Plastic Fenders

Plastic fenders from ’87 Buick claim Hall of Fame prize


By PlasticsToday Staff

Published: November 3rd, 2009


The front fenders on the 1987 model-year Buick LeSabre T-Type1 sports coupe, which represent the first use of an engineering thermoplastic on a vertical body panel, will be recognized with the Hall of Fame award at the Society of Plastics Engineers (SPE) Automotive Division’s 39th-annual Automotive Innovation Awards Competition.


Produced by General Motors from then GE Plastics’ (now SABIC Innovative Plastics) Noryl GTX 910 resin, the part’s use of an MPPE/PA copolymer eventually was adopted by 45 platforms and 20 million vehicles globally.


After the initial success, GM utilized the same material for the fenders on its 1987 model year Buick Reatta sports coupe, among other vehicles. From 1989-2005, GM’s Saturn passenger vehicles utilized thermoplastics for exterior vertical body panels. Such panels have since been carried beyond automotive to tractors and lawnmowers for home and agricultural use.


A team at GE worked for more than five years to develop a polymer that would fulfill GM’s requirements for a material that was high quality, lightweight, damage and corrosion resistant, and compatible with then current body-build practices and paint systems. GM’s own engineering group reviewed, tested, and rejected 160 different materials from 17 resin suppliers before settling on the MPPE/PA grade. Offering thermal stability that could endure online priming and painting, the material allowed the panels to be assembled to the body-in-white (BIW). In addition, the polymer alloy offered low-temperature impact strength, good thermal stability, broad chemical resistance, low mold shrinkage, low moisture absorption (vs. nylon alone), and good dimensional stability.






Making the switch from steel to thermoplastic enabled GM to reduce part weight 40% (4 lb (1.8 kg) compared to 7.3 lb (3.3 kg) in steel). GM’s Buick Factory 8 in Flint, MI molded the first fenders for the Buick LeSabre T-Type sports coupe utilizing molds from Delta Tooling (Auburn Hills, MI). Dave Malik, director-Front & Rear Closures, and Henry Brockman, lead engineer, both from GM, will accept the award on Nov. 12 at SPE’s annual Automotive Innovation Awards Gala at Burton Manor in Livonia, MI.





I remember when we started using these plastic fenders in 1987 on a few test vehicles. They had a horrible time getting them to look right, because they had a bad tendancy to bow in the middle. The fenders on my 87 LeSabre were metal. I know this because my wife hit a flag pole in front of our house once. The model 1987 Buick was also the last year that the Fisher Body tag would be placed on the door sill. We collected these as keepsakes. I have mine in a box in the garage.


Link: Fisher Body 1987.

Factory #36 Engine Plant

FLINT -- Thieves have been picking away at the skeleton of one of the last buildings left standing at the mostly abandoned Buick City complex, making off with more than $100,000 in scrap metal and wire from just one decommissioned building.
A General Motors spokesman and Genesee County Sheriff Robert Pickell confirmed that an investigation is underway, and Pickell said he has seven suspects in what appears to have been a carefully planned and executed criminal operation.
Not only did burglars have to go onto the site, which is patrolled by security officers, and into a locked building that's known as Plant 36, they had to carry the scrap metal off the site without being noticed as well.
"It appears to (have been) an ongoing criminal activity costing General Motors hundreds of thousands of dollars if not more," said Pickell, who declined further comment because the investigation — being done in conjunction with Flint police — is ongoing.
The thefts are just an asterisk in the long history of the sprawling Buick City complex on Flint's North Side, where only a few hundred workers still produce parts for GM vehicles at what's called Powertrain Flint North.
Much of the Buick City site has been decommissioned or demolished since vehicle production ended here a decade ago.
The thefts apparently came from Plant 36, which had produced Buick engines until August of 2008.
Built in 1951, Plant 36 is 1.13 million square feet and has produced both V8 and V6 powertrains — more than 30 million of them since opening. The Harbour Report recognized the plant as a leader in its segment for productivity on numerous occasions.
Gerry Godin, a former Buick worker who writes about the history of Buick factories in Flint on his blog, "All Things Buick," said the fate of Plant 36 is just one of the sad images left behind at the 250-acre complex.
"It's sad to see it all gone. All you see there now are (things like) 10-foot trees growing up through the parking lots," Godin said. "It's hard to look at."
"I wish the place was still there" like it was, he said. "Everybody knew it was going to go down eventually because of the way it was run ... but everybody had it somewhere in their heads that some miracle would happen and it would keep going too."
Godin said he's been stopped from taking pictures around the site by private security officers but said securing as many acres as there are on the site would be a daunting task.
UAW Local 599 President Bill Jordan, who represents remaining workers at Flint North, said Plant 36, located on the northern-most part of the site, is massive and hard to watch all at once.
"You're talking about a building that's a mile around and not really occupied," Jordan said.
GM spokesman Tom Wickham said the company is aware of the thefts and officials are cooperating with Pickell ad Flint police in the criminal investigation.
"We are cooperating with the local authorities as it relates to theft on the property," Wickham said, "We're doing whatever we can to address the situation."
GM won't confirm the dollar value of the scrap metals taken from the site or discuss past reports of unauthorized people on the site or thefts from unoccupied buildings.
Theft from abandoned plants in Flint isn't unheard of, however, and copper and scrap-metal-seeking thieves have stripped many unoccupied Flint homes of copper wiring.
Earlier this year, security guards watching the old Delphi complex at Davison Road and Dort Highway caught a man suspected of having stolen $15,000 worth of grade-A copper from the property over an eight-month period.
In that case, thieves apparently timed their entry around security checks, entering a building through a hole in the wall.
Production at three buildings that remain in use on the Buick site is expected to be completed by the end of 2010.
Economic development officials have spent the past several years promoting the Buick City location as the site of a potential new inter-modal transportation hub for the distribution of goods from truck and rail.

