tag:blogger.com,1999:blog-68999889303308022182024-03-21T08:18:23.302-05:00The All-GM blogThis blog is dedicated to the automobiles designed and built by General Motors. All names associated with GM such as Chevrolet, Oldsmobile, etc. are registered trademarks of the company and are used here for identification purposes only. This site is not affiliated with GM. Privacy Policy: No information is collected through this site by the author other than reader comments. Google, however, tracks page views and ad clicks. For Google's privacy policy go to their home page.DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.comBlogger15125tag:blogger.com,1999:blog-6899988930330802218.post-8043106180978311342014-11-19T20:10:00.000-06:002014-11-19T20:12:21.583-06:00<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: center;">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: large;">1958 Buick Wells Fargo</span></span></div>
<div style="text-align: center;">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">Text by David W. Temple</span></span></div>
<div style="text-align: center;">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;">Photos courtesy of Joe Bortz</span></span></div>
<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: small;"> <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZvzgDYhtvw-QI3p-2DGcG6Qa3VjDXqolX_ihx6fMliN-0MiGVVK3j7YjnSumyWNLIehjKqgpY6uSoxnuMXK3LmSUgNF6IbTsa_nmar41oO0y2n3D57142I6r3Yufnget6O817wISRJhc/s1600/1-58+Wells+Fargo+postcard+-+Bortz.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZvzgDYhtvw-QI3p-2DGcG6Qa3VjDXqolX_ihx6fMliN-0MiGVVK3j7YjnSumyWNLIehjKqgpY6uSoxnuMXK3LmSUgNF6IbTsa_nmar41oO0y2n3D57142I6r3Yufnget6O817wISRJhc/s1600/1-58+Wells+Fargo+postcard+-+Bortz.jpg" height="205" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Post card issued by GM</td></tr>
</tbody></table>
</span></span></div>
<br />
<br />
<div style="text-align: left;">
<span style="font-family: Arial,Helvetica,sans-serif;"></span><!--[if gte mso 9]><xml>
<w:WordDocument>
<w:View>Normal</w:View>
<w:Zoom>0</w:Zoom>
<w:Compatibility>
<w:BreakWrappedTables/>
<w:SnapToGridInCell/>
<w:WrapTextWithPunct/>
<w:UseAsianBreakRules/>
</w:Compatibility>
<w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel>
</w:WordDocument>
</xml><![endif]--></div>
<div style="text-align: left;">
<!--[if gte mso 10]>
<style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style>
<![endif]-->
</div>
<div style="line-height: 150%; text-indent: .5in;">
<span style="font-family: Arial;">During
the 1950s, the Buick Division of General Motors was represented on the auto
show circuit with several western-themed show cars (starting at least as early
as 1952 with the Ranger convertible, a Canadian show car). One of them was the
1958 Wells Fargo built from a Limited convertible; it was later given to actor
Dale Robertson, the star of the Buick-sponsored television show, Tales of Wells
Fargo (broadcast on NBC affiliates from 1957-1962). This car was on the show
circuit before being presented to Mr. Robertson (who, by the way, passed away
in February 2013). Among the custom features added by GM to the car were
special bucket seats and door panels upholstered in Danish calfskin with
western-motif leather inserts, Jersey hide carpeting for the floors and lower
door panels, a console between the seats which served as a gun rack containing
two exposed chrome-plated Winchester rifles, a leather holster fitted to each
door panel holding a set of pearl-handled .38 caliber Colt revolvers, a
longhorn steer’s head overlaying the stock V-8 hood emblem, wheel covers
modified with a three-bar spinner “flipper,” and inside the rocket-shaped
quarter panel moldings (which was normally fitted with three sets of four,
clustered angled chrome bars and model name script) was simulated wood-grain
inserts overlaid with “Wells Fargo” in chrome-plated block letters.<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmwkhmOjiMGDu7WwMntkGa55wBNlLt381816qm4NE4Fq2e82TvLTR7WpM5FRq_C-mu3lRGnLiC20f3mxK9DpSETfkKGA-sefuW2X-HX5oSTv-uLQg5MuCVs75USZwEQbhE-DuWa3mTKGo/s1600/2-58+Wells+Fargo+-+Bortz.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmwkhmOjiMGDu7WwMntkGa55wBNlLt381816qm4NE4Fq2e82TvLTR7WpM5FRq_C-mu3lRGnLiC20f3mxK9DpSETfkKGA-sefuW2X-HX5oSTv-uLQg5MuCVs75USZwEQbhE-DuWa3mTKGo/s1600/2-58+Wells+Fargo+-+Bortz.jpg" height="267" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Joe Bortz standing with the Wells Fargo circa 1995</td></tr>
</tbody></table>
</span></div>
<div style="line-height: 150%; text-indent: .5in;">
<span style="font-family: Arial;">In
1995, well-known dream car collector Joe Bortz purchased the Wells Fargo from
the large collection of the late Wally Rank, owner of Rank & Son Buick in
Milwaukee, Wisconsin. Rank had owned it since 1984.</span></div>
<div style="line-height: 150%; text-indent: .5in;">
<span style="font-family: Arial;">At
the time, according to Bortz, he considered the Wells Fargo as “a concept car,”
but later realized the term really did not fit. Instead he saw it as a factory
custom. Bortz had the car repainted – it really needed nothing else done to it
– and added somewhere between 2,000 and 3,000 miles to the odometer over the
next couple of years. As time went by, he felt the car did not fit in well with
his collection of true concept cars such as the 1953 Buick Wildcat and 1954
Bonneville Special.</span></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR-ztnXu_dCt7WEHLueXklKAhsUbEzZWnR_nmM4Rld9g_FpeBhGK-9Ax5x3zhEVDNleZFlRaJ6YB4_Mc_YyVRRARcb6YXbUkPC-QKTNX7-9_pwLyImJ_P49U00-QQRaeVmXk7GsB9muUE/s1600/3-58+Wells+Fargo+interior+-+Bortz.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR-ztnXu_dCt7WEHLueXklKAhsUbEzZWnR_nmM4Rld9g_FpeBhGK-9Ax5x3zhEVDNleZFlRaJ6YB4_Mc_YyVRRARcb6YXbUkPC-QKTNX7-9_pwLyImJ_P49U00-QQRaeVmXk7GsB9muUE/s1600/3-58+Wells+Fargo+interior+-+Bortz.jpg" height="214" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Wells Fargo still retains its rifles and revolvers.</td></tr>
</tbody></table>
<div style="line-height: 150%; text-indent: .5in;">
Joe decided to sell the Wells
Fargo at the August 1996 Kruse Auction in Auburn, Indiana and drove the Wells
Fargo there from his home near Chicago. Upon arriving at this assigned space,
he found a gentleman standing there in the way. When the man turned around,
Bortz did not know quite what to think. “Are my eyes deceiving me? He looks
like Dale Robertson,” he thought, and indeed, he was! Robertson had learned his
old car was going to be on the auction block and evidently wanted to see it
again. The two sat in the car and chatted; not surprisingly, Robertson told
Bortz stories of driving the special Buick. The bidding for the Wells Fargo
stalled at one point, so the auctioneer knowing Robertson was in the audience
asked him to come to the stage and talk about the unique car. Soon afterwards
the bids picked up in pace. The high bidder sold it two years later at the
Kruse-Scottsdale auction, but took a substantial loss on the sale. The Wells
Fargo is in a private collection in California; it is scheduled to be shown at
the 2015 Amelia Island Concours d’Elegance.</div>
<br />
<div style="text-align: left;">
<br /></div>
</div>
DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com7tag:blogger.com,1999:blog-6899988930330802218.post-57905577737745484242011-09-12T15:03:00.002-05:002015-07-15T15:15:17.091-05:00Fuel-Injected 1959 Chevrolet Impala Convertible<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: center;">
<span style="font-size: x-large;"><span style="font-weight: bold;"><span style="color: #3d85c6;">Sports Car for Five</span></span></span></div>
<div style="text-align: center;">
<span style="font-size: x-large;"><span style="font-weight: bold;"><span style="color: black; font-size: large;">Text and Photos by David W. Temple</span></span></span></div>
<div style="text-align: left;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHTppIbJpEBrIHCYmGlCwFc7Vq0-Vovnf1ec0Xx5rQZEnyFLMQ2ON5IYxUfsU3zoJp-0xaEIOhG_jMCMBiWw7PkHi6se0ul47uiOMzfNHycrZvp-rZcsiaRceZKgAUDjJVbvCdOGW9964/s1600/IMG_6264.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHTppIbJpEBrIHCYmGlCwFc7Vq0-Vovnf1ec0Xx5rQZEnyFLMQ2ON5IYxUfsU3zoJp-0xaEIOhG_jMCMBiWw7PkHi6se0ul47uiOMzfNHycrZvp-rZcsiaRceZKgAUDjJVbvCdOGW9964/s320/IMG_6264.JPG" width="320" /></a></div>
<div style="text-align: left;">
<span style="font-size: x-large;"><span style="font-weight: bold;"></span></span> <br />
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">Cars of the 1950s, are noted for their dramatic and in some cases for their extreme styling – those of ‘59, especially so. The cars of the ‘50s were not only about styling, however. Horsepower and gadgets were the in thing, too. For 1957, Chevrolet merged the latter two with the introduction of fuel-injection.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVMoWzssWRXu_-4e3hKoqkAKPd_AGAKAKdX58u0H2rV9x4oK-LqlnJLbOh9QFCzLRrP0Usa0TTberTBSEi4_g8uR3bQOGPZqJfNlaaiDnxiVvYIaor4hMhEaNvUzDi0w2tstYyrXQzMWk/s1600/IMG_6262.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVMoWzssWRXu_-4e3hKoqkAKPd_AGAKAKdX58u0H2rV9x4oK-LqlnJLbOh9QFCzLRrP0Usa0TTberTBSEi4_g8uR3bQOGPZqJfNlaaiDnxiVvYIaor4hMhEaNvUzDi0w2tstYyrXQzMWk/s320/IMG_6262.JPG" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">The most dominant styling characteristic of the ‘59 Chevrolets was of course the deeply sculpted fins (or as some say, the “bat wings”). An early report in <i>Popular Mechanics</i> on the 1959 Chevrolets said of the car, “Styling is the thing with the new Chevrolet ... Its low, flaring rear end is as expansive as the deck of an aircraft carrier and looks almost as wide from the driver’s seat. Horizontal taillights squint, like giant cat’s eyes, from under chrome eyebrows. At the front, two sets of paired headlamps are set as low as the law allows to accentuate the road-hugging design.” A road test report in the January 1959, issue of<i> Motor Trend</i> concluded that, “All in all the Chevrolet stands out as the most unashamed proponent of the ‘bigger and wider styling school’ in its field. In performance it’s batting fairly even with the competition.”</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEii50TSJemfxMIkb3krvf8-_qpFPZjPg8WA6zJ2z-BI-3Wg6f5Lcs7UdM8i4nkSn5-ZiLlm8-3jtob42kVC6Una3lrM3iOUUdP7tSWqvhZwNkGDTOCYnbPJldnH3_OAeEQPO7PYzjdnDKk/s1600/IMG_6268.