1934 Packard Twelve And Others

1934 Packard Twelve And Others,click picture to enlarge.

This post may start a long line of new posts that will come from an album of classic and sports cars of the past that was given to me as a birthday gift for my 75th birthday. I made a comment that I really did appreciate the album because it looks like it may have cost a lot of money, maybe forty or fifty dollars. It does look like it might cost that much or more since it is a specialty market product. Then the person that gave it to me spoiled it all and said, no they picked it up at a Goodwill store for a dollar because they knew that I would enjoy it. Oh well, it is the thought behind the gift and not the real value that matters anyway. I hope everyone enjoys these special pictures. Remember that you can click the picture to enlarge it to where you can read the names of the cars.

1958 Ford Edsel

1958 Ford Edsel, click picture to enlarge.

When the 1958 Edsel came out I was working for Cummins Business Machines in Atlanta. My service manager bought an Edsel that was the pride of his dreams. The car was beautiful and had all the luxury features you could imagine. I was happy that he could afford such a car. But, as most of us know, that happiness would be shortlived as the Edsel cars did not sell and production stopped after three years. The following information was excerped from a much larger article found on the web. Read and enjoy these old car stories.

1958 EDSELS
Back in 1956, Ford Motor Company realized that there was a void in their selections of mid-size automobiles. While Chevrolet owners could "move up" to a Buick, Pontiac or Oldsmobile (and Dodge owners could advance to a Plymouth or Chrysler), Ford buyers were looking at Mercury alone. The perception was that Ford was losing customers to other manufacturers when the time came to trade-up.
In order to correct the problem, Ford instituted plans for an entirely new car division, and an entirely new car. The design of the car was to be completely unique - distinguishable from any angle. And the promotional build-up of the car would be like nothing else.
The 1958 Edsel came in two sizes - big and bigger! The "Senior" Series cars are Citation and Corsair models. They were built on the large Mercury-based frame. The "Junior" series cars are Rangers, Pacers and station wagons Bermuda, Villager and Roundup, which were built on the smaller Ford-based frame.
One of the most talked about feature was the "Teletouch" shifter, which controlled the automatic transmission selection electronically from push buttons in the center of the steering wheel hub. (A series of planetary gears in the column keeps the buttons stationary as the wheel turns.) Many other Edsel-original ideas are still found on today's cars.
The car was referred to as the "E" car (for Experimental) from its inception. The name "Edsel" was bestowed by Special Products Division General Manager Richard Krafve, after reviewing a list of nearly 8,000 suggestions from their advertising firm, Ford employees and renowned poet Marianne Moore who was solicited for ideas. (See the Edsel Ford page for more about the man for whom the car was named.)
After a massive promotional campaign, which included multi-page "teaser" ads in major national magazines, some 2.5 million Americans poured into Edsel dealerships on "E-Day", September 4, 1957. But it was quickly apparent that few cars were actually being sold. The public expectation was much higher than the car could live up to, and sales reflected the disappointment.
There was a combination of other factors that led to the name "Edsel" becoming synonymous with "failure" - By the time the first Edsel hit the showroom, the country was in a recession. (For comparison, 1958 DeSoto sales were down 54% from 1957. Buick was down 33%, Mercury 48%, Oldsmobile 18%, Dodge 47%, Pontiac 28%.. probably the worst year since World War II to unveil a new car line!) Car-buying habits had turned toward smaller and more fuel efficient cars. Edsel's styling was radical, and not to everyone's liking. On the assembly line, Edsel was run between Fords or Mercury's, causing the assembler to have to interrupt his routine and sometimes forget to install some parts. The Edsel also suffered from parts that wouldn't fit together correctly. Because of problems with suppliers, many of the early cars arrived at the dealerships with parts missing. Many dealers were poorly equipped to replace the parts or add on accessories. Ford Vice President Robert McNamara offered little support to the Edsel Division. The Edsel was more expensive than other comparable cars, and the price of the loaded, top-of-the-line models that were first on the showroom floor scared many buyers. There was no owner loyalty to count on. And, finally, it had a funny name.