Here's the link to original story with comments. http://blog.mlive.com/genesee-general-motors/2009/11/thieves_may_have_stripped_idle.html

The Factory Whistle

Here is Bill Lamb conducting an in house interview with Manley Wilson, the employee that did the art work for the Factory Whistle radio program. Bill Lamb was well known around the Buick factories due to his daily broadcasts on WKMF in Flint. His book titled "Buick, The Factory Whistle & Me" is an interesting read. This photo shows the special vehicle I saw go through my department in 1973. In the background I can see a mid sixties Riviera just receiving it's body. That would make this the second floor. I personally never met the man, but I do have a story to tell. In 1981 I was the clerk on the truck dock located at the south end of factory #04 on the day shift. As you can imagine there was a lot of activity at this location. There was a constant stream of trucks moving in and out of this dock. I had a problem with people parking cars in front of the loading dock, and had many occasions when the switcher would just dump the trailer and leave because of a vehicle in the way. I mentioned to my fork lift driver, Bill Tull, that the next car left unattended would get a surprise. Our plan was to place "CHECK BRAKES" stickers on all the windows of the offending vehicle. Well sure enough a couple hours later I get a call from #17 dispatch that Smitty could not back in a load of engines because my dock was blocked AGAIN! Bill and I sprung into action with a vengeance. We kind of over did the sticker bit. There was not one piece of glass left untouched. Since we now had no work to do we just sat and waited with gleeful anticipation. Well if you haven't guessed by now the offender was non other than Bill Lamb and our surprise awaited him. Being the coward that I was that day, I immediately jumped on a scooter and headed for the north end, every man for himself! I called down when I got to the office at 4 north and my partner in crime said that Bill Lamb was pretty upset. He told me that he and the boss, Jerry Rouleau, were getting some hot water and soap and that I should hurry back to help. It took me about 45 minutes to get back. Sorry that I never got to meet you Bill, but you know how it is. "If You Can't Stand The Heat, Get Out Of The Kitchen".

Link for news on the last radio show.

First mass produced Automobile In Flint.

This photo from the Buick Research Gallery (I believe) shows the Sloan Museums Flint Roadster being retrieved. I wish I had more information on this.

The articles from "The Wolverine Citizen" pertaining to the Hardy "Flint Roadster"

The Randall carriage works advertising in the Flint City Directory in 1881-1882.

This 1873 map shows the location of the Randall & Randall factory (highlighted in red) which is shown below. In 1873 the roads north of the river were streets instead of avenues (changed in October 1901). A.B.C. Hardy rented a portion of this facility for his auto production, but shortly moved south of the Flint river, next door to the Cornwall Whip Socket factory.

This north east view of the Frank & Abner Randall carriage factory is the location where production of the first auto manufacturing began in Flint. It was located at Saginaw street and Third street. History also tells us that this was the location of the first carriage (mostly farm wagons) manufacturing done in Flint. William Patterson was actually the first true carriage maker in Flint, with the Randall brothers building farm wagons in the beginning. Maybe the Randall's should be credited with building the first wheeled vehicles in Flint.  Link for Patterson bid as number 1 in Flint.

This is the Flint Hardy Roadster, owned by the Sloan Museum in Flint, Michigan. The color is green with red accents and black leather upholstery. Hardy's company operated from 1902-1903.

This is Flint’s first auto manufacturer in 1939, A.B.C. (Alexander Brownell Cullen) Hardy. Even though he only produced about 52 Flint roadsters, he had the original vision. His history is well documented by others.

 Link:

Hardy Flint Roadster

Durant-Dort Factories East of Saginaw Street.

This is Durant-Dort factory #5 which was the Flint Axle Works. This was the first factory built in the Oak Park Industries area at the location of the old Hamilton farms. Fred J. Weiss was the manager.