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEii50TSJemfxMIkb3krvf8-_qpFPZjPg8WA6zJ2z-BI-3Wg6f5Lcs7UdM8i4nkSn5-ZiLlm8-3jtob42kVC6Una3lrM3iOUUdP7tSWqvhZwNkGDTOCYnbPJldnH3_OAeEQPO7PYzjdnDKk/s320/IMG_6268.JPG" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">The standard engine was the familiar Blue-Flame straight-six, although the buyer could still obtain the Turbo-Fire 283 2-bbl., or the Super Turbo-Fire 283 4-bbl. carried over from ‘57. Also, the 250hp (at 5000 rpm) Ram-Jet fuel-injected 283 was retained as was a companion 290hp (at 6,200rpm) version dubbed Ram-Jet Special. The fuel-injection equipment introduced for ‘57 soon showed it needed some “bugs” worked out of the system. It received upgrades that increased reliability on 1958 cars; further refinements were made for ‘59. Compared with the original ‘57 setup, the fuel-injected engines operated on a leaner mixture, air leaks around the nozzle anchorages were sealed, each injector nozzle received filter screens, and a simpler manifold vacuum operated valve replaced the complex arrangement involving a solenoid for cold starts and a micro-switch to bypass the solenoid for hot starts. For it’s swan song appearance on full-sized Chevys, minor mechanical changes were incorporated that included a unique air cleaner which was required due to the lower hood profile of the ‘59 Chevy. Other modifications resulted in simplified repair procedures. Those equipped with the <a href="http://www.rochesterfuelinjection.com/Services.html" style="color: #0b5394;">Rochester FI </a>setup had the fact noted with a unique fender-mounted emblem and script.</span></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtn8j8dWtkKVtwTqhyphenhyphenlUL0ss_RrdT3iWtsO4ORkxAP-GZJknEqAFO6Ul5k61dvQ1wrU5w_59_SmHcEMh5KkAKbUP9rX0yIBDGuuVsv6tqlgPIwY9OySanbEjMds8iphe3uvhFK_ODYrjo/s1600/IMG_6265.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtn8j8dWtkKVtwTqhyphenhyphenlUL0ss_RrdT3iWtsO4ORkxAP-GZJknEqAFO6Ul5k61dvQ1wrU5w_59_SmHcEMh5KkAKbUP9rX0yIBDGuuVsv6tqlgPIwY9OySanbEjMds8iphe3uvhFK_ODYrjo/s320/IMG_6265.JPG" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">The two versions of the fuel-injection engines had significant differences. The 250hp Ramjet had cast alloy aluminum pistons with notched heads while the 290 horse Ramjet Special received pistons with slipper skirts and domed heads. Compression ratios in the respective engines were 9.5:1 and 10.5:1. The Ramjet had hydraulic lifters; the Ramjet Special got mechanical units. Valve size was 1.72 inches for the intake and 1.5 inches for the exhaust on both engines, but the tolerances differed. For the Ramjet engine a tolerance of +/- 0.005 inch was specified, but on the Ramjet special the allowed tolerance was zero. Rod and main bearings were different between the two engines, too.</span></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEisxEjKwdYKktXEHrwcoWaLSRDcRUc-OdK8sS6BkwKYOy2gVGwIeohtxL5bC5D8CQvhVLX41cuRmQqV5myrpnhtWlr5YEtJHZrN1w8GQtxf7aCnpmDZBv8rddYgAUNWT9qYZdpr9aQ1izQ/s1600/IMG_6267.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEisxEjKwdYKktXEHrwcoWaLSRDcRUc-OdK8sS6BkwKYOy2gVGwIeohtxL5bC5D8CQvhVLX41cuRmQqV5myrpnhtWlr5YEtJHZrN1w8GQtxf7aCnpmDZBv8rddYgAUNWT9qYZdpr9aQ1izQ/s320/IMG_6267.JPG" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">Chevrolet ran an advertisement for the fuel-injected engine in the March 1959 issue of <a href="http://www.motortrend.com/" style="color: #0b5394;"><i>Motor Trend</i></a> that featured an <a href="http://www.chevrolet.com/impala/" style="color: #134f5c;">Impala</a> two-door hardtop and a family of five proudly posed beside it. The large print banner at the top read, “I ‘built’ my Chevy to handle like a sports car ... <u>for five</u>!” The finer print mentioned the optional 290hp engine (no mention of the 250hp version, though) and the Corvette four-speed transmission as well as posi-traction. Also offered at extra-cost was a handling package consisting of metallic brake linings, stiffer springs, larger shocks, stronger wheel bearings and ball joints. The option generally appeared on Chevy police cars. One other option that was seldom ordered was the troublesome air suspension. It had been offered in ‘58, and surprisingly it was again in the options catalog for ‘59.</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">The big news for Chevrolet in ‘58 had been the new 348 cid V8. For ‘59, the big news remained the 348. It was offered in three states of tune during its first year – the Turbo-Thrust with four venturi induction and a pair termed Super Turbo-Thrust each with three, two barrel carburetors, but with differing compression ratios. Their respective output ratings were 250hp@4,400rpm on 9.5:1 compression, 280hp@4,800rpm with the same fuel/air mix squeeze, and 315hp at a high winding 5,600rpm and 11.1:1 compression. This series continued for the ‘59s along with new additions. Offered at the start of production was a single four-barrel version of the high compression engine rated at 300hp (also reached at 5,600 rpm). The upgraded version of the 348 became known as the Special Turbo-Thrust while the tri-carb 315hp engine took on the title of Special Super Turbo-Thrust. During January 1959, a pair of even stronger 348s was added to the list. Both featured 11.25:1 compression ratios, dual valve springs, centrifugal distributor, and scavenger exhaust headers. The four-barrel version had an output rating of 320 while the other with its three deuces pumped out 335. The single carb setup was legal for NASCAR competition where Chevrolet managed a number of Grand National victories. Fuel-injection had been banned from NASCAR tracks at the midpoint of ‘57. Most performance buffs believed in the old adage “there is no substitute for cubic inches” anyway; they got them for ‘58 when the 348 was introduced. By ‘59, the expensive fuel-injected 283 was old news. The option had gotten a reputation as being unreliable although that may not have been true. Some today say the setup is unreliable while others will say the </span><a href="http://www.jerrybramlett.net/examples.html" style="color: #0b5394;"><span style="font-size: 12pt; line-height: 150%;">Rochester</span></a><span style="font-size: 12pt; line-height: 150%;"> unit performs as well or better than a carburetor. One issue that is certain is that the Ramjet option was very expensive. It added nearly $500 to the price tag while the Super Turbo Thrust was priced at under $270. Even so, fuel-injection was very exotic for the late ‘50s. It was discontinued on the big Chevys by the time the last of the ‘59s had rolled off the assembly lines, but Corvette fans could still get the “fuelie” through 1965.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfNTlSmYZ5GIAPj9v1IJYRqZ_LAEanusaRSeHrxODoqwUD7Hqvy19OGRNcMmskBEJzsFasswbLarpIyV3Fds5CZ0XIrfySdJGIJ74fV5cSE6taRRGFbegElL9oY88YCGlPcduXsp0YLTg/s1600/1959+Chevrolet-+Fuel+Injection-01.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfNTlSmYZ5GIAPj9v1IJYRqZ_LAEanusaRSeHrxODoqwUD7Hqvy19OGRNcMmskBEJzsFasswbLarpIyV3Fds5CZ0XIrfySdJGIJ74fV5cSE6taRRGFbegElL9oY88YCGlPcduXsp0YLTg/s320/1959+Chevrolet-+Fuel+Injection-01.jpg" width="240" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">Several transmission choices were available. A three-speed manual was standard issue with any engine while a three-speed manual with overdrive and a Powerglide two-speed automatic were optional for the carburetored 283s. The Super Turbo-Fire, the Ram-Jets, Turbo-Thrust, Super Turbo-Thrust could be had with the close-ratio four-speed and floor-mounted shifter. The latter was in great demand, but the strike by the employees of <a href="http://www.borgwarner.com/en/default.aspx" style="color: #0b5394;">Borg-Warner</a>, the company which supplied the units to Chevrolet, made getting a four-speed very difficult – so much so that Chevy had to give preference to the Corvette when the four-speed gear box was ordered. Many customers who ordered the four-speed on their full-size Chevy finally settled for a three-speed unit to speed delivery of the car.</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">Chevrolet was not the only American automobile maker to offer fuel-injection during the last years of the ‘50s. Chrysler Corporation released the option for the 1958 model year, but very few of the units were ordered. Most of the cars ordered with it were retrofitted with carburetors. Rambler allegedly offered the option for 1957, but it is unclear if any of their cars left the assembly line with the setup. Early rumors that indicated Chevrolet would offer a fuel-injected engine for ‘57 were heard by some with Ford Motor Company. They elected to respond with a Paxton supercharger, though.</span></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDRtxnTKx9xSSFYBGRhwUUV1sKoron1wzv3yqaPuNulPEM5EBrQL6Vjg2qu7pjAac1CsiSuwJRPhoUzJxxsSJUTKms5abOTTqSXY3VOhCrHBJ6QeVXW2ntGvOpXJWJvu-RnEdZ3PrgQ9c/s1600/IMG_6263.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDRtxnTKx9xSSFYBGRhwUUV1sKoron1wzv3yqaPuNulPEM5EBrQL6Vjg2qu7pjAac1CsiSuwJRPhoUzJxxsSJUTKms5abOTTqSXY3VOhCrHBJ6QeVXW2ntGvOpXJWJvu-RnEdZ3PrgQ9c/s320/IMG_6263.JPG" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;">
<span style="font-size: 12pt; line-height: 150%;">The 1959 Impala convertible shown on these pages arguably represents the ultimate extreme in American cars of the ‘50s; it is one of a reported 26 full-size Chevys to receive the fuel-injected 283 that year (although another source indicates 37). The car underwent a total restoration which was completed in 2000. Other equipment on the Impala includes Powerglide transmission, power windows, power seat, power steering, power brakes, tinted windshield, continental kit, bumper guards, rocker molding, spinner wheel covers, skirts, door handle shields, Wonderbar radio, and dual aerials. “Bat wings” and gadgetry… for what more could one have asked in a car of the ‘50s?!</span></div>
<div class="MsoNormal" style="line-height: 150%; text-indent: 0.4in;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhmPSfCiHkhbhptzyhJ3_0Ka558taVezTw5Bjs8yJrJtSpB43mvkKQpJCCUAG4bCGYdFDKV59QGfX5GlKwwiJ7_3HsXJtVpQUAkq2B580QiAnH0hMnU0cZfbOT09pmYU2RuRlOR8yQZu_g/s1600/Banner.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="168" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhmPSfCiHkhbhptzyhJ3_0Ka558taVezTw5Bjs8yJrJtSpB43mvkKQpJCCUAG4bCGYdFDKV59QGfX5GlKwwiJ7_3HsXJtVpQUAkq2B580QiAnH0hMnU0cZfbOT09pmYU2RuRlOR8yQZu_g/s320/Banner.jpg" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .2in;">
<br /></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in;">
<b><u><span style="font-size: 12pt; line-height: 150%;">Specifications</span></u></b><span style="font-size: 12pt; line-height: 150%;"></span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<b><span style="font-size: 12pt; line-height: 150%;">1959 Chevrolet Impala</span></b><span style="font-size: 12pt; line-height: 150%;"></span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Engine: 283cid V8*</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Horsepower: 250@5,000rpm</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Torque: 305@3,800rpm</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Compression: 9.5:1</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Bore and Stroke: 3.875x 3.000 inches</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Induction: Rochester fuel-injection</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Transmission: Powerglide two-speed automatic</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Performance**</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Top Speed: approx. 130mph</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Production: 72,765***</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">Wheelbase: 119 inches</span></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">*Two fuel-injected 283s were offered as options – a 250 horsepower version and a 290 horsepower type. Also optional were variously rated 348s ranging from 250 to 335hp.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXxe7VPI2lUFW2lBQG-dms9VPFfhnG77ftndFrl8GLGeLEECWLzUEr9BvGp2hBJ8VnlxoJuUy2DTPwFB6OyY-Ye3FRYzwkE257TNSnIvJj5VkcrQJI7b1USVhn2UPszoEWUZUVDYdi6Fo/s1600/IMG_6266.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXxe7VPI2lUFW2lBQG-dms9VPFfhnG77ftndFrl8GLGeLEECWLzUEr9BvGp2hBJ8VnlxoJuUy2DTPwFB6OyY-Ye3FRYzwkE257TNSnIvJj5VkcrQJI7b1USVhn2UPszoEWUZUVDYdi6Fo/s200/IMG_6266.JPG" width="200" /></a></div>