1948 Tucker

1948 Tucker Automobile, click picture to enlarge.

When I started this post about the Tucker I had an idea that I had seen one of these cars when I was young but I guess that I was wrong because as this article points out there was only 51 of them built and I probably did not see one of them. In 1948 I was a teenager and so cars were on my mind a good bit then. The following information is excerpted from a much larger historical article from the web.

The Tucker '48 automobile, brainchild of Preston Thomas Tucker and designed by renowned stylist Alex Tremulis, represents one of the last attempts by an independent car maker to break into the high-volume car business. Ultimately, the big three would continue to dominate for the next forty years. Preston Tucker was one of the most recognized figures of the late 1940s, as controversial and enigmatic as his namesake automobile. His car was hailed as "the first completely new car in fifty years. " Indeed, the advertising promised that it was "the car you have been waiting for." Yet many less complimentary critics saw the car as a fraud and a pipe dream. The Tucker's many innovations were and continue to be surrounded by controversy. Failing before it had a chance to succeed, it died amid bad press and financial scandal after only fifty-one units were assembled.
Much of the appeal of the Tucker automobile was the man behind it. Six feet tall and always well-dressed, Preston Tucker had an almost manic enthusiasm for the automobile. Born September 21, 1903 in Capac, Michigan, Preston Thomas Tucker spent his childhood around mechanics' garages and used car lots. He worked as an office boy at Cadillac, a policeman in Lincoln Park, and even worked for a time at Ford Motor Company. After attending Cass Technical School in Detroit, Tucker turned to salesmanship, first for Studebaker, then Stutz, Chrysler, and finally as regional manager for Pierce-Arrow.
As a salesman, Tucker crossed paths at the Indianapolis speedway with the great engine designer Harry A. Miller, and in 1935 they formed Miller-Tucker, Inc. Their first contract was to build race cars for Henry Ford. The company delivered ten Miller-Ford Indy race cars, but they proved inadequate for Ford and he pulled out of the project.
During World War II, automobile companies' operations were dedicated to the war effort. Denied new car models for four years, by the war's end Americans were anxious for a new automobile, any new automobile. The time was right for Tucker to begin his dream. In 1946, he formed Tucker Corporation for the manufacture of automobiles.

The Tucker '48 premiered June 19, 1947 in the Tucker plant before the press, dealers, distributors and brokers. Tucker later discarded many of the Tin Goose features, such as 24-volt electrical system starters to turn over the massive 589-cubic-inch engine. For the premier, workers substituted two 12-volt truck batteries weighing over 150 pounds that caused the Tucker's suspension arms to snap. Speeches dragged on as workers behind the curtain tried feverishly to get the Tin Goose up and running. Finally, before the crowd of 5000, the curtains parted and the Tucker automobile rolled down the ramp from the stage and to its viewing area where it remained for the rest of the evening. Stock finally cleared for sale on July 15.

1947 Ford Sportsman coupe

1947 Ford Sportsman coupe, click picture to enlarge.

My first car was a 1940 Ford sedan that I bought for $100 sometime around 1947 or 48. It was a big black 4 door sedan that didn't look near as good as this car does but I was still proud of it. But I was interested in a girl that I was crazy about at that time. The trouble was that there was another guy interested in the same girl and he had a 1947 Ford business coupe that did look as good as this Sportsman coupe does. Now here is the $64,000 question: Who do you think the girl went with? Yeah, you got it right. You did say she went with the guy with the shiny NEW Ford didn;t you? I thought you did. Well, as it turned out neither one of us got the girl. Such is life sometimes.

The following info came off the web and I don't remember which site but you can find it by searching for 1947 Fords. Have a great day and enjoy a good trip on Memory Lane with these old car pictures and stories.

