Briggs was never able to ascertain this goal, but he and his racing team did accumulate many successful finishes at Sebring, Elkhart Lake, Bridgehampton and more.
For the 1950 Le Mans, two Cadillac's were prepared for the race. The first Cadillac was custom built and dubbed 'Le Monstre' by the French. This car was very large and not very visually appealing. It was built in the 'off-hours' by a group of engineers from
Grumman Aircraft. The other Cadillac that was entered was basically a stock Coupe de Ville with minor modifications. To finish the race is considered a major accomplishment; the duo finished 10th and 11th.
His best finish at the race was a 3rd place finish in 1953 and 1954. In 1952 he managed a fourth place finished and in 1954 a 5th place finish.
The Le Mans had homologation rules meaning that a certain number of street versions of vehicles being raced needed to be produced. Cunningham satisfied this requirement by producing vehicle out of a factory located in West Palm Beach, Florida. The vehicles were expensive; $9,000 for the coupe and $10,000 for the roadster. In turn, less than 30 vehicles were purchased and produced soon ended.
To prepare for the 1951 Le Mans, a prototype was built and designated the name 'C-1'. This vehicle featured a Cadillac engine but the relationship between Cunningham and Cadillac did not last due to insufficient financial support on behalf of Cadillac.
Cunningham approached Chrysler who in-turn gave him their full support. Cunningham was able to purchase the Chrysler engines at a 40 percent discount.
A second prototype, the C-2R, was developed using a Chrysler built Hemi engine that was capable of producing 180 hp stock. The compression was modified from 7.5 to 8.6, four downdraft Zenith carburetors were fitted and the result was a 220 horsepower. After additional testing and modifications, exhaust and intake porting, the output was further increased to 270.
The chassis for the C-1 and the C-2R were identical. They featured Cadillac drum brakes, Chrysler's worm-and-sector steering, and Oriflow shock absorbers provided by Chrysler. The C-2R had a top speed of around 152.
The vehicles Cunningham built were very fast but they were also very heavy. The drum brakes were large, but the weight and the speed of the vehicle were some times too much. A combination he was never able to perfect.
In 1952, the C-45 and C-4RK coupe came into existence. They were lighter and smaller than the previous designs. Horsepower output had been increased to 325. Cunningham entered the Le Mans with three cars and six drivers. Two car were unable to finish and were retired from the race. The other car Briggs drove for nearly 20 hours. Bill Spears finished the final four hours. They finished the race in a very impressive fourth place.
In the 1953 Le Mans race, the C-4R finished seventh and C-4RK finished tenth. The C-5R finished third being only forty-two miles behind the second place vehicle. The first place vehicles were Jaguars fitted with disc brakes. If the Cunningham vehicles had been outfitted with disc brakes as well, the race may have finished differently.
In 1954, the two C-4Rs produced a third and fifth place finish.
The C-5R featured a narrow tube frame and an aluminum body. By using a straight-axle, torsion-bar, front suspension, thirty pounds was able to be shaved from the weight of the vehicle. The rear of the vehicle featured a live rear axle with torsion bar suspension.
During a 12-hour endurance race in Reims, the C-5R and driver, John Fitch, endured a wreck that caused the vehicle to go end-over-end. Fitch survived and the vehicle was returned to the U.S. and rebuilt.
By Daniel Vaughan | Nov 2007
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 1950
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| Cadillac Le Monstre |
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