<div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;">
<span style="font-size: 12pt; line-height: 150%;">**This estimate is based on the 1958 Daytona Speedweeks result for a fuel-injected 1958 Chevy that ran a top seed of 131.004mph which was higher than that attained by a tri-carb 348 powered Chevy –126.249mph.</span></div>
<span style="font-family: "Times New Roman"; font-size: 12pt;">***One source indicates 26 full-size 1959 Chevys received a fuel-injected engine while </span><span style="font-family: "Times New Roman"; font-size: 12pt;">Rochester</span><span style="font-family: "Times New Roman"; font-size: 12pt;">’s records indicate 37 units were built for full-size Chevrolets. At least three FI cars – two convertibles (including the feature car) and a two-door sedan – still exist. No breakdown by model and body style is currently available. <span id="goog_1507494246"></span><span id="goog_1507494247"></span>At least one four-speed FI convertible was built, but its disposition is currently unknown.</span><span style="font-size: x-large;"><span style="font-weight: bold;"><span id="goog_1507494243"></span><span id="goog_1507494244"></span></span></span></div>
</div>
DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com8tag:blogger.com,1999:blog-6899988930330802218.post-47362792717795254002011-08-15T18:43:00.002-05:002012-02-17T09:10:40.258-06:001966 Oldsmobile Toronado<div dir="ltr" style="text-align: left;" trbidi="on"><div style="text-align: center;"></div><div align="center" class="MsoNormal" style="color: #990000; line-height: 150%; text-align: center;"><b><span style="font-size: x-large;"><span style="line-height: 150%;">Award Winning, </span><span style="line-height: 150%;">Front Wheel Drive</span><span style="line-height: 150%;"> Sensation</span></span></b></div><div align="center" class="MsoNormal" style="line-height: 150%; text-align: center;"><span style="font-size: large;"><span style="line-height: 150%;">Text and Photos by David W. Temple</span></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeqPonjC13OKtfajNHNsmkTQtu9b6gMJBBTHxu201WkV69p1kusLgC81AKt1ZyXXMNw-R2E4znEsKhD2GvtNi4CBo8Z9MUtWqDObP3jy6fATOmzsGqvqFKoyU8p4_r8X5SCUWzs4Ugprc/s1600/IMG_6251.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeqPonjC13OKtfajNHNsmkTQtu9b6gMJBBTHxu201WkV69p1kusLgC81AKt1ZyXXMNw-R2E4znEsKhD2GvtNi4CBo8Z9MUtWqDObP3jy6fATOmzsGqvqFKoyU8p4_r8X5SCUWzs4Ugprc/s400/IMG_6251.JPG" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; text-align: left;"></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><br />
</div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The automotive press was ecstatic about an all new car in the Olds camp at the beginning of the 1966 model year – the first front wheel drive (FWD) production car since the 1937 Cord called Toronado. The editors of <i>Hot Rod</i> said in their October 1965 issue that the Toro was “... the most technically interesting and significant car to come out of the American auto industry since the 1960 Corvair; they have scored a technical breakthrough.” This same observation was echoed by <i>Road & Track</i> when they noted in their January 1966 issue that “No American car has caused such a flurry of technical interest as the Toronado has since that other extreme of American car design, the Corvair.” Those who evaluated the new creation from Oldsmobile for the February 1966 issue of <i>Car Life</i> had mostly praise for the Toronado, but did note a few features that were not liked. More will be said on that matter later. The people at <i>Motor Trend</i> selected the FWD car the winner of its annual “Car of the Year” award and lauded the engineers for their achievement in overcoming numerous technical problems to make the Toronado a “truly outstanding car” and noted that “... never in the 14-year history of this award has the choice been so obvious and unanimous. The Toronado is symbolic of a resurgence of imaginative engineering and tasteful styling in the U.S. auto industry.”</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDgwH27hjqgw53HiGzRcpuAmpilfAeoF9DugamASTMG8jvepagNLDKdbxliWO9BgmYfKsUkBaf4bqMCB4TI1rpkDdyusgX6BYHFVNPEmUqhuFyxjlu3PUMhbueIcaHCHoYkjSU5vvc3YQ/s1600/IMG_6257.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDgwH27hjqgw53HiGzRcpuAmpilfAeoF9DugamASTMG8jvepagNLDKdbxliWO9BgmYfKsUkBaf4bqMCB4TI1rpkDdyusgX6BYHFVNPEmUqhuFyxjlu3PUMhbueIcaHCHoYkjSU5vvc3YQ/s320/IMG_6257.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The origin of the Toronado was with Old’s 1958 Advanced Design Group project dubbed XP-784. The group was basically given a blank check in terms of investigating ideas to build a better car. Numerous concepts were explored including front-engine/rear-transmission designs; even engineering prototypes of such were tested. However, within a couple of years, the FWD arrangement had emerged as the most inviting. Even so, the FWD arrangement was seen as being packaged within a car the size of Oldsmobile’s F-85 with a look very similar to that of the first Corvair. In fact, a prototype was built from production Corvair parts, but with an aluminum 215 V6 mounted crosswise using two chains with one connecting the engine and transmission and the other the transmission and differential. Testing revealed good points (like excellent directional stability and handling) as well as bad ones. Solutions for the various problems encountered (such as shudder, chain noise, etc.) were carefully evaluated and rejected. As progress continued, it became clear another setup would be desirable. Fortunately, the Olds engineers were fully capable of solving the problems encountered.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0OEGoQScy0UMcToOu9na4XL-JOufZDYphGqHO5RuItuzYAcO1aBVdNZLIdPnyiPgFdbZiHL-vidlvMXee5_bmXiq3j7sA3Y2_G7AbBTMou1N9g7OULNiuBdt98203H-Ld5hckJhbQTK0/s1600/IMG_6260.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0OEGoQScy0UMcToOu9na4XL-JOufZDYphGqHO5RuItuzYAcO1aBVdNZLIdPnyiPgFdbZiHL-vidlvMXee5_bmXiq3j7sA3Y2_G7AbBTMou1N9g7OULNiuBdt98203H-Ld5hckJhbQTK0/s320/IMG_6260.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Concurrent with the engineering side of the program, a marketing survey revealed the F-85/Corvair like automobile was not the best way to go. Instead, the study showed that buyers in the personal luxury and sports car classes were much more likely to accept something different; the FWD car would certainly qualify as different since there had not been one built in the U.S. since the late thirties. Thus, a full-size car with a big V8 became the preferred vehicle to showcase the front wheel drive technology.</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">As the design gelled further, the problems with the technical side were being liquidated one-by-one. Torsion bars replaced the coil springs in front; these allowed for a lower silhouette. Mounting the engine in the conventional manner made the design of the cooling system easier and freed up much needed space under the hood. New solutions led to new problems, though. For instance, the oil pan had to allow the right driveshaft to pass under the center main bearing cap, but the first design was shown to provide a possible source of oil leakage. A better design dealt with that potential, but it could trap oil in the front of the pan under some circumstances leading to oil starvation for the hydraulic valve lifters. A baffle and trough system finally remedied the situation. Eventually, chain noise, reliability, cooling, oiling, handling, damping, space limitations, etc. were dealt with successfully and the Olds Toronado adapted the General Motors developed Turbo Hydra-Matic. By separating the planetary gearbox section of the transmission from its torque converter drive unit, and swinging the gearbox 180 degrees so it lay next to the converter, the two could be reconnected by a drive chain in the transfer case. This arrangement along with the spiral-bevel gearset and all-spur gear differential drove the wheels through short shafts and constant velocity universal joints. Smoothness in the drive train came via the use of chain and sprocket components manufactured by Morse Chain Company in conjunction with Oldsmobile. The high velocity chain consisted of 124 links across its overall 46.5 foot length. The sprockets had bonded- in rubber cushioning devices to enhance drive line smoothness.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEazd3Tu84sQHr-ZTUPdA3tmu2hoWYyj8JLXDd2wWcrasH-9u3yM1tvdt37jncHpYgJLNuti29_b2lFlr4eWRsUkoaJNrmCMo9ogF390J7JByN8Pqgxgk00ea28twZsUVhv8OVnLsOR1o/s1600/IMG_6259.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEazd3Tu84sQHr-ZTUPdA3tmu2hoWYyj8JLXDd2wWcrasH-9u3yM1tvdt37jncHpYgJLNuti29_b2lFlr4eWRsUkoaJNrmCMo9ogF390J7JByN8Pqgxgk00ea28twZsUVhv8OVnLsOR1o/s320/IMG_6259.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Before this system was developed, many experts for various reasons said, “It couldn’t be done.” Just in case the naysayers were proven right, GM had a parallel program in the works as a backup. The naysayers were not just thinking negatively; they had known the Cord FWD setup was not entirely ideal. (For example, it suffered from considerable wheel wobble and feedback that could be felt throughout the steering system.) However, the benefits of FWD were just too good to ignore – flat floor and full-depth cushions in both front and rear seat, large trunk space potential with the elimination of the differential hump, compact drivetrain that not only saved space but reduced vibrations and eliminated the deflections characteristic of long drivelines, improved directional stability especially in a crosswind, better handling and cornering, plus a chassis layout suited to the styling trend of the time (long hood/short deck).