Photos courtesy Early Ford V-8 Foundation.
More than 50 years after the Rotunda, a Ford icon and one of the most-visited locations in the United States, burned to the ground, the Early Ford V-8 Foundation has proposed a plan to re-create the building as part of its museum complex.
"It's pretty exciting that we're finally at a point where we have the ability and the land to do this," said Bill Tindall, the foundation's strategic planner. "Ford Motor Company will never rebuild it, and gazillions of people still remember it."
Originally built as the centerpiece of Ford's display at the Chicago World's Fair in 1934, the 12-story-tall open-center building featured a striking design by Albert Kahn meant to represent a concentric set of gears. At the close of the fair, rather than leave the Rotunda in place, Henry Ford had it dismantled, shipped to Dearborn, and then re-assembled across from Ford's Administration Building as a welcome center for visitors touring the River Rouge factory complex. It re-opened in May of 1936 with displays that showcased Ford's production process and technological prowess - sort of a stationary version of the General Motors Parade of Progress mobile displays.
The Rotunda remained an open-center design until 1953, when Ford both remodeled the displays within and installed one of Buckminster Fuller's geodesic domes over the top of the center courtyard, allowing the entirety of the Rotunda to be used year-round. It was that dome that proved the Rotunda's undoing: While workers were re-sealing the dome with tar in November 1962 in preparation for the Rotunda's popular annual holiday show, the tar caught fire and quickly spread, destroying the Rotunda within an hour. Nobody got hurt in the fire, but it caused $15 million in damage and destroyed several one-of-a-kind show and concept vehicles, including the Gyron.
Pretty much all that the fire spared were Ford's archives and the sign at the entrance to the Rotunda. After Ford decided to level the remains of the Rotunda in March 1963, it sold the sign to Jerome-Duncan Ford in Sterling Heights, Michigan, which in turn donated it to the Utica, Michigan, school district, which used the sign to promote school and community events for several years before putting it into storage. In 2010, the sign was then donated to the Early Ford V-8 Foundation, which spent the last few years enlisting volunteers to help restore the sign and place it out front of the foundation's museum in Auburn, Indiana.
One reason the foundation worked hard to preserve the Rotunda's sign was because its members already had a replica of the Rotunda in mind for a number of uses: to display cars and exhibits, as a meeting and banquet space, and to host fundraisers and other foundation events. Tindall said that plans for the Rotunda replica actually began to materialize in about 2007 as the second phase of the foundation's plans to establish a permanent home in Auburn. At the time, however, the foundation was most concerned with finishing the first phase - putting up the existing museum building adjacent to the old Kruse Foundation complex - which has since completed and given the foundation a place to exhibit about a dozen cars and trucks and some displays.
Tindall said the plans for the Rotunda replica don't call for an exact faithful re-creation of the original, however. "To save money, it'll probably be about two-thirds to three-quarters size, but even then, it'll still be the tallest building between Auburn and Indianapolis," he said. Nor will the replica Rotunda use Indiana limestone facing as the original did; instead, the foundation will likely use pre-cast concrete, another cost-saving move.
While rough estimates for the replica range from $1 million to $5 million, Tindall said he anticipates the project will cost the foundation about $2 million and take about three years to complete. A commemorative coin program that the foundation began earlier this year has already started raising funds for the Rotunda replica project, and Tindall said he expects corporate memberships, grants, donations, and proceeds from events at the museum to help cover the rest. The foundation now needs to convert its architectural renderings of the Rotunda replica into mechanical drawings and put the project out to bid, steps that should result in a definite cost for the project (as well as a better idea of the size of the replica) and provide a goal for the foundation's pending capital campaign.
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Photography by Luke Munnell; Restoration photos courtesy of Ken Dennison
Photo courtesy of Ken Dennison
Ken’s first view of the 1940 Cadillac V-16 Imperial sedan as seen in this image and the next. It was parked under a Tucson, Arizona, car port and partially disassembled, its paint badly sunbaked and covered in desert dust.
What Ken found waiting for him was a rare find indeed: a 1940 Cadillac V-16 Model 9033 Imperial Sedan that John had purchased from a Tucson-based used car salesman on April 4, 1953. As it sat under John’s carport, the front end of the car had been disassembled - both front fenders, the grille, and radiator were stowed inside the cabin, along with both runningboards, spare tire covers, and rear fenders. The rest of the car was essentially complete, save for the driver’s door panel, which had gone missing.
“The story I got from John was that someone from ‘back east’ had been on the way to California when this Cadillac overheated, so he traded it for another car and continued. Among the paperwork John had on hand was a copy of an old title that indicated the Cadillac had once been registered in Mississippi, so that story seemed feasible. Regardless, John drove the wheels off it, everything from using it as a commuter to taking his kids to school. There were 54,551 miles on the odometer when I decided to buy it from him on July 9,” Ken says.