This east facing view of the Hamilton dam on the Flint river, clearly shows Durant-Dort factory #2 (at the left) next to the water tower.

1879. Click on this small paragraph for the whole story.








Here is a list of factories inspected by the state of Michigan, in Flint for the year 1905. Originally Copeman/Heany was the Durant-Dort No.3 makers of high grade buggies etc. Durant-Dort show five factories at that time.












Closeup of the south portion of the Hamilton Dam










Closeup of the postcard shown below which clearly shows Durant-Dort #2.










Hamilton Dam with Durant-Dort #2 in the distance at left.

1910 view.

Here is a north view across the Flint river during the 1904 flood. At this time it was no longer used for buggy manufacturing.










This is the Durant-Dort factory after it was taken over by The Heany Electric Co. This photo is from 1910. After this building was torn down the Industrial Bank was built here, which is currently called the Northbank Center. The history of the Heany company and the ramifications that led to the first downfall of Billy Durant can be found in Lawrence Gustin's book "Billy Durant" Creator Of General Motors.










This west view from across the Flint river is during the 1917 flood. Looks like it still had the Copeman name on the rear of the building. Westinghouse corporation bought Copeman in 1917.











This is the Durant-Dort factory when it was used as The Copeman Electric Stove Co. Lloyd Copeman with the help of J. Dallas Dort established the Copeman Electric Stove Company in 1912. Dort and twenty-two stockholders raised $500,000 to start the company. Charles Stewart Mott was one of those investors. More on Copeman.










This is an artist's rendering of the Saginaw st and Second ave factory. This view is facing south east.










This shows the location of the Durant-Dort factory located at the corner of Saginaw street and Second Avenue. This was Durant-Dort factory #3.










This factory (on Mill Street) was just to the north west of the Durant-Dort factory located on Richfield rd. (now Chavez Drive) on the south side of the Flint River. This is a parking lot now. A whip socket is a device for holding your horse whip when not in use. The whip socket would be attached to the dash board of your buggy. I figure the term "DASH" refers to the swift movement of the buggy. The dash would keep flying debris from the horses hoofs from entering the buggy. We still use this term today in our modern automobiles.

This is a full north west view.

I believe this is the Whip Socket factory in it's original configuration. Either that or this is the factory in Fenton, Michigan, before it moved to Flint.







May 1909.









Durant-Dort #2 which became the wheel plant when Imperial wheel moved into this building after they left the Hamilton Avenue location. November 20, 1915.









Durant-Dort #2. Click on story below for the original 1915 source.









This is where the wheel work was moved to after the Hamilton Avenue plant became the first Chevrolet assembly plant in Flint during August 1912. William Durant of the Durant Dort Carriage co.had control over many factories in Flint even after he lost control of General Motors in 1910. Putting together the Chevrolet Company would lead him back to the leadership of General Motors by 1915.









This map shows the location of Durant-Dort factory #2 on (OLD) Richfield road in 1907. In 1924 Richfield was changed to Lewis street. After the I-475 business loop came through Flint it became Chavez Drive, and was drastically altered. The factory was located where southbound I-475 (north of the Kearsley overpass) is today. Also of interest is the location of the old Cornwall Whip Socket factory, located on Mill Street, also know as Flint Specialty Company. In 1916 they employed only 8 workers. The factory next door to the Cornwall facility shows the Peerless Heater Valve Company, the president of the Peerless co. was Clarence G. Booth. This was the final location for the assembling of the "Hardy Flint Roadster", built by A.B.C. Hardy.







This would be the north-east end of old factory #2 on the old Richfield Rd. This later became the Imperial plant after the move from Hamilton Avenue. In this photo it is being changed to an auto wheel factory and having it's number changed to NO. 1.

Marquette - Buick

1911 rainier automobile.

The original Marquette factory would become a Chevrolet plant. Link.

Building the Saginaw plant in 1910. This view is facing north-east across Sixth st.










Sheet music for the Buick song. The men pictured are: Louis Chevrolet, Lewis Strang, Bob Burman and the team manager William H. Pickens. It was announced in the New York Times of October 6, 1909 that Pickens was leaving the Buick team and joining the Benz Import Co. team as their manager. Go here for the sheet music.  Link for story.













Marquette racers lined up and revving their engines. This may be at the Saginaw, Michigan factory but I'm not sure.










This postcard shows the Marquette plant in color. The black and white photo is shown farther below.










This Buick is shown in 1959.










This is the same car as the two lower photos. I have read that there are only two known to exist, but it seems at least three are still around. I believe this is a model 10. My knowledge of the cars themselves is pretty sketchy.










Same car as below.










Another 1909 Marquette-Buick at a car show.










Another view of the model 16-b Indy Marquette-Buick. Link: http://usautoindustryworldwartwo.com/General%20Motors/buick.htm


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I.M.S. museum In Indianapolis, Indiana.