</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The program that began in 1958 was about ready to go into production six years later. A Toronado demonstrator was ready for engineering evaluation and managerial inspection in early 1964. Everyone was impressed with the car that appeared at the proving grounds; the decision to market a production version did not take long. The project was then shifted away from the Advanced Design Group and handed over to the regular engineering team who solved the problems of interchangeability, production costs, etc.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_RBdwChIRBjRb-ZgY34XOd5KWrQtqmhmSfsvI6sSyliv9DpAilRAaCrfS6Y3T5Q0gzKtAySb07M_F4rVjh3D-7ea448HHkbSHJoyapEghiPEHVx1D-vdg1WoQ49H8e4whkhnZSxwVwO4/s1600/IMG_6252.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_RBdwChIRBjRb-ZgY34XOd5KWrQtqmhmSfsvI6sSyliv9DpAilRAaCrfS6Y3T5Q0gzKtAySb07M_F4rVjh3D-7ea448HHkbSHJoyapEghiPEHVx1D-vdg1WoQ49H8e4whkhnZSxwVwO4/s320/IMG_6252.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Once the new Toronado made it into public view, it created quite a stir. The first few paragraphs of the <i>Motor Trend</i> report were devoted to people’s reactions to seeing the car for the first time. <i>Car Life</i> reported that during their testing, “... everyone encountered expressed an opinion – positive or negative – or asked a question.” Car Life’s report had many very positive comments, but their evaluation noted just a few dislikes. The most notable was in regard to braking which is not too shocking since cars of this era were often noted for less than adequate braking. For the Toronado which weighed roughly 5,400 pounds fully loaded, the test car’s total swept braking area of 328.2 square inches “... demonstrated alarmingly unacceptable fade characteristics ...” Those with the magazine who gave their opinion of the Toronado also had a rather unusual complaint – the name itself; Car Life’s writer said it seemed to be a name “designed by a committee.” Regardless of the latter viewpoint or the braking inadequacy, the Toronado itself brought many customers to a stop at Oldsmobile dealerships across the country. Nearly 41,000 of the 1966 Toronados in standard and deluxe form were sold with most buyers opting for the deluxe version by a margin of nearly 5.5 to 1.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifvHwle4e-iku2Ah957SFSaF0LlnMEtYXF_wT23ozhttECE3keFM3S6tDmmxUAsLRKWa0rE2LvvVv3Ukd-BNzKg6dniouvbhvqOvJVUF5bn5dBKbx4OM5awAxqgckHAyI826xr8fS08eM/s1600/IMG_6261.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifvHwle4e-iku2Ah957SFSaF0LlnMEtYXF_wT23ozhttECE3keFM3S6tDmmxUAsLRKWa0rE2LvvVv3Ukd-BNzKg6dniouvbhvqOvJVUF5bn5dBKbx4OM5awAxqgckHAyI826xr8fS08eM/s320/IMG_6261.JPG" width="247" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Although the new Toro was a hit, the FWD system was found to still had a few bugs that needed to be removed. The teenage kids of GM managers were the ones who found what the engineers did not. You might say they tested the FWD system more thoroughly than the engineers – on </span><span style="font-size: 12pt; line-height: 150%;">Woodward Avenue</span><span style="font-size: 12pt; line-height: 150%;">. Early examples of the model were often drag-raced along that famous stretch of pavement. At the stop light, these street racers would hold the brake while revving the engine up and then let it go! This action fatigued the universal joints and led to failure of the parts. Evidently, those testing the car at GM’s test tracks did not drive the car often enough in a similar manner. Action at GM to correct the problem was immediate. Managers at Cadillac had decided to wait for the ‘67 model year to release a nearly identical FWD Turbo-Hydramatic for their new Eldorado; thus the appropriate upgrades could be incorporated from the start.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhU_oiPsXrpuNwYW3SdPGCaqOgMPck6iCWIutX-9aMI5hwViU5VhThSsnqaW-82cMhHG-lYHYcjYoaFGPvAwc767z4aU7l8wHCTAWh0JrG0Rypcd31QMqa9Ax8wOl2fUUS8OJTGRTEVuLM/s1600/IMG_6256.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhU_oiPsXrpuNwYW3SdPGCaqOgMPck6iCWIutX-9aMI5hwViU5VhThSsnqaW-82cMhHG-lYHYcjYoaFGPvAwc767z4aU7l8wHCTAWh0JrG0Rypcd31QMqa9Ax8wOl2fUUS8OJTGRTEVuLM/s200/IMG_6256.JPG" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The featured 1966 Toronado needed some upgrades when its owner, Tom Bilse, bought it shortly after a move to </span><span style="font-size: 12pt; line-height: 150%;">Kansas City</span><span style="font-size: 12pt; line-height: 150%;">, </span><span style="font-size: 12pt; line-height: 150%;">Kansas</span><span style="font-size: 12pt; line-height: 150%;">, in 1981. Within a few months after moving, Tom spotted the Toronado at a neighboring apartment complex. As he explained, “It caught my eye because it was a Toronado and because it was autumn bronze, a color that I had not personally seen Torondao's painted before. Thoughts of owning the car ‘danced in my head’, but coming from a frugal background I continually fought the desire. Eventually desire won and I placed a note under one of the car's windshield wipers. Rain fell that night, though; I took that to be an omen to not pursue the endeavor.” Tom pursued it anyway. He placed a note inside a plastic bag next time and the owner later responded by saying he had not considered selling the car, but would think about it. The owner told Tom he had been an Oldsmobile salesman and had sold the Toro to its first owner and later bought it back from him. Soon after that conversation, he called Tom again and agreed to sell the car for $1,800. Interestingly, years after Tom purchased the car, he found his original rain-spotted note in the glove compartment.</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Tom soon discovered he was “totally naive about auto restoration ...there was much to do with this car. The interior (also bronze) was in great shape, but the right rear quarter panel consisted more of bondo than metal. The top undersides of the fenders were rusty, also. Someone installed a black vinyl roof on the car, an option which was not available until the '67 model. I took the car to a man who did restorations out of his garage, but was someone highly praised for his work.” When the restoration was complete, the Toronado had had its fenders, right door and quarter panel, floor pans, and trunk floor replaced. A repaint in its original color and some detailing completed the project. The Toronado now looks and drives as its designers intended – like a symbol of imaginative engineering and tasteful styling.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgVBrGdTjGFGAOUu0sQKzdECZTx6BwsVNpMtSLnQOIlz2TqzIjcPXTfcvg2cybeFNPM3XBaU1wveFZOchZZVa1Eu-eCjbb2SUsV6TYD8pJcfocG-u3uN30ck-lBKQgRJ8JPSyIvgURJY0/s1600/IMG_6253.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgVBrGdTjGFGAOUu0sQKzdECZTx6BwsVNpMtSLnQOIlz2TqzIjcPXTfcvg2cybeFNPM3XBaU1wveFZOchZZVa1Eu-eCjbb2SUsV6TYD8pJcfocG-u3uN30ck-lBKQgRJ8JPSyIvgURJY0/s400/IMG_6253.JPG" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><br />
</div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in;"><b><u><span style="font-size: 12pt; line-height: 150%;">Specifications</span></u></b><span style="font-size: 12pt; line-height: 150%;"></span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><b><span style="font-size: 12pt; line-height: 150%;">1966 Oldsmobile Toronado</span></b><span style="font-size: 12pt; line-height: 150%;"></span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Base Price: $4,779</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Engine: 425cid V8</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Bore and Stroke: 4.126x 3.975 inches</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Horsepower: 385@4,800rpm</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjuobklQormYm9g8voscZDno0KiH-_p0Ot2wDHWpMLFq8kMp6_lqkqsshRQKvBhdB_DT3xZF01eDo-HJTh4x1oURmojKUDJh7QPdfvTsOohJGrM9Y-VkhR1G-PXH2rAudaLnwsNpEozzjc/s1600/IMG_6254.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjuobklQormYm9g8voscZDno0KiH-_p0Ot2wDHWpMLFq8kMp6_lqkqsshRQKvBhdB_DT3xZF01eDo-HJTh4x1oURmojKUDJh7QPdfvTsOohJGrM9Y-VkhR1G-PXH2rAudaLnwsNpEozzjc/s320/IMG_6254.JPG" width="240" /></a><span style="font-size: 12pt; line-height: 150%;">Torque: 475@3,200rpm</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Carburetion: Rochester Quadra-Jet</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Compression: 10.5:1</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Transmission: Turbo-Hydramatic</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Wheelbase: 119 inches</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Production: 34,630</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Performance*</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">0-30mph: 3.4 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">0-45mph: 5.9 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">0-60mph: 9.5 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">40-60mph: 5.1 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">50-70mph: 5.6 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Standing 1/4 mile: 82mph@17.2 seconds</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">Stopping distance*</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">30-0mph: 29.5 feet</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">60-0mph: 167 feet</span></div><div class="MsoNormal" style="line-height: 150%; mso-hyphenate: none; tab-stops: 0in .2in .5in;"><span style="font-size: 12pt; line-height: 150%;">*Source: “Motor Trend”, December 1965 (Car of the Year issue) road test report on 4,800lb. test vehicle</span></div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-45304161461921340932011-08-08T15:57:00.001-05:002011-08-08T15:59:41.231-05:002009 Corvette Stingray Concept<div dir="ltr" style="text-align: left;" trbidi="on"><div style="color: #444444; text-align: center;"><span style="font-size: large;">The Past Meets the Future</span></div><div style="text-align: center;">Text by David W. Temple<br />
Photos by General Motors<br />