1947 Ford Super Deluxe Sportsman Convertible [CLICK HERE FOR MORE PHOTOS]
Model 79A. 100 bhp, 239.4 cu. in. L-head V8 engine, three-speed manual transmission with Columbia overdrive, solid front axle and live rear axle with transverse semi-elliptic leaf springs, four-wheel hydraulic drum brakes. Wheelbase: 114"
The 1946 model year closed its 18-month run that December. From January 1947, all cars were designated ’47s, Model 79A, and were given serial numbers accordingly. There was, however, no change in the cars’ appearance.
In April, Ford rolled out new “spring models.” Keeping the same 79A model nomenclature, they had new round parking lamps below the headlights and a new hood medallion. The hub cap design, too, was changed, as were the bumper guards. Gone were the red accents, perhaps missed the most. In typical pragmatic Ford fashion, the changes were introduced incrementally on the assembly line, as parts became available, so there was no specific date or serial number on which the “spring models” began.
Early experience with the Sportsman had shown that the crosspiece on the trunk lid, mounted high, where the lid was almost horizontal, collected water, to its detriment. For 1947 the crosspiece was lowered somewhat and beveled on its upper edge, to better shed moisture. The exact phase-in of this change is not recorded, and in any case some early cars were modified to make them more weather resistant.
This “Spring 1947” Sportsman, built in May that year, has been nicely restored in Monsoon Maroon. The paint shows no surface flaws and exhibits a deep shine, while the body contours are excellent. Even rarer than an original wood station wagon is a Sportsman with an original wood body. This ‘62 year old maple body shines through 10 coats of spar varnish – proof of a lifetime of meticulous care. The doors shut well, the black canvas top is new and excellent. The running board rubber is new, and all the brightwork is excellent. In fact, the glass, all original script panes, shows only minimal separation.
The seats are newly upholstered in red leather, with the rear seat area having a tan carpet floor mat; the front has black rubber mats with carpeted inserts. All look new. The dashboard has nicely restored maple woodgrain and the instruments and steering wheel are restored as well. The top is lined with tan canvas; the correct glass rear window can be unsnapped and lowered for better ventilation. Other features include a radio and working electric clock.
The luggage compartment is well detailed with correct gray cardboard liner and black rubber floor mat. A top boot is located in the trunk, stored in a matching canvas bag. The compartment lid works well and the folding supports are properly adjusted and easily hold it open.
The engine compartment and 59AB engine are clean and appropriately detained, without being overdone. The chassis and underbody are painted gloss black, and are clean and well detailed. B.F. Goodrich 6.50-16 tires were fitted in 2004 and there is a matching spare in the trunk.
Previously owned by Claude Taylor of Asheville, North Carolina, the car received AACA awards at the Southeastern Division National Meet in Huntsville, Alabama, in 1980. Since joining the Nick Alexander collection in February 2004, it has received a Dearborn Award from the Early Ford V8 Club, judged at 988 points that year at Hood River, Oregon.
It runs and drives well, its Columbia two-speed axle making freeway travel effortless. It is currently registered with California year-of-manufacture plates 39B6823, which accompany it in the sale. A beautiful example of the second flight of 1947 Fords, this Sportsman would make for a lovely addition to the finest of collections © 2009 RM Auctions - All Rights Reserved Privacy Policy Terms of Use Contact Us HOME SITEMAP

Blue 1957 Chevrolet Convertible

Blue 1957 Chevrolet Convertible, click picture to enlarge.

There is another 1957 Chevy Convertible already on this old car blog from an earlier post. That was a yellow one and now this one is a blue one so take your pick, yellow or blue. I like this blue one best myself. You can look at the remarks on that post for he yellow one and just use them for this lue on too.

1954 Hudson Italia

1954 Hudson Italia, click picture to enlarge.

It was really a shame that so many bright, intelligent car makers of this time era suffered the fate of closing down for one reason or another. Cars like the Hudson, Nash, Willis, Packard and Studebaker all had some very good qualities about them but they all went away and they ain't no moe. Shame, shame, but that was the way it was.

This Hudson Italia was one that I didn't know much about in those days. I was much more familiar with the Hudson Commodore and for that matter even the older Hudson Terraplane. Maybe I will do a story on the Terraplane sometime. The following information is from the Conceptcarz.com website and is used here only for information purposes and is not intended as a copywrite infringement.