The Indianapolis Motor Speedway Marquette-Buick.










This is a nice example of the 1910 Marquette-Buick, owned by Harrah's Automobile Collection in Reno, Nevada.










Another pose of the Buick team. (as seen below). Identified Louis Chevrolet (passenger seat) To the right of Chevrolet (arms folded) Lewis Strang, Walter Marr (arm resting on Chevrolet), Bob Burman (behind the steering wheel), Joseph R. Common (back row 4th from left). I believe the gentleman in center (resting his arm), next to Marr is team manager William Pickens.Joseph R. Common (ninth from left)Joseph R. Common (ninth from left)










The Buick team on the test track at the Buick factory in Flint, Michigan.  W. W. Brown (fourth from left on the front row), Joseph R. Common (ninth from left with wide brim hat) and Glenn Breed (standing at far right) were all team mechanicans;  Link for other info.














Louis Chevrolet in a Marquette-Buick. I believe that is Lewis Strang behind the wheel. This is on Hamilton Ave. in front of factory #01 in Flint, Michigan.











Chevrolet in a Marquette-Buick in 1910.










No. 10 winner of Cobe Cup Race, June 19, 1909, Marquette-Buick, Chevrolet was the driver.










Louis Chevrolet at the Vanderbilt race in #29. Long Island, Oct. 1, 1910.










Louis Chevrolet would have an on and off relationship with General Motors. The factory sponsored race team disbanded in 1910 because Billy Durant lost control of the company. Long story short, he worked with Durant to create the Chevrolet brand. He then left in 1913, "selling his stock". Built race cars for awhile (Frontenac) and also started an airplane enterprise. After loosing all his money he was hired by General Motors in 1934. He became sick in 1938 and retired. He died in Florida June 6, 1941. He is buried in Indianapolis, Indiana.










Lewis Strang.










Lewis Putnam Strang in a Marquette-Buick. Strang left the Buick team the same time as their manager W.H. Pickens. He continued in racing and died in a testing accident in Blue River, Wisconsin July 20, 1911. I'm not sure but I believe he is buried in his home town of Atlanta, Georgia.









Check out the makeshift fenders on George DeWitt's car.










This is George DeWitt in a Marquette-Buick. He was not sponsored by the Buick factory team.










A close-up of Burman in a Marquette-Buick. Click on page below for easy reading.










This is "Wild"Bob Burman in a Marquette-Buick. Burman continued racing after the Buick team disbanded, and died in a crash at Corona, California April 18, 1916. He is buried in his hometown of Imlay City, Michigan. Burman killed story.










This is Louis Chevrolet in #42.










Here is #34 at the 1910 Indianapolis race.












This is the actual factory where the Marquette-Buick was built, viewed (at top) from the corner of Sixth and Washington, in Saginaw, Michigan. The lower view is facing south west, from the rear of the factory. The sequence of photos below are dated 1911.

1911 rainier automobile.

This map from 1916 shows the location of the factory in Saginaw, that built the early Marquette-Buick's. This factory, originally known as "Rainier" was purchased by Billy Durant, probably early in 1909. It was incorporated for $300,000 on March 29, 1909 under the name Marquette Motor Company and was planned for building a small car. The Rainier, being a large automobile, was not selling well. Durant the promoter, needing a more competitive race car to further enhance Buick sales, decided to skirt the rules of the day and build a completely new racing machine at this facility. The rules for stock car racing in 1909 stated you must have built at least 35 units to qualify as a stock production model. This vehicle being originally raced as a Buick, was called into question and disqualified. And since they were technically not built at the Buick plant and being sold to the public, as Buick's, the final outcome was the hyphenated Marquette-Buick. When Durant lost control of General Motors in late 1910 the bankers went to work selling and consolidating the varied company's that he had purchased. Welch-Detroit, Rainier and Marquette were taken over by the Peninsular Motor Co. After Durant regained control of General Motors in 1917 the company started producing the Rainier Truck, becoming the Rainier Motor Corporation. In 1924 they became Rainier Trucks Incorporated. Also in 1917 new factories were built on the Washington avenue site. The new group of buildings became the Saginaw Malleable Iron Division. Over the next decade more factories went up in Saginaw, Chevrolet Grey Iron, Saginaw Steering Gear (steering gear operated as Delphi for a decade, now known as Nexteer) and the Saginaw Crankshaft Division. These combined factories came under the umbrella of Saginaw Products Division. The crankshaft work was eliminated in 1931. The steering gear plant is located on Holland Avenue M-46. The streets bordering the property are Sixth st. and Washington ave. Most people today know this as the location of G.M. Powertrain's Saginaw Metal Casting facility. It is still operating at this location. Washington avenue is the M-13 loop through the city.







Shown on map above at lower left.