<br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWF-8_yMbABqUfDa9bQ5aH9UjF5HtjF0pZp8LENXXLaYy39V-nq4NENe-KPF7YBf7UtuhG2V012nnJUR3KRConYfWwTiA-LYcxUfu2rUrgFw95AiQi6OthF_81ZRSIMrat1VEvAeGQO3k/s1600/chevrolet-corvette-stingray-concept-08.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWF-8_yMbABqUfDa9bQ5aH9UjF5HtjF0pZp8LENXXLaYy39V-nq4NENe-KPF7YBf7UtuhG2V012nnJUR3KRConYfWwTiA-LYcxUfu2rUrgFw95AiQi6OthF_81ZRSIMrat1VEvAeGQO3k/s400/chevrolet-corvette-stingray-concept-08.jpg" width="266" /></a></div><div style="text-align: left;"></div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: auto; mso-vertical-align-alt: auto; punctuation-wrap: hanging; text-autospace: ideograph-numeric ideograph-other; text-indent: .4in;"><span style="line-height: 150%;">Corvette enthusiasts got a real treat in the form of the 2009 Stingray Concept, also known as the Corvette Centennial. It was unveiled to the public at the Chicago Auto Show. Unlike most concept cars, this one starred in a major motion picture, <i style="mso-bidi-font-style: normal;">Transfomers: Revenge of the Fallen</i>, as did another GM show car, the Camaro Bumblebee, in the earlier <i style="mso-bidi-font-style: normal;">Transformers</i> movie. The design of the Stingray was derived from the original 1959 Stingray race car as well as the 1963 “split window” coupe and other generations of the sports car. The end result was a car with futuristic styling; clearly that was the intent of those involved in the project. Vice president of GM Global Design, Ed Welburn, said the car “represents an exercise in exploration for the Corvette. By giving my creative team the freedom to design no-holds-barred vision concepts, it helps them push boundaries and look at projects from different perspectives.”</span></div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: auto; mso-vertical-align-alt: auto; punctuation-wrap: hanging; text-autospace: ideograph-numeric ideograph-other; text-indent: .4in;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLUtnkpHyZGgdNTNM54hTSrOkabH6IpaL-_FI5GXjyhZJio7LLag_Bvs16A3rMpG_nPWqbpgJ9MyoD8TIc3WBcQm9wGiwqMHt_PGH9CjZj5zKsJxtMHgMvxw5RoM1-9Lms2AklzQVTMMs/s1600/chevrolet-corvette-stingray-concept-04.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLUtnkpHyZGgdNTNM54hTSrOkabH6IpaL-_FI5GXjyhZJio7LLag_Bvs16A3rMpG_nPWqbpgJ9MyoD8TIc3WBcQm9wGiwqMHt_PGH9CjZj5zKsJxtMHgMvxw5RoM1-9Lms2AklzQVTMMs/s200/chevrolet-corvette-stingray-concept-04.jpg" width="200" /></a>The Corvette Stingray Concept was developed as an internal design challenge for GM’s “Studio X” to combine classic Corvette cues with surprisingly high-tech features, modern materials, and a striking new appearance. The car is well-appointed with a clamshell hood, scissor-style doors, ergonomic seats, rear-view camera with night vision enhancement, and a high performance hybrid drive. Interactive touch controls allow the driver to customize the power and efficiency of his or her ride and share it with friends via the in-car camera system and advanced telemetrics.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgmgQQqiNpzPDIVk0eW_z01gDORL8o3HeaTK4FYzz9UxhST9F_7JG4HJrVx5UGIE-adKQzeBP4s-_-SPlvVQLrtSse8PoOxhRtNL7ZdtSAhKvF8y7YQOj2jcD-Dqn2v6EnJ6L6zR2jt9M/s1600/chevrolet-corvette-stingray-concept-15.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgmgQQqiNpzPDIVk0eW_z01gDORL8o3HeaTK4FYzz9UxhST9F_7JG4HJrVx5UGIE-adKQzeBP4s-_-SPlvVQLrtSse8PoOxhRtNL7ZdtSAhKvF8y7YQOj2jcD-Dqn2v6EnJ6L6zR2jt9M/s320/chevrolet-corvette-stingray-concept-15.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: auto; mso-vertical-align-alt: auto; punctuation-wrap: hanging; text-autospace: ideograph-numeric ideograph-other; text-indent: .4in;">Despite all the high-tech accoutrements, the Stingray is a non-runner.</div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: auto; mso-vertical-align-alt: auto; punctuation-wrap: hanging; text-autospace: ideograph-numeric ideograph-other; text-indent: .4in;">Ed Welburn seemed to downplay the car’s influence on the C7 Corvette saying the Stingray was “purely a concept.” The C7 is expected to debut for the 2013 model year.</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-15561135953587594902011-08-07T17:43:00.000-05:002011-08-07T17:43:26.730-05:001953 Chevrolet Corvette<div dir="ltr" style="text-align: left;" trbidi="on"><h3 class="post-title entry-title" style="text-align: center;"> <span style="font-size: large;"><span style="font-size: x-large; font-weight: normal;"><span style="color: #cc0000;">E53F 001300 - The Last of the First Corvettes</span></span> </span></h3><div class="post-header"> </div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxMAFvEMaG1ZVMac2Uiq7sAICygfCmXAfqAP-EUkSAdEKB2IEQkBSFMP-AU_qkbNIqsCr9sc_cM3gjORYawiayTFDabxJQMJaExzsJMdJIufpCsrox0m9Wtnw0z2FZkPgJknm7v98dE4k/s1600/07.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxMAFvEMaG1ZVMac2Uiq7sAICygfCmXAfqAP-EUkSAdEKB2IEQkBSFMP-AU_qkbNIqsCr9sc_cM3gjORYawiayTFDabxJQMJaExzsJMdJIufpCsrox0m9Wtnw0z2FZkPgJknm7v98dE4k/s400/07.jpg" width="400" /></a></td></tr>
<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: xx-small;">The featured Corvette is the 300<sup>th</sup> and last of the ‘53s built. It is currently owned by a collector in the Houston area and has won numerous awards and honors including a two-time selection to the Bloomington Gold Special Collection and a Bloomington Gold Hall of Fame Induction.</span></td></tr>
</tbody> </table><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;"><div style="text-align: center;"><b><span style="font-size: medium;"> <i><span style="font-family: Times,"Times New Roman",serif;"><span style="font-size: x-small;">Photography and text by David W. Temple</span></span></i></span></b></div><div style="text-align: left;"><b><span style="font-size: medium;"><span style="font-family: Times,"Times New Roman",serif;"><span style="font-size: x-small;"><br />
</span></span></span></b></div><b><span style="font-size: medium;">C</span></b>hevrolet’s Corvette has been with us for nearly 60 years. Clearly this sports car has been popular for quite a while, hence its longevity. As practically all Corvette enthusiasts know, this fiberglass car almost did not survive beyond its first three years of production. Now all of those models are in demand by collectors. However, some of them are more special than others. When a ’53 Corvette is offered for sale or displayed at a car show, the question probably most asked by knowledgeable types is, “What number is it?” The oldest known surviving Corvette, number three or E53F 001003, sold for $1 million at Barrett-Jackson in 2006. Number one is evidently no longer in existence though rumors to the contrary do persist about it. Incidentally, number two was tested and rebuilt by GM – so much so it was “phased out” of existence over time piece by piece so little if any of the original car remains. Even the body of #2 was replaced. Then there is the case of the “Last Stingray.” That ’67 model sold for $600,000 at Barrett-Jackson in 2007. First, last and oldest obviously have much meaning to Corvette fans.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2cDR4khyCMJWBilG8KFd8ae1e9kd0YEgFuizqNwCIbvT36KrIQ0DyuwtLYkTFDJYjLL7gXdK2AkzuOaTpGmHWku3vlsWMviTQoOMQVmHl_gCeuxqQkHf0TPXAjzCDQVttQe8GXPe7x2M/s1600/30.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2cDR4khyCMJWBilG8KFd8ae1e9kd0YEgFuizqNwCIbvT36KrIQ0DyuwtLYkTFDJYjLL7gXdK2AkzuOaTpGmHWku3vlsWMviTQoOMQVmHl_gCeuxqQkHf0TPXAjzCDQVttQe8GXPe7x2M/s200/30.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">VIN plate</td></tr>
</tbody> </table><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The creation of the phenomenal Corvette was the brainchild of GM Styling VP Harley Earl who desired to produce an American sports car. Sports cars were becoming increasingly popular, but nearly all of them were of European design such as the M.G. TD and the Jaguar XK 120. However, as popular as these cars were to American enthusiasts, only little more than a quarter of one percent of new car registrations in this country were for sports cars. To most Americans, these cars had several undesirable characteristics. Zora Arkus-Duntov told a group at an SAE meeting in 1953 statistics showed that the American public did not want a sports car, but went on to question if the statistics gave a true picture. He noted the market for such a car was an unknown quantity and that perhaps a sports car designed to <i style="mso-bidi-font-style: normal;">American</i> tastes and roads might have a significant following.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">In September of 1951, Harley Earl drove his experimental LeSabre to the sports car races at Watkins Glen and watched the M.G.s, Allards, Ferraris, and Cunninghams speed around the track. Earl said the idea for the Corvette was born while driving the LeSabre as the pace car for this race; it was a significant turning point in automotive history.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwpbtSvB1KXhAAUeQ1cMJfcI1dbJ_pBSJxKCmf9R6og5vtm-qUCqQr2V-ThtkM7sodLWT14YWGNuIbuM2aqxH0zIqqD8pcyDNjk-0dq7L25qCYCQFw5T9UNA3aJVFGlbxImRp-TMH5MLk/s1600/42.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwpbtSvB1KXhAAUeQ1cMJfcI1dbJ_pBSJxKCmf9R6og5vtm-qUCqQr2V-ThtkM7sodLWT14YWGNuIbuM2aqxH0zIqqD8pcyDNjk-0dq7L25qCYCQFw5T9UNA3aJVFGlbxImRp-TMH5MLk/s320/42.jpg" width="320" /></a></td></tr>
<tr style="font-family: inherit;"><td class="tr-caption" style="text-align: center;"><span style="font-size: xx-small;">A 150hp “Blue Flame Special” powered all 1953 Corvettes. It was a modified version of the engine used in other Chevy passenger cars.</span></td></tr>
</tbody> </table><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Thus was born the Opel Passenger Car Development Project. Opel, incidentally, was a name borrowed from GM’s German division, so it served to conceal the true nature of the project. Amazingly, the time to bring the car from a paper proposal to the mockup stages and then finally a functional prototype was accomplished in about eight months. One of the requirements for the proposed sports car was that it be economical to build in order to for it to meet a selling price target of around $1,850. Unfortunately, the price for the production car would be twice that of the original goal. This necessity meant that as many already existing components as possible had to be incorporated into the design. One of those was the Chevrolet chassis. Other items already in use by Chevrolet were the straight-six and Powerglide two-speed automatic transmission. A Chevrolet V8 was two model years away and a manual transmission befitting a sports car was even further into the future, so the Vette would have to settle for Chevy’s 235 inline six coupled to an automatic. Basically, the Corvette became a “crash program” thus there was a certain amount of “make do” involved with the project.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEeZ4ghwu0RZD-gNwDkOhTiE0pr4lX5jFZyIQIv2wNqCpQ_82iCBBB9zsyvndTfag7ANlf1UBjq3FxrpK11bBxelICB_XA7ZgTlViuYXZgfR7GdpI8mxyMZSDV47hkh-s4Fnab3CR0eoA/s1600/35.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEeZ4ghwu0RZD-gNwDkOhTiE0pr4lX5jFZyIQIv2wNqCpQ_82iCBBB9zsyvndTfag7ANlf1UBjq3FxrpK11bBxelICB_XA7ZgTlViuYXZgfR7GdpI8mxyMZSDV47hkh-s4Fnab3CR0eoA/s400/35.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">All of the 300 1953 Corvettes had a Sportsman Red interior with white accents.</td></tr>
