[Ed Snyder]

I recently came across a letter Dad had written to the (now defunct) Mechanix Illustrated magazine. MI had an ongoing contest for subscribers who submitted info on projects they had completed. The prize was the "Golden Hammer Award" -- a tie clasp in the shape of a hammer, gold-plated of course. With apologies for the length, here is Dad's submission:

February 28, 1967

Mechanix Illustrated
Golden Hammer Award
67 West 44th St.
New York, N.Y. 10036

Gentlemen:

I thought you might be interested in my latest project, as shown in the attached before and after photos. It originated after I bought a 24 foot Avion travel trailer, which I took on many vacation trips, each time with some sort of minor or major car trouble, due to the extra load of pulling the additional 4,000 pounds of trailer over many Colorado mountain passes. Of course, my nine children, my wife, and myself also added to the load of the nine passenger Plymouth V-8 station wagon. After many transmission (automatic) overhauls, three engine overhauls, including a broken crankshaft (!), I decided to either give up traveling and sell the trailer, or get a more rugged and roomier station wagon for the job.

The problem then became of finding a suitable station wagon that would seat eleven people comfortably on long trips, and have enough power to pull the trailer over the mountains. This was late in 1964, after the broken crankshaft incident. After looking over the field of suitable vehicles, I soon found that the ones with the big V-8 engines had barely enough room for 7 people in comfort (in so-called 9 passenger wagons), while the small bus type wagons, although having more room, all had very small and inadequate engines, meant mainly for around-town use. The nearest thing to meeting my requirements, factory made, were the GMC and Chevrolet Suburban Carryall, with three seats. More than 8 people were too many for these truck type wagons, however.

After considerable research, I finally ordered a new 1965 GMC one-ton panel delivery truck, which is three feet longer than the ½-ton Suburban, as well as having all sorts of other heavy-duty features, such as bigger wheels and tires, a full floating rear axle, heavy springs and frame, and many other hidden extras. Unfortunately, this unit could not be ordered with side windows, and only a single driver’s seat, had two vertically hinged doors on the back in place of the tailgate style I preferred, and had a slow 4.57 ratio rear axle, which meant speeds over 60 mph were really winding up the 305 cubic inch V-6 engine. Not much of a family-type vehicle. I had my plans all complete, however, for the big modification program. After taking delivery of the vehicle in late April 1965, I proceeded to start on the following rework:

1. The 305 cubic inch engine was replaced by a heavy-duty 351 cubic inch engine. Both were V-6 style and similar in external dimensions, but the 351 included 4-ring pistons, sodium cooled exhaust valves, and other heavy duty features, as it was built for use in big highway transport trucks, rather than small pickup-type vehicles, as was the original engine.

2. An additional two-speed auxiliary transmission was installed in the center of the drive shaft. This Watson Brownie unit is installed as an overdrive unit, and nicely takes care of the high engine RPM problem while on the road. 3,000 RPM in overdrive means 75 MPH, rather than 60 MPH with the unit in the straight-through selection. This also gave me 8 speeds forward and 2 in reverse, enough to cope with any hill!

3. I carefully laid out and cut the openings for the three windows in each side, using an electric saber saw. This required removal of all the internal side braces which would have covered up part of the windows. New braces were then made to fit in-between the windows to supply the necessary rigidity to the roof. The windows had been custom-built to my specifications by the Young Window Co. in Conshohocken, Pa., and I installed them in weatherstripping I had ordered from the Inland Rubber Co.

4. The original rear doors were removed, and hinge points were installed for the Suburban-type tailgate and liftgate. This involved much time and careful measurement, and the fabrication of several parts to allow the installation of the top and bottom hinges and the supports to hold the tailgate and liftgate open, plus all the various latches, etc. Sheet metal cutting and welding was also required. I then hung and adjusted the new tailgate and liftgate, after first assembling them from all the detail parts, as I could not order them as assembled units. I then had the outside of the tailgate and liftgate painted to match the truck, giving the outside a finished appearance.

5. I had ordered Suburban-type seats for the inside, and these also were delivered unassembled, with the seat frames unpainted metal. I primed and painted these with a borrowed spray gun, and assembled each of the 5 seat units. The front seat is divided, with a two-thirds width driver’s seat, and a one-third width passenger seat, which folds forward for access to the rear seats. Behind the driver’s seat are two two-thirds width seats, with an aisle on the right side. A full-width rear seat completes the four rows of seats, each with its own sliding window, complete with sliding removable insect screens! The screens were also supplied by the Young Window Co.

6. Prior to final installation of the seats, I carpeted the entire rear floor area (everything behind the driver’s seat) with foam rubber padding and a very thick acrylan carpet that I was able to buy as a remnant. The seats were then installed and the interior also was complete.

7. The empty space between the outside sheet metal and the inside metal panels on each side below the windows was filled with pre-expanded polystyrene beads for insulation and sound suppression. These very light beads (one and one-quarter pounds per cubic foot) were poured in through 4-inch diameter holes behind each taillight, and certainly were worth the effort.

8. My Reese equalizing trailer hitch was then installed on the frame, and the trailer wiring was spliced in. The vehicle was complete!

I now have over 30,000 miles on the unit, over half of which are with my Avion in tow. It has proven to be very dependable and averages about 10.5 MPG, not bad for a 6,000 pound station wagon with a 4,000 pound trailer and 1,000 pounds of passengers! My old Plymouth wagon didn’t ever do that good! I can comfortably seat 10 full-size adults, and can squeeze in 14 if necessary. The record was 23 for one 150 mile trip. The springs are ample for this load, as they are rated at 8800 pounds gross weight. It is ideal for long trips, as the children can easily move around and change seats, and they all face forward, which they much prefer to the rear facing wagons. I also enjoy the driving now, as the trailer doesn’t cause the heavy vehicle to whip or sway, and the power steering and brakes make it as easy to drive as any car. Parking takes a little getting used to the almost 20 foot length, however. The three rear seats are easily removable with wing nuts, leaving a huge space for carrying large objects. My most recent addition was an AM-FM radio which adds much to the enjoyment of traveling.

Except for the help I had with the engine switch and the auxiliary transmission installation, plus miscellaneous small welding and the tailgate painting, all work was done by myself, with the occasional help of various members of the family when the work required two people. It never fails to draw many comments at campsites, filling stations, and around town, and I must admit that I enjoy talking about it to all who ask questions!

Yours very truly,

Robert M. Snyder
Wichita, Kansas