Hudson Motor Car Company began the manufacture of automobiles in Detroit in 1909, and merged with Nash in 1954 to form American Motors Corporation. The Hudson nameplate was continued for three more years, ending in 1957. Prior to the merger, Hudson, like many other car companies, set out to build a sports car to bring attention to the brand and to bring customers into the showroom.Hudson created the Italia, a car built on the 1954 Hudson Jet chassis, with a hand formed aluminum body built by Carrozzeria Touring in Italy. Only 26 cars were produced. All cars were Italian Cream in color with red and cream interiors. They were equipped with Borrani wheels. The cost to the dealer for the Italia was $4,800.The car displayed here is number 22, and was originally purchased in California by an individual who worked as a scientist for NASA and the space program.This car has undergone a complete restoration between the years 2000 and 2003. Over 20 items had to be custom made to the original specifications by borrowing and copying pieces from other Italia owners.
The arresting Italia was Hudson's way of reminding the auto industry that it wasn't dead yet. Although it was built on the chassis of the compact jet, it was strikingly clothed in an aluminum body by Italy's carrozzeria Touring. Only 26 examples were made. Styled by Frank Spring and influenced by aircraft design, the Italia had a wraparound windshield, doors that cut into the roof for easier entry, and a pioneering flow-through ventilation system that made vent windows unnecessary. Front fender scoops that cooled the brakes, fake triple exhausts that held the taillights and turn signals, and an inverted-V 'praying mantis' front bumper contributed to its distinctive appearance. Announced as a produced model on the same day Hudson approved a merged with Nash, the Italia was to be Hudson's answer to the Corvette and the Thunderbird. This example is the only completely original car left. Even the tires are original equipment, and the car is totally unrestored.

1972 Oldsmobile Cutlass Convertible

1972 Oldsmobile Cutlass Convertible, click picture to enlarge.

Hi people, I looked and looked and looked but I did not find just the right kind of information that I usually put with these old cars such as tech data, history and other stuff. I did find some material so instead of spending several more days hunting I will use what I found. Even so, I think there is enough here that you can pick out the info you want. So have a great day and enjoy some time with all of these old car pics.

1972 was the last year for the Oldsmobile Cutlass Supreme convertible. It was also the last year for this body in general. A V8 engine was standard equipment. The 1972 Oldsmobile Cutlass Supreme coupe and convertible rode on a 112 inch wheelbase with an overall length of 203.6 inches.
Automatic transmission, power steering and power brakes were options

CUTLASS 1972 SUPREME 455 CONVERTIBLE, with the original 445 cid engine, very nicely cosmetically restored with excellent mechanicals, this is a great looking original non-color change done in factory Sequoia Green (48), a beautiful dark green color, white side stripes, 442 rear bumper, correct Rochester 4v, working factory air conditioning just redone, great local show cruise night car, this was an original 'Supreme' model and looks like a 442, this was restored with the original matching number 455 cid engine, the car has the correct 250 horsepower rating UB engine with 4 barrel Rochester carburetor, here is a Georgia car for many years, went up North for a brief period, then back to Atlanta, VIN3J67U2M106750 shows an original 442/455 with the original 455cid original engine, casting 396021F and VIN2M106750 on the engine, has a nice Rochester 4v valuable carburetor, this is most valuable as last year of this model run, wonderful popular car in the 70's and a top collector car for the new millennium, this last restoration yields top mechanicals so it is a driven show car, the horsepower was underrated by the factory, correct air cleaner, all of this is right for the automatic transmission with factory air conditioned car, the torque on this car is extremely strong 370 lbs, this air conditioning is terrific with the factory A/C with all fittings and lines, hoses, belts, just checked, this has a correct factory air cleaner, air conditioning recharge for Summer 2009,

Blue 1956 Thunderbird

Blue 1956 Thunderbird, click picture to enlarge.

There is already one other 1956 Ford Thunderbird on this blog, a red one. I found this one and said Iwould put it on the blog too. Hey, hey there might be somebody out there that likes blue better than red. At any rate, I don't see where it can hurt anything to have two of them as long as there is a difference between them. I have dug up a little bit more information to put on this one too.