</tbody> </table><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Engineers were shown a plaster mockup of the proposed Corvette in early June of 1952. Barely more than one year later, the first three production cars departed the makeshift assembly line in Flint. During that time, two prototype show cars were assembled as well as a “mule” for testing. One of the show cars debuted at the Waldorf-Astoria in New York City, the starting point of the 1953 General Motors Motorama multi-city tour. Many of those who waited in line to see the Corvette as well as the other show and productions cars on display there indicated a serious interest in buying Chevy’s little sports car. Because of this great interest, the go ahead was given for 250 cars (later increased to 300) to be built prior to the start of the 1954 model year.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpMkONbMY4KFSDYF-e-96EKvyn7o9pjvkNyKbyuAC2ajkSt-d2cuG3KkVXbWxMFbtvHRJNHf1v2MhE7UKBfMOljm3xH7BpxOD6MWSkXLHSC1d4cH_l-Ca0yqIv_W456QmK8s8ZfE5YZSY/s1600/18.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpMkONbMY4KFSDYF-e-96EKvyn7o9pjvkNyKbyuAC2ajkSt-d2cuG3KkVXbWxMFbtvHRJNHf1v2MhE7UKBfMOljm3xH7BpxOD6MWSkXLHSC1d4cH_l-Ca0yqIv_W456QmK8s8ZfE5YZSY/s320/18.jpg" width="229" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Essentially, the first 300 cars were pilot line cars with various changes made during the run. Even the way the fiberglass body parts were made changed a couple of times. Early cars did not receive the intended wheel covers because the tooling was not quite ready and therefore they had to be equipped with the Bel Air type. Because of all the improvements made during 1953, Corvette number 1 and Corvette number 300 were not exactly alike even though at a glance they seemed very nearly so. As time went by, forming and assembly techniques improved so the last of the 300 ‘53s were no doubt better than the first ones. By ’54, the bodies were of sufficient quality that colors other than Polo White were offered.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Road test reports regarding the 1953 Corvette were generally favorable, but the first 300 cars which were all built at Flint were offered to VIPs or retained by GM for further testing. When interested members of the general public discovered that they could not simply go to the local dealership to purchase one, they began to lose interest in the car. Several of the early prospects had to be called before Chevy found a buyer for a Corvette. Moreover, the lack of roll up windows and other conveniences made the car somewhat of a disappointment to many of the VIP owners. Quality control was another problem with the cars. Panel fit was generally poor and stress cracks appeared fairly quickly. The price tag of $3,490 was certainly on the high side as well and though that was the official base price, in reality the so-called optional AM-radio and heater was mandatory equipment! In reality the base price was $3,734. At the end of the ’53 model year over 180 of the 300 Vettes assembled remained unsold. At the time this did not alarm GM because so many of the cars were being used for special dealer displays to draw people into showrooms.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9OWSlQ6f0tiG1w5E2fbdZHM0i-770uSfRGFldpES2l36GVgpp6Db40SKRTP-7QNTKqvRu1WKdVdO62BuZ3dY9PoG9gbepmj6LLou3IF3yt29H9sx20doDOu7jXNkn8tSKg4dgk8hURZA/s1600/29.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9OWSlQ6f0tiG1w5E2fbdZHM0i-770uSfRGFldpES2l36GVgpp6Db40SKRTP-7QNTKqvRu1WKdVdO62BuZ3dY9PoG9gbepmj6LLou3IF3yt29H9sx20doDOu7jXNkn8tSKg4dgk8hURZA/s320/29.jpg" width="213" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Those who obtained a ’53 Corvette at least got a car with great styling and decent performance. All were Polo White with a Sportsman Red interior. The six-cylinder engine received a number of upgrades to improve its performance including a trio of Carter YF sidedraft carburetors, aluminum intake, higher lift camshaft with aluminum timing gear, increased compression ratio, and dual exhausts. Modifications pushed the output from 115hp to 150. The suspension was composed of as many standard parts as possible, but included a larger diameter stabilizer bar, special front coil springs, 16:1 steering ratio, and four-leaf springs in back. Weight distribution with driver, passenger, full fuel tank, and luggage worked out to about 50/50; empty it was 53/47. The center of gravity was low – just 18 inches above the ground. <i style="mso-bidi-font-style: normal;">Motor Trend</i> judged the Corvette to be “an exciting car to drive” but noted it would “barely nose out an average [Buick] Century on an unobstructed freeway.” The Vette’s top speed was found to be approximately 108 mph.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Chevrolet expected to increase production to 10,000 units per year, but for 1954 sales were slow forcing a drastic cut in production which in the end amounted to only 3,640. Of those, more than 1,100 remained unsold at the end of the model year. Intervention by engineers Ed Cole and Zora Arkus-Duntov helped save the car. Many improvements were eventually made including a V8 engine, four-speed transmission, improved suspension, and roll-up windows.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Today, the 1953 Corvette is judged on its rarity as well as its great styling as it has been for many years. The long-time popularity of the 1953 Corvette has resulted in approximately 200 of the 300 built still remaining in existence including number 300 which is shown here. It is currently owned by a collector in the Houston area.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjY1roldMjYhdukEOm_5yIiFqjs8vialykcc_MzB2jLgyXMujTU7mQFLVr0186cHx3tJCwe7gTs9dCb8Hcun9Jocz5ZBy88JoYVQ6VHM0X_se_rqLpItwolGLh-KFEbGusqYO70PZ4SZzM/s1600/14.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjY1roldMjYhdukEOm_5yIiFqjs8vialykcc_MzB2jLgyXMujTU7mQFLVr0186cHx3tJCwe7gTs9dCb8Hcun9Jocz5ZBy88JoYVQ6VHM0X_se_rqLpItwolGLh-KFEbGusqYO70PZ4SZzM/s400/14.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">This Corvette was originally sold to a prominent physician who reportedly loved the car, but disliked the color and immediately painted it black. After keeping it for several years he sold it to a policeman. By 1971 the car had been purchased by another owner who advertised it for sale in the 1953-55 Vintage Corvette Club of America newsletter. The car appears in the newsletter looking tidy and back in its original exterior color.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">In 1984 the car was purchased by a doctor in <span class="yshortcuts">Florida</span> who had a body-off-frame restoration performed on it by Corvette Specialists Sara Blake and Joe Meyer. Upon completion of the restoration, the car was shown around the country and it won virtually every award that could be attained. In 1998 the 300<sup>th</sup> production Corvette was sold to its current owner and soon thereafter it was freshened by Corvette Specialist Naber’s Motors of Houston. Finally, due to some crazing of the exterior paint the car was completely redone in 2006 by 1953-55 Master Judge and Restorer, Steve Newsome. The car has had an incredibly fortunate history with not one panel on the body ever being damaged. It was a two-time “Bloomington Gold Special Collection” car as well as a Bloomington Gold Hall of Fame Inductee – both uncommon honors. Furthermore, it was part of the <span class="yshortcuts">General Motors</span> “World of Motion” exhibit at Disney World. </div><div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-indent: 0.5in;">Perhaps the last ’53 Corvette was and still is the best of its kind.</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-68438521192414263572011-08-01T22:49:00.001-05:002011-08-01T22:53:56.272-05:001970 Oldsmobile Cutlass 442<div dir="ltr" style="text-align: left;" trbidi="on"><div style="text-align: center;"><span style="color: #073763;"><span style="font-size: x-large;">Reputation for Performance</span></span></div><div style="text-align: center;"><span style="font-size: large;">Text and Photography by David W. Temple</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEis5-6qBveCCofLkb8y6smz9rrHSnuhE7bW3EVlCEju8r1yFwIKZYv22718vTvGYtgvabK7RvZosPamT4X4ZG0SLAYoZiDWR6CuIstAM7Q5-i_GJAxpW3034hyK-9bASab01sloRaM4aSU/s1600/02.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEis5-6qBveCCofLkb8y6smz9rrHSnuhE7bW3EVlCEju8r1yFwIKZYv22718vTvGYtgvabK7RvZosPamT4X4ZG0SLAYoZiDWR6CuIstAM7Q5-i_GJAxpW3034hyK-9bASab01sloRaM4aSU/s320/02.jpg" width="320" /></a></div><div style="text-align: left;"><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">When Oldsmobile put its new 303 Rocket V8 into its 88s and 98s for 1949, they showed the direction the division would pursue in coming decades. Performance became a high priority in the early post-war years and would, for the most part, remain so through the early 70s. The Rocket 88 was the first step in changing the image of Oldsmobile so as to appeal to the emerging youth market. Racing was the next step. Stock car racing got a significant following and with the creation of NASCAR (National Association of Stock Car Automobile Racing), Oldsmobile had a fabulous opportunity for displaying just what a Rocket V8 could do.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Olds dominated NASCAR competition by winning over half the races during the racing body’s first three years. Winning races was good publicity and it translated into sales. After the ‘51 season, Olds did not do as well on the track. However, they did at least capture prestigious victories at </span><span style="font-size: 12pt; line-height: 150%;">Darlington</span><span style="font-size: 12pt; line-height: 150%;"> and Daytona for ‘53. Interestingly, their racing parts were not manufactured in house, but rather obtained through aftermarket suppliers. NASCAR instituted a rule change in the mid-fifties that disallowed that practice; all racing parts had to be available to the general public and carry a factory part number. The new rule meant Oldsmobile would need to develop a racing parts program, but that was something their budget would not allow. Also, General Motors really wanted only one division to carry the performance image and Chevrolet was emerging as the hot rod by that time although </span><span style="font-size: 12pt; line-height: 150%;">Pontiac</span><span style="font-size: 12pt; line-height: 150%;"> would soon manage to carry the hot rod image, too, which would eventually have an impact at Oldsmobile.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">Oldsmobile was forced to drop its performance efforts after ‘58. By this time, NASCAR had outlawed the use of multiple carburetion (as well as supercharging and fuel-injection) in its events and an economic recession prevented many from spending the extra dollars needed to buy a factory hot rod. There was talk within the U.S. Congress of looking into the way cars were made due to statistics that indicated a rising highway death toll. There was even talk of breaking up GM into other companies due to their large market share. Furthermore, the Automobile Manufacturers Association (AMA) banned factory-backed racing. The big three auto makers agreed to comply although some divisions did not in actual practice. </span><span style="font-size: 12pt; line-height: 150%;">Pontiac</span><span style="font-size: 12pt; line-height: 150%;"> brazenly ignored the ban while Chevrolet thinly disguised their racing equipment with the banner “for police use only.” Olds was out of the performance game without more financial support from GM which was not going to happen. The lull in performance cars at Olds was temporary, though. A few maverick types would change the situation.