Ken’s first order of business was to legally transfer the V-16 sedan to his name, but it almost never happened. According to Ken, when he presented paperwork to officials at the Department of Motor Vehicles, he was told to have a seat because it would take some time. When two police officers appeared, it was obvious something was wrong. “The two officers approached me and said that the car had been reported as stolen. I said, ‘It couldn’t have been stolen since John had owned it 58 years.’ They went out and checked the serial number on the car, came back in and had a discussion, and kept looking over at me. Meanwhile, I couldn’t get ahold of John, and was beginning to wonder if I just lost my money and the car. Finally, the older officer asked me what kind of car it was. Lo and behold, the stolen car was a different make and, oddly enough, had the same serial number. It made no sense, but in the end, I was able to register the Cadillac in my name.”
Photo courtesy of Ken Dennison
Due to its heft, the engine was removed from the chassis in pieces. In doing so, it exposed a tremendous amount of sludge. According to Ken, “It was horrendous, but thankfully none of the internal components were damaged. The engine was merely cleaned and reassembled.”
That serial number, and the Cadillac’s data plate, would prove to be invaluable just before the restoration began. Ken’s affinity for research reaffirmed how rare his new project was. Just 20 Model 9033 Imperial Sedans were built in 1940, and the serial number, 5320009, meant his was the ninth V-16 built during the model year. Further research revealed that only five of the 20 Imperials Sedans are known to exist.
“When I had my Auburn restored, a lot of it was done at a friend’s shop. It took a while to accomplish, and I really didn’t want to wait that long again, so I decided that I would do most of it in my garage. I dismantled the Cadillac down to the frame, and I must have taken 1,000 or more pictures that documented exactly how every came apart so that I could put it back together later.
“There were only two areas of real concern: One of the front door posts had a bit of rot in the metal that would require some fabrication work, and it looked like someone put a sledgehammer to the trunk lid. I’m not proficient in bodywork, so I sent the shell and all the removed panels to the same shop that did the Auburn. They do nice work, and I thought if all they had to focus on was the body, then I could work on other components simultaneously,” Ken says.
Photo by Luke Munnell
The Business of driving the V-16 Imperial sedan was done so in Cadillac’s traditional luxurious cabin, featuring elegant woodgrain trim and sophisticated instrumentation, though the split front seats were upholstered in durable leather.
While the restoration seemed to be drama free, there were a few hiccups, the first being hubcap seals. According to Ken, “There’s supposed to be a rubber seal around the edge of eachand it wasn’tbeing reproduced. Even Steele Rubber Products didn’t make it. I had enough pieces of the originals that allowed me to make a pattern and Steele put me in touch with a guy in California that could make a die. It cost $110 for the die alone, so I spread word among the 1937-’40 Cadillac community that I was having a batch made, and if we all chipped in it would help defer the cost to all of us. Each seal ended up being about 4 feet long per wheel. Not long after we received our orders, someone broke into his shop, stole his dies, and put him out of business.”
Another issue was discovered when Ken started the Cadillac’s V-16 for the first time. “It felt like it wasn’t running right. At idle it would run nicely, but when I manipulated the throttle linkage the engine almost died. It would hesitate and not operate smoothly at a higher rpm. I kept pulling the distributors and having them checked, and then recheck the dwell, separation, and timing. There are two timing marks on the harmonic balancer, and everything needs to be just right–once you get the hang of it, it’s easy to set everything and keep the engine running right, but I was completely stumped.
Photo by Luke Munnell
Separating the driver from passengers is a single-pane roll-up window that provided superior conversation privacy.
“Out of desperation, I found someone who had an old Sun machine. Come to find out, I had six, brand-new spark plug wires that had somehow separated when I pulled them through the tubes that went down from the distributors, which keeps the plug wires off the engine. It’s a tight fit for eight wires in each tube. The Sun machine told me exactly which spark plug wiresweren’tconducting electricity properly. That V-16 ran like a banshee when I replaced the bad wires. It purrs like it should. When working on an engine, you usually work on it at idle, not at high speed, so the Sun machine was invaluable.”
Those small issues did little to hinder what would prove to be a six-year restoration. Looking back at the process, Ken is satisfied with the outcome.
“I wasn’t in a rush. There were times I’d be working on something, and I’d be in that garage until my wife dragged me out. Other times I’d go in, just look, sit, and just think. It helped me keep the Cadillac as factory original as possible. I think I’ve probably done more than most people, because even the etching on the windows were redone using patterns from the originals. The cloisonne centers on the hubcaps match what the factory did, and all 50 pieces of the grille were rechromed individually. When everything was done, I ended up with one big washer left over. I have no idea where it goes, and I probably never will. Usually, you need more of this and more of that, so I think I did pretty good.
Photo by Luke Munnell
“When the car was finished, I drove it to the CCCA Grand Classic that was here in Scottsdale, and it was awarded first place primary. I was pretty happy with that.”
A key word spoken by Ken was “drove,” and driving the Cadillac is something that he does regularly since, including to and from the 2023 Arizona Concours where we first met him. Driving also allows Ken to express a perspective from the behind the wheel and pinpoint a needed mechanical improvement.