You still see two-seat 1956 Ford Thunderbirds on the boulevards of Beverly Hills, which is only fitting. Ford might have been inspired by European sports cars, but the Thunderbird ended up an all-American boulevardier convertible designed for comfort and smooth, powerful straightline performance. That the "Little Birds" were also uncommonly handsome only hastened their climb to "instant classic" status, one reason so many survive today.A sturdy steel body and amenities like roll-up windows were other appealing T-Bird virtues. As proof, the debut '55 outpolled Chevrolet's fiberglass Corvette by 23 to 1 at 16,155 units. The '56 slipped to 15,631, but that was hardly bad for a specialty car in a "fall-back" sales year.
The 1956 Ford Thunderbird offered up to 225 horsepower with its V-8 engine.

The '56 T-Bird was much like the '55, but a standard "continental" spare tire opened up needed trunk space, front-fender ventilator doors enhanced cockpit comfort, and the available lift-off hardtop gained distinctive "porthole" windows that helped visibility. Typical of the time, the '56 also offered more power, courtesy of a new 312-cubic-inch V-8 packing 215 horsepower with optional stick-overdrive or 225 with self-shift Fordomatic. The previous year's 292 continued with the standard three-speed manual, but was upped to 202 bhp. Handling took a step backward, as springs and shocks were softened, but buyers loved the resulting smoother ride.
The 1956 Ford Thunderbird's sleek styling has kept it popular even to this day.

A deft restyle and even more power lifted sales to 21,380 for 1957, but any two-seat T-Bird is a car for the ages. Just ask those happy owners in Beverly Hills.

Plymouth Street Prowler

Plymouth Street Prowler, click picture to enlarge.

Hey, people...this is one that I don't know beans about. If I ever saw one I don't remember it. It sure looks and sound like it would have really been fun to own and drive. The following information comes from the Wikipedia site and there is a whole lot more on that site in case you want to read up a little more on this car. Enjoy this one and all the rest o them too by sticking around and using the newer posts and older posts links on the site. You can also tell your friends on Twitter or Google Friend Connect or Facebook about this old car blog.

One of the most striking design features of the Prowler are the open, Indy-racer-style front wheels. The design of the Prowler was said to have been inspired after Chrysler engineers were given free rein to create whatever they wanted in a "hot rod" or "sportster" type vehicle.
The Prowler featured a powertrain lifted from Chrysler's LH-cars, a 3.5L SOHC V6 producing 214 horsepower (160 kW). For the 1999 model year the engine was replaced with a more powerful 253 hp (189 kW) version of the engine. Both engines were coupled to a 4-speed Autostick automatic transmission. The transmission is located at the rear of the vehicle and joined to the engine by a flexible driveshaft that rotates at engine speed; this arrangement is similar to that used by the C5 Corvette and Alfa Romeo 75, and helped to facilitate a desirable 50-50 (percentage, front-rear) weight distribution. The Prowler was the first rear-wheel drive Plymouth since the 1989 Plymouth Gran Fury and was based on the 1993 concept car of the same name.
The car prominently featured aluminum in its construction, chiefly in the chassis. In many cases, the components were adhesively-bonded. The body was produced in Shadyside, Ohio, USA and the car was assembled by hand at the Conner Avenue Assembly Plant (CAAP) in Detroit Michigan.

1966 Ford Mustang GT

1966 Ford Mustang GT, click picture to enlarge.

I have never owned a Mustang so I can't write about one with any experience so this article is excerpted from one of the many 'Stang websites I found. Read and enjoy this one and all of the other old cars on this blog.

The Ford Mustang is an American automobile, originally based on the Ford Falcon compact named after the Southern Methodist University Mascot. The first production Mustang, a white convertible with red interior rolled off the assembly line in Dearborn, Michigan on March 9, 1964. Introduced to the public at the New York World's Fair on April 17, 1964, and via all three American television networks on April 19, it was the most successful product launch in automotive history, setting off near-pandemonium at Ford dealers across the continent. The original Mustang inspired the term pony car and prompted many imitators. The Mustang's combination of sporty design, low price, and overall performance allowed it to sell over one million units in its first 18 months on the market. After a number of different generations and redesigns, the Mustang remains available today.
Though the Mustang features equine artwork throughout, it was named after the World War II-era P-51 Mustang.
Engineering
Surprisingly, for all its style and well-marketed sporty design, the Mustang was based heavily on familiar, yet simple components. Much of the chassis, suspension, and drive train was derived from the Ford Falcon and Ford Fairlane. The car had a unitized platform-type frame from the 1964 Falcon, and welcoming box-section side rails, including five welded crossmembers. Although hardtop Mustangs were the majority in sales, durability problems with the new frame led to the unusual step of engineering the (necessarily less rigid) convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, at 181.6 in (4613 mm), although the Mustang's wheelbase at 108 in (2743 mm) was slightly shorter. With an overall width of 68.2 in (1732 mm), it was 3.4 in (86 mm) narrower, although wheel track was nearly identical. Shipping weight, about 2570 lb (1170 kg) with six-cylinder engine, was also similar. A full-equipped, V8 model weighed about 3000 lb (1360 kg).