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd6DQ52QHA8-krO3iDoIdgo4lrSq1cJEQ5z31WgA0DptCE2yBEnhoYv3Z4kZSVdSgRJt0ktaukcBx9YA7xD3S8hiSkE7J_3_m51EoPbpeb9adoflH_E1H7YUmuQNLq1iBJ_fL0B1GK1_s/s1600/24.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd6DQ52QHA8-krO3iDoIdgo4lrSq1cJEQ5z31WgA0DptCE2yBEnhoYv3Z4kZSVdSgRJt0ktaukcBx9YA7xD3S8hiSkE7J_3_m51EoPbpeb9adoflH_E1H7YUmuQNLq1iBJ_fL0B1GK1_s/s200/24.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">A market existed for smaller cars and by 1960, the big three had them. They were economy type cars, but within a few years the relatively light weight cars would serve another purpose. One of the smaller cars was the F-85 which appeared in ‘61. For ‘62, a Cutlass in coupe and convertible form was added to the F-85 line. The new model was quite different than the first Cutlass from Olds which was a fiberglass Motorama show car displayed across the country in 1954. Although very different, the old and new version had one thing in common -- they were both sporty. Standard equipment for the new Cutlass included a 185 horsepower aluminum block V8. Only the F-85 Jetfire provided more power via a turbocharged version of the aluminum engine.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2pShjwD-0Tffnj_E1d40zvMT1h_7gQxClur6sKSlCQ4z63m1DDvsDiGzt9hFR4hC-LDE1RNKL7lbfFV6BwTc-DNfPYV7RgCBJMcCDqgJIufyjZtcDEIblZn0dQiOwO8j3oAS1ofxINSM/s1600/47.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2pShjwD-0Tffnj_E1d40zvMT1h_7gQxClur6sKSlCQ4z63m1DDvsDiGzt9hFR4hC-LDE1RNKL7lbfFV6BwTc-DNfPYV7RgCBJMcCDqgJIufyjZtcDEIblZn0dQiOwO8j3oAS1ofxINSM/s320/47.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The events of the preceding years led to GM’s philosophy of placing the smaller displacement engines in the compact and intermediate sized cars and using the larger V8s for the full-size models. John DeLorean changed that thinking at </span><span style="font-size: 12pt; line-height: 150%;">Pontiac</span><span style="font-size: 12pt; line-height: 150%;">. He was brought in from Packard to work as director of advanced engineering for </span><span style="font-size: 12pt; line-height: 150%;">Pontiac</span><span style="font-size: 12pt; line-height: 150%;">. DeLorean soon began work on compact cars like the Tempest. The second generation version is the one most remembered today because it became the basis for the GTO which put an end to the small car/small engine thinking. DeLorean pushed hard for the 389 V8 to be installed as standard equipment for the ‘64 Tempest GTO. The success of the GTO option sent a clear message and some at Oldsmobile clearly heard it. John Beltz, chief engineer for Olds, as well as other team members such as Dale Smith (who was instrumental in Olds NASCAR successes) turned the intermediate size Olds into a performance machine.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">By the middle of the ‘64 model year, the Olds team fought for and won the chance to put a 310 horsepower version of the 330 V8 into the redesigned F-85 body. The 330 was topped with a four-barrel carb and coupled to a four-speed manual transmission; dual exhausts carried the burned fuel/air mix away. The combo was dubbed </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;">. Other standard equipment for the limited production </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> included items previously found only on Olds police cars like heavy-duty frame, shocks, springs, wheels, as well as a 0.937-inch front and rear stabilizer bars. Nearly 3,000 were sold during the short model run.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;"> The ‘65 model got more horsepower and was no longer a limited production car. The standard 345hp 400 cubic inch displacement engine more than matched </span><span style="font-size: 12pt; line-height: 150%;">Pontiac</span><span style="font-size: 12pt; line-height: 150%;">’s 389. Torque output of the 400 was an impressive 440ft.-lbs. The </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> option was ordered on over 25,000 F-85s and Cutlasses. By now, the </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> was recognized as an important part of Oldsmobile’s future.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">A major restyle of the F-85/Cutlass body followed for the next model year; it was little changed for ‘67. More performance options helped keep the </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> in demand. The past had not been forgotten, though; advertising for the ‘66 models reminded </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> owners to drive safely and mentioned the safety features the government mandated.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYHpQkCCOAVgAIghyphenhyphen_Pr29s4qcr-d-aZXhLtijP8C1uohPobo1hRPDALaMVccrR-ZX9wMaWyg3yVtdRDhognq91GaP81DJ4BA-cYWL3xFF_AcEqRJ_TmrXpU9xD2S1FMUq6pDgvfKdGlQ/s1600/29.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYHpQkCCOAVgAIghyphenhyphen_Pr29s4qcr-d-aZXhLtijP8C1uohPobo1hRPDALaMVccrR-ZX9wMaWyg3yVtdRDhognq91GaP81DJ4BA-cYWL3xFF_AcEqRJ_TmrXpU9xD2S1FMUq6pDgvfKdGlQ/s320/29.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The next generation got yet another major restyle with a more rounded look. This one featured curved, sleek lines, thus making the name Cutlass as appropriate as ever for the 112-inch wheelbase car; the term is defined as a short sword with a curved blade. The rear side windows were shaped like a backward facing bullet. The narrow C-pillars of the fastback roof possessed a subtle concavity that neatly blended into the bulging rear quarters. The rear panels were sharply peaked on top and terminated in a quarter arch which in turn blended into the quarter arch profile of the rear bumper. The nose had a similar rounded profile while the front fenders mimicked the quarter panel bulge. The </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> was upgraded to series status for ‘68, thus the cars no longer carried the Cutlass script anywhere on the sheet metal. The new body came in three styles - two-door hardtop, two-door post, and convertible. The 400 V8 produced 325hp when attached to the optional Turbo Hydramatic and 350hp with the four-speed manual. A 360hp variant could be ordered, however. This more potent version benefited from a ram-air setup and carried the option code W-30. (Interestingly, there was yet another 400, but this one was detuned for improved economy.) The editors of Cars Magazine were impressed with the </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;">; they selected it as the “Top Performance Car of the Year.”</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdErTdmSz-26jsxTV20AAdHNO25FZNtZqoJAtpSyJ3qfGd-Ho24Q_MmDjdWLmd9W-2yyVWusDwRaRrY5qeZZv4MV8KPl1Hyy0NChdxOJoUsIIqwobwbKBiXOHCNVcXXqKf8iUMP9nX2_Y/s1600/15.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdErTdmSz-26jsxTV20AAdHNO25FZNtZqoJAtpSyJ3qfGd-Ho24Q_MmDjdWLmd9W-2yyVWusDwRaRrY5qeZZv4MV8KPl1Hyy0NChdxOJoUsIIqwobwbKBiXOHCNVcXXqKf8iUMP9nX2_Y/s320/15.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The 1969 models were little changed; parking lights were located from the grille to the bumper and a split grille clearly distinguished the ‘69 from the ‘68 as did the revised tail lights and rear bumper. The divided grille, though modified, continued for ‘70; new tail lights also freshened the look of the car. More important to those interested in owning a </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> was the new 455 V8. The 455 weighed less than the previous 400 and provided more power as one would expect. This engine delivered 365hp and 500ft.-lbs. of torque -- more than enough to get the adrenaline pumping for </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> owners. Optional equipment like the ram air hood (option W-25), aluminum rear axle carrier (W-27), and the rear deck spoiler (W-35) made the </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> even more interesting. Despite these improvements and the additional publicity gained from the </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> being chosen to pace that year’s Indy 500, sales fell. Only 19,330 of the cars were ordered equaling a drop of over twenty-five percent from the previous year’s total. The end of the musclecar era was nearing. Rising insurance premiums hurt sales of high performance cars and would continue to do so until exhaust emission regulations finally terminated the musclecar era.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9VEJmtQ48p1j-yfyr2SQxNJLf5AopZ9KYRtWfRIsW0zMlfFaR9iyqpavJ-0TjBtJWndbAQaly-jF1hD9bWATxItGG2Ks-nUVANGg3G6BN1sZqo9eVCuRML-28vTAo_liAtr_3CKrEgZg/s1600/35.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9VEJmtQ48p1j-yfyr2SQxNJLf5AopZ9KYRtWfRIsW0zMlfFaR9iyqpavJ-0TjBtJWndbAQaly-jF1hD9bWATxItGG2Ks-nUVANGg3G6BN1sZqo9eVCuRML-28vTAo_liAtr_3CKrEgZg/s200/35.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgT8D_4xutwbg1Ogf0lQfARg3pC0DM3GV9NyqnydbInl-IsRfxaMDVc69GAsGPtnCbOPgv_yCp1w8zopYSShA-KH7mExxMIBnoo_sHvRH6YHcFzMbbi76MlLv47sg05YazdHeiRIL7csms/s1600/54.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgT8D_4xutwbg1Ogf0lQfARg3pC0DM3GV9NyqnydbInl-IsRfxaMDVc69GAsGPtnCbOPgv_yCp1w8zopYSShA-KH7mExxMIBnoo_sHvRH6YHcFzMbbi76MlLv47sg05YazdHeiRIL7csms/s200/54.jpg" width="133" /></a><span style="font-size: 12pt; line-height: 150%;">Shown here is one of the 14,709 two-door hardtop </span><span style="font-size: 12pt; line-height: 150%;">4-4-2s</span><span style="font-size: 12pt; line-height: 150%;"> built for 1970. At the time of the photo shoot, it was owned by a resident of </span><span style="font-size: 12pt; line-height: 150%;">Tyler</span><span style="font-size: 12pt; line-height: 150%;">, </span><span style="font-size: 12pt; line-height: 150%;">Texas</span><span style="font-size: 12pt; line-height: 150%;">. The car was sold soon thereafter to a </span><span style="font-size: 12pt; line-height: 150%;">Killeen</span><span style="font-size: 12pt; line-height: 150%;">, </span><span style="font-size: 12pt; line-height: 150%;">Texas</span><span style="font-size: 12pt; line-height: 150%;"> resident. The </span><span style="font-size: 12pt; line-height: 150%;">California-</span><span style="font-size: 12pt; line-height: 150%;">built car is mostly original having only been maintained as needed over the years. The </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> received a repaint and an engine rebuild approximately 20 years ago. Though assembled at a </span><span style="font-size: 12pt; line-height: 150%;">California</span><span style="font-size: 12pt; line-height: 150%;"> plant, the car was sold new in </span><span style="font-size: 12pt; line-height: 150%;">Ft.