“It runs well and drives like a boat. I swear if you were to drive over the Grand Canyon you wouldn’t even feel a bump. When we were going to the Grand Classic, we had my wife and my nephew’s wife in the rear cabin, and with the divider rolled up I couldn’t heart them, they couldn’t hear me, and they couldn’t hear anything from the outside–no road noise, or traffic, or anything. Recently, I felt like it was getting harder to steer. The car weighs nearly 5,500 pounds after all. So, I just had the steering box rebuilt with all new needle bearings and seals, and I expect to see a nice improvement.”
Photo by Luke Munnell
The late, great Janis Joplin once sang, “Oh, Lord, won’t you buy me a Mercedes-Benz? My friends all drive Porsches, I must make amends.” The time is now, right here at Hemmings.com.
1960 Mercedes-Benz 220SE
This beautiful example of a 1960 Mercedes-Benz 220SE “Ponton” Cabriolet shows a California car with many years of cruising left in her. Located in Astoria, NY, it was originally black but currently wears what the owner describes as “nice red paint” over a tan leather interior with black soft-top convertible roof. The chrome shows nicely, as does the overall condition, which was restored several years ago. The engine is a Bosch fuel-injected 2.2-liter inline six-cylinder delivering 115 hp. It features a column-mounted four-speed manual transmission. According to the seller, when production ended in 1960, fewer than 2,000 examples of the Coupé and Cabriolet models were made. Here’s your chance to buy a rare bird today.
1961 Mercedes-Benz 190SL
This Miami-based beauty is the perfect cabriolet for top-down touring when the day turns into night. (Otherwise, it’s just too darn hot!). The recipient of a fully documented restoration, with photos, it is complete with service manuals, parts catalog, service records and a clean title. It is powered by a rebuilt 1.9-liter M121 inline four-cylinder engine fitted with twin Weber carburetors and a ceramic-coated exhaust manifold. There is new upholstery throughout including blue leather seating. Gauges were rebuilt in 2002, at which time the odometer was reset. Although it shows around 2,250 miles on the clock, this is not an accurate count of the life this 190SL has lived. Still, it’s one of the most gorgeous examples we’ve come across.
1964 Mercedes-Benz 220SEb
This 1964 220SEb cabriolet was ordered as an auto show display car at the Paris International Motor Show of the same year. Still showing in its original “Ivory” color, the car was exported to the US before returning to Europe in 2015. It underwent a frame-off restoration in 2017-18. Power for the 220 SEb came from a 2.2-liter M127 engine with Bosch fuel-injection delivering 120 horsepower and 139 lb-ft of torque. That power went to the rear wheels via the Merc’s four-speed manual transmission. The interior looks showroom fresh despite the car’s natural age. It’s ready to go, from Düsseldorf, Germany.
1969 Mercedes-Benz 300SEL 6.8 “Red Sow”
An expertly replicated version of the legendary Mercedes-AMG Red Pig, this 1969 300SEL 6.8 is one of five built by the Mercedes experts at Arthur Bechtel Classic Motors in Böblingen, Germany. Constructed to specifications by AMG co-founder Erhard Melcher, it is powered by a custom-built 6.3-liter V8 bored to 6.8-liters, with balanced crankshaft, connecting rods and Mahle forged pistons. As delivered, it makes 370 HP routed through a 6-speed GETRAG manual transmission. Other features include custom exhausts, sport seats and a roll cage. It also includes a “women’s bag and weekender bag, decorated Red Pig-style.”
1970 Mercedes-Benz 600 Pullman
This 1970 Mercedes-Benz 600 Pullmanwas according to the seller, originally bought for use by King Idris of Libya. It’s powered by a 300 horsepower 6.3-liter V8 engine with Bosch fuel-injection making 434 lb-ft of torque with a four-speed automatic transmission. This limo was refurbished in 2014 though its mileage may be hard to track. It was painted black and includes a tan leather interior, refinished burl wood trim and an overhaul of the suspension, brakes and exhaust. This air-conditioned Pullman includes a speaker system to address your citizenry, footrests, curtains and a chilled drink cabinet in the rear compartment. It also includes bumper-mounted diplomatic flag poles. Here’s your chance to at least appear like you have diplomatic immunity. As if!
1989 Mercedes-Benz 560SEC AMG 6.0 Widebody
This Houston-based 560 SEC AMG 6.0 widebody is a highly optioned example of one of AMG's early hot rods. One of 50 examples, this car keeps its original 6.0-liter engine and other special features. It has had its passport stamped a couple of times having been acquired in Japan in 2016. It was returned to a United States-based collector in 2022. The body consists of a factory-numbered body kit and includes AMG OZ Racing wheels, Recaro electric sport seats and a host of AMG accessories. It currently shows approximately 55,300 miles on the odometer. It still looks as beautiful today as many contemporary Mercedes-Benz vehicles.
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