1957 Chevrolet Corvette

1957 Chevrolet Corvette, click picture to enlarge.

Hey all you Vette Fans and Vettettes too, this one is for you to drool over and fantasize about. Have a long look and enjoy.

Chevrolet pulled something amazing out of the hat for 1957: Fuel Injection. First run in 1956 at the Sebring race, the Rochester Ramjet injection was an answer to Mercedes-Benz which featured fuel injection in the 1954 300SL. The innovation solved a fuel starvation problem caused by sloshing while cornering with carbureted engines under race conditions. The fuel injection system also enabled Chevrolet to boast of 1 hp per cubic inch of displacement with the 283 cu. in., 283 hp engine. To keep this development in perspective, consider this. Almost all of the high priced supposedly advanced competition -- including Jaguar, Porsche, Ferrari and Lamborghini -- did not go with fuel injection until the 1970s or later.

The new system was complex and costly however. At $484.20, the one option added over 15% of the price of an entire Corvette. Buyers found it irresistible however, with 1,040 checking the box on the order form. The complexity also resulted in a high maintenance reputation. Not up for debate is the way the market treats fuel injected Corvettes of the era. Corvette enthusiasts went for it in a big way in 1957 and more so 50 years later as a collectable; the price premium for a "Fuelie" as they are often called is significantly higher than their more mundane carbureted cousins.

There was more good go-fast news for Corvette buyers in 1957. Just south of the clutch, a new four speed manual transmission became available as of April 9, 1957. 664 1957 Corvettes were so equipped at an extra cost of $188.30. Special four speeds had been installed in some race cars, so apparently the "More is Better" philosophy applied. Also available in 1957: RPO 684, a racing suspension intended for serious racers. The cost was $780.10 and was installed on only 51 Corvettes in 1957.

So there you have it all. Enjoy....

1957 Chevrolet Belair

1957 Chevrolet Belair Sedan, click picture to enlarge.

The 1955,56 & 57 Chevrolet has historically been the most coveted and sought after of all of the classic collector cars ever made. I missed some of the excitement though ecause I have always been a Ford man myself, especially keen on the 1956 Ford Fairlane Victoria.

The ’57 Chevy is one of the most recognized icons in the Automotive industry. Stylish and Sporty the there’s no doubt that it’s one of America’s best and most loved cars. The 1957 Chevrolet a few different trim levels; the base-model "150" series, the mid-range "210" series, and the upscale Bel Air series. An upscale trim option called the "Del Ray" was also available for 210 2-door sedans, and there was a limited production two-door station wagon called the "Nomad" and also even scarcer was the "El Morocco", a custom hand-built series that mimicked the Cadillac.
Under the hood Chevrolet had achieved an engineering milestone, Ed Cole worked magic developing Chevy’s small-block V8 engine. The original edition was enlarged to 283 cu, with several optional power packages available, pushing it up to 283 hp. The Super Turbo-Fire 283, a $550 option, produced the advertised 283 horsepower with the help of Ramjet continuous-flow fuel injection. On the outside the Bel Air was distinguished with more chrome and featured a golden grille set off with a heavy chrome bar that included parking lights. The rear fins were capped with chrome moldings and highlighted with anodized aluminum side trim panels. The fuel-filler door was concealed in the left rear chrome fin trim, a small but convenient detail that helped clean up exterior lines.
The 1955-57 Chevrolets remain a favorite with hot-rodders and classic car enthusiasts

1948 MG TC

1948 MG TC, click picture to enlarge.

The MG, which was the second generation removed from the older Austin, was probably the car that turned many Americans on to the notion of wanting to own and drive the European sports cars. This sporty MG TC sports car, with its sweeping front fenders, cutaway doors, fold down windshield and knockoff wire wheels was a type of car not often seen on the American roads. The MG TC had a 1250 cc 4-cylinder engine that turned 54 horsepower at 5,200 rpm which is a comparatively high rate of rpm. It had a 3 speed transmission and 4 wheel Lockheed hydraulic brakes. It also came with a telescoping steering column and a six volt electrical system. The interior had leather upholstery and a wood grain dash panel.

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1948 Indian Chief Motorcycle

1948 Indian Chief Motorcycle, click picture to enlarge.

Now this is cutting the cake right man. These big Indian motorcyles were the REAL kings of the road when I was a young man, before the Harleys and Hondas and Kawasakis ever came into being. I could not afford to own one myself but one of my good friends did. He had a big white Indian Chief and we used to ride it all over South Florida in the years just after WWII. In fact, we lived in Belle Glade Florida and we rode his bike to West Palm Beach almost every weekend to a dance, round dance or barn dance or whatever you would call it. That was about 46 miles one way going and then another 46 miles coming back home. Yeah, when you are still young and healthy and full of life and energy that kind of thing is no challenge at all. I would call those the "golden glory days" of motorcycle riding. Then along came the "new breed" of Harleys and all the rest of them. In fact, I don't imagine that there are ten people out of a thousand around now that remembers these big grand Indian Chiefs at all. To be truthful though I will concede that some of the big bikes made now could have put the old Indians down in the shade when it comes to big engines, big bikes, power, speed, luxury and comfort. I have heard that somebody in California has started making the small to medium size Indians again but I don't know if they are making the big bikes again. I don't even know if it is someone in the same family, or company, as the original Indians were or not. Maybe someone out there reading this old car blog can tell us more about it. If you can then send me your remarks or comments by using the commnt button on the bottom of this post.

1940 Ford Deluxe Coupe, tripic

1940 Ford Deluxe Coupe, tripic. Click picture to enlarge.

I do not normally add much writeup material on these tripic posts because there is enough info on the pictures. If you click the picture and enlarge it the information can be read easily.

A 1940 Ford was the first car that I bought sometime around 1945 or 46, near the end of WWII. The one I had was what I call the humpback model or the four door sedan. That was the car that I started learning how to drive with.

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1935 Panhard Coupe

1935 Panhard Coupe, click picture to enlarge.

Rene' Panhard started the great dynasty of French automobile manufacturing in 1895 with the B2 model, a revolutionary car which initiated the classic front engine and rear wheel drive layout. The Panhard firm maintained their strong trademark image of well built and awe inspiring automobiles until they merged with Citoen in 1955. The Panhard 2-door coupe shown here came equipped with steel wheels and a sidemount. The car had an American Willis-Knight sleeved valve, 6cylinder, 255-cid and 87 horsepower engine

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1923 Dodge Roadster

1923 Dodge Roadster, click picture to enlarge

1923 Dodge built by the Dodge Brothers. Black with black top and interior. 4cyl, 25hp, and 3 speed manual transmission. The Dodge was the first cars to be built with an all steel body. Dodge was far more advanced than most of the cars of this era. It has a fuel pump system and an oiling system.

I never did much with Dodge products myself except for one old Dodge pickup truck that I bought from someone that I was working with at the time. I bought that old Dodge truck for ten dollars and had to go to his house and get it. I think that it was drivable so I could drive it home. At that time I was trying to make do with an old Ford Falcon that had lost so much compression that it would not crank by itself. After I got the Dodge pickup I started using it instead of the Falcon and I drove that old pickup probably for about another year. One thing in particular about that pickup that I remember that irritated me was that the lugs on the passenger side had reverse threads on them so when I thought I was loosening the lugs I was tightening them. I never did get used to that and I had to think about it each time I changed tires on that side. The purpose of that was to use the forward motion of the car to keep all of the lugs tight.

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1913 Ford Model T Speedster

1913 Ford Model T Speedster, click picture to enlarge.

You may remember from the write up on the 1931 Model A that I discussed the Model T in that post. The Model T may well be the car that really made the Ford Motor Company thrive and do well in their first few years during the hard times of startup. If you notice closely in the picture you can see the slot in the lower front of the radiator housing that the driver would put the crank handle through to engage with pulley and turn the engine to start the car. That reminds me of a commercial that says "You've come a long way baby". Thank goodness that we don't have to start our cars like that with a crank handle anymore.

Henry Ford began producing the Model T in 1908 in Detroit at the Piquette Avenue plant and continued the run of Model T's until 1927 for nineteen years making it the longest running production of a single model car ever in history except for the German made Volkswagon Beetle. It has been said that Henry Ford said of the Model T, "You can paint it any color, so long as it's black". Whether he said that or not has not been proven but the saying has hung around longer than the car did and it does testify to the continuing "sameness" of the car. This sameness characteristic of the car was one of the features that made it affordable to the masses. Over the 19 years of production there were 15,000,000 Model T's sold, far outselling any other car made in those years.

The car had a 4 cylinder, 20 hp engine and seated three people in its regal high backed seats. it sold for $850.00 new in Detroint in 1913.

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Sincerely,
Maynard Wright, the Georgia Boy

1931 Model A Ford

1931 Model A Ford 2-door sedan and Cabriolet coupe, click picture to enlarge.

How many of you people still driving today remember being able to adjust the "spark advance" from the steering column? That's like setting the ignition points closer or wider even while you're driving down the road in order to get more power or to save gas. Well, we did that on these old Model A cars and it was just as normal as mashing the gas pedal to go faster is to us today. As I have said before the Model A was the car that my generation grew up with so it is very familiar to many of us. It was said about the old Model A that if you had a screwdriver and a pair of pliers and a roll of baling wire and just a little bit of mechanical aptitude that you fix about anything that might go wrong with it. That was more true than it was not true.

The Model A was,in effect, the transition from the very successful older Model T Fords with the old hand cranked starting where you put a crank handle that was shaped like a bent steel rod that had two bends in it, and a pin through the end of it that engaed with a notch in a pulley on the end of the crankshaft. When the handle was turned by hand it turned the motor enough to get it started. This way of cranking the old Model T was nicknamed as the "arm breaker" because if you did not remove the crank handle quickly as the engine fired up the handle would be engaged with the engine and would fly around and hit you if you still had hold of it. As I said the Model A was a transition from the Model T to the newer, more powerful V-8 cars that came along later. The Model A had a 200.5 cid, 40 hp four cylinder engine and a 3 speed floor mounted gearshift. It had expanding shoe and drum brakes on all four wheels and safety glass in the windows which was the first time that safety glass was used in cars. Some style changes in the 1931 Model A included a new radiator shell and running boards with single piece splash aprons. The two door sedan shown here was the most popular of the model A's and the Cabriolet Coupe was next to it. The sedan sold for $490 and the voupe for $430.

1948 Chrysler Town And Country Convertible

1948 Chrysler Town And Country Convertible, click picture to enlarge.

When this car came out I was in my mid-teens and had already bought my first car which was a 1940 Ford four door "humpbacked" sedan, a black one. I remember that we didn't have much money in our family and I could only dream and wish for a car as nice as this one was. This model of Chrysler was a real beauty and possibly one of the nicest cars made in America in those years.

Of all of the post war cars to hit the streete in America, the Chrysler Town And Country Convertible was probably the best looking and most wanted car of them all. The uncommon attractiveness that made it so appealing to so many people was the sides of the body that featured real genuine white ash wood framework and mahogany veneer panels. The interior featured all leather fittings with pleated leather inserts and bolsters. This "Woodie" shown here had a 323.5 cid straight 8 engine that turned 135 hp at 3400 rpm. It weighed 4332 pounds, had a Fluid Drive transmission and a 127.5 inch wheelbase chassis. In 1948 this car, with the availabe options, sold for $3,420.