</span><span style="font-size: 12pt; line-height: 150%;"> </span><span style="font-size: 12pt; line-height: 150%;">Worth</span><span style="font-size: 12pt; line-height: 150%;">. The car later went to </span><span style="font-size: 12pt; line-height: 150%;">Austin</span><span style="font-size: 12pt; line-height: 150%;">, then </span><span style="font-size: 12pt; line-height: 150%;">Corpus Christi</span><span style="font-size: 12pt; line-height: 150%;"> before coming to </span><span style="font-size: 12pt; line-height: 150%;">East Texas</span><span style="font-size: 12pt; line-height: 150%;">. It is a matching numbers car equipped with the four-speed </span><span style="font-size: 12pt; line-height: 150%;">Muncie</span><span style="font-size: 12pt; line-height: 150%;"> transmission and air conditioning, a rare combination in a </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;">. Other options on the featured car include power brakes, power steering, console, Rocket Rally Pac, and AM/FM radio.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="font-size: 12pt; line-height: 150%;">The </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> model continued onward for many years, though later it was mostly an appearance package like many sporty cars of the '70s and '80s. The 1968-70 </span><span style="font-size: 12pt; line-height: 150%;">4-4-2s</span><span style="font-size: 12pt; line-height: 150%;"> were some of the most popular Oldsmobiles when new and are extremely popular with collectors today. Though the end of Oldsmobile is upon us, their reputation for performance will survive for many years to come thanks to </span><span style="font-size: 12pt; line-height: 150%;">4-4-2</span><span style="font-size: 12pt; line-height: 150%;"> enthusiasts.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: 0.4in;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFQhGVeuJgJ4MN2nRkrU3-aLB59Gv53DBAmXOO7z7PT0BVGZf0utg1oREVcnb48B4b6GdnUnyn1KMagScSJAJGK8XLYsVCe8GrJKl3ZlWFcMPzKEcwfSLcsIo4YH-VabUOJkeDwMDVwEo/s1600/10.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFQhGVeuJgJ4MN2nRkrU3-aLB59Gv53DBAmXOO7z7PT0BVGZf0utg1oREVcnb48B4b6GdnUnyn1KMagScSJAJGK8XLYsVCe8GrJKl3ZlWFcMPzKEcwfSLcsIo4YH-VabUOJkeDwMDVwEo/s400/10.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%;"><br />
</div><div class="MsoNormal" style="line-height: 150%;"><b style="mso-bidi-font-weight: normal;"><u><span style="font-size: 12pt; line-height: 150%;">Specifications</span></u></b><span style="font-size: 12pt; line-height: 150%;"></span></div><div class="MsoNormal" style="line-height: 150%;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt; line-height: 150%;">1970 Oldsmobile 442 </span></b><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt; line-height: 150%;">Holiday</span></b><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt; line-height: 150%;"> Hardtop</span></b><span style="font-size: 12pt; line-height: 150%;"></span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Base Price: $3,376</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Engine: 455cid V8</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Horsepower: 365@5,200rpm</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Torque: 500@3,600rpm</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Compression: 10.5:1</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Bore and Stroke: 4.125x 4.25 inches</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Carburetion: </span><span style="font-size: 12pt; line-height: 150%;">Rochester</span><span style="font-size: 12pt; line-height: 150%;"> four-barrel</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Transmission: </span><span style="font-size: 12pt; line-height: 150%;">Muncie</span><span style="font-size: 12pt; line-height: 150%;"> four-speed</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Performance*</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">0-60mph: 6.6 seconds</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">1/4 mile: 13.70 seconds @ 105mph</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Production: 19,330 (includes 14,709 two-door hardtops)</span></div><div class="MsoNormal" style="line-height: 150%;"><span style="font-size: 12pt; line-height: 150%;">Wheelbase: 112 inches</span></div><span style="font-family: "Times New Roman"; font-size: 12pt;">*Source: “<i>Supercar 70 1/2</i>” road test on a W-30 equipped car</span><br />
<div class="MsoNormal" style="line-height: 150%; text-indent: 0.4in;"><br />
</div></div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com1tag:blogger.com,1999:blog-6899988930330802218.post-73987003818033750212011-07-23T15:29:00.000-05:002011-07-23T15:29:47.323-05:001960 Chevrolet Impala<div dir="ltr" style="text-align: left;" trbidi="on"><div style="color: red; text-align: center;"><span style="font-size: x-large;"><b>Exiting the '50s</b></span></div><div style="text-align: center;"><span style="font-size: large;">Text and Photography by David W. Temple</span></div><div class="separator" style="clear: both; text-align: center;"></div><div style="text-align: left;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if !mso]><img src="http://img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style>
st1\:*{behavior:url(#ieooui) }
</style> <![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7xTCg_dZa7OZkHUxV3IQzwxKKFqiXXmwpUQgk4oxx7had5jaGZ6WwALN3CobR430W2QS2BbbbjPhZngobfygShIf0n3g2g3B0fl0KA3MtZV-5BW-NUSjlm1zkCZZ5YTaZgQnR8VIcUGM/s1600/162_6263.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7xTCg_dZa7OZkHUxV3IQzwxKKFqiXXmwpUQgk4oxx7had5jaGZ6WwALN3CobR430W2QS2BbbbjPhZngobfygShIf0n3g2g3B0fl0KA3MtZV-5BW-NUSjlm1zkCZZ5YTaZgQnR8VIcUGM/s200/162_6263.JPG" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The story of the 1960 Chevys cannot be completely told without exploring the ’59s. How the ’60 model came to be was the result of General Motors’ management making the decision to share bodies among its divisions for ‘59, thus the ‘58s were a one-year-only design. The most dominant styling characteristics of the redesigned cars were of course the deeply sculpted fins and “cat’s eye” tail lamps. In retrospect, these features did not exactly represent the typical approach of GM of moderate change from model year to model year.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrAz_udpzI-WHgOUEMs8gH1n11Q1HU27iP1mUP5mEKSlg71ac9wNKm_iSzx8snx7hUccP70Topr1iNXErGqbkrIfaPkAK3vfRtyrWrARx4obLkbr8CCnoWDHgEqByXGDk2Uh5pY0ej10E/s1600/162_6214.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrAz_udpzI-WHgOUEMs8gH1n11Q1HU27iP1mUP5mEKSlg71ac9wNKm_iSzx8snx7hUccP70Topr1iNXErGqbkrIfaPkAK3vfRtyrWrARx4obLkbr8CCnoWDHgEqByXGDk2Uh5pY0ej10E/s320/162_6214.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">GM Styling Engineer Harley Earl knew the public did not respond well to too much change too soon, but he knew people could, and would, regard change as desirable if done in moderation. He spent most of his automotive career with General Motors and brought the art of styling to the mass-produced automobile. His sense of styling gave GM leadership status throughout the forties and fifties. However, by early 1957 when the 1959 models were on the drawing boards, some stylists under Earl began to wonder if their boss still had his inherent ability to style cars. Chuck Jordan, who joined GM in 1949 and was interviewed for the author’s book, “GM’s Motorama,” said he and a number of others were left wondering if Earl had “lost it.”<span style="color: red;"> </span>Jordan got an early look at the new 1957 Chrysler Corporation cars one day and was amazed by their styling. He knew his boss had GM headed in the wrong direction and brought Bill Mitchell, the number two man in charge, and others to take a look at the Chrysler products. Still, Earl was in charge and no one could go against him. Fortunately, the boss was scheduled to take his yearly trip to the European auto shows and while away, Mitchell ordered a complete overhaul of all the ’59 proposals which included such garish features as stacked centrally mounted headlights and a large, singular rear deck fin. When Harley returned he saw a coup had occurred and had little to say for some time. Eventually, he came to agree that the new ideas were better. As radical as the 1959 GM cars seem today, they were far less so than the original ideas for ‘59 modeled in clay. Earl retired at the end of 1958. Perhaps after three decades of success his time had finally passed. However, GM was not convinced he had truly “lost it;” his retirement contract did not allow him to go to work for the competition. Given a little time, Earl might have gotten “it” back.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMY2HXJoMLnwRgKPYWZp13VEerIwNutNLCq13ixkjkGPdKOM141ZVBMtaVnp39hBLoKZjr0uhW9f_uhsUtYm3VJz3BAs2byOTejRE4yCE2ZBwzVw4XgFSdeL-lwtzku71QqIrlg3ufUhA/s1600/162_6274.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMY2HXJoMLnwRgKPYWZp13VEerIwNutNLCq13ixkjkGPdKOM141ZVBMtaVnp39hBLoKZjr0uhW9f_uhsUtYm3VJz3BAs2byOTejRE4yCE2ZBwzVw4XgFSdeL-lwtzku71QqIrlg3ufUhA/s320/162_6274.JPG" width="320" /></a></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwA1qkXjT6HjEHTfj7vmTvpzk5IqpDm5TtQkJKdZ-tijyDZLZBHEA6OlGztjbukHu1nGyreN46OuzaU8ueQKE4GFFYJ7VwsJV1ScHRKf0BsZ_yPeRHczqxRJSEApOIIffXEF0abiqSZ30/s1600/162_6283.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwA1qkXjT6HjEHTfj7vmTvpzk5IqpDm5TtQkJKdZ-tijyDZLZBHEA6OlGztjbukHu1nGyreN46OuzaU8ueQKE4GFFYJ7VwsJV1ScHRKf0BsZ_yPeRHczqxRJSEApOIIffXEF0abiqSZ30/s320/162_6283.JPG" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The 1959 Chevrolets were not as well received by the public as some other “bowtie” cars of previous years, but that is not meant to suggest they were not popular; the sport coupe accounted for 165,000 sales alone. However, Ford just managed to outsell Chevy that year by several thousand units. Since another major redesign was not affordable especially since one was already scheduled for ‘61, Chevy stylists did the best they could with the situation – that being to moderate the styling and concentrate on mechanical upgrades. Styling alterations effected nearly all of the sheet metal along with the grille, tail lights, and side trim. The latter item on the Impala had the look of a typical ‘50s sci-fi movie rocket trailing a long exhaust. Roof design was carried forward from ‘59, but the simulated air extractor exclusive to the Impala was relocated from above the back light to beneath it. Mechanical changes introduced for the ’60 models included new cylinder heads on the 283, lower height driveshaft tunnel, better brakes, a new power steering pump driven through a crankshaft pulley, and an additional cross member for the frame to give support to the rear axle upper control arm. Furthermore, new options and accessories were offered such as four-way power seat, cruise control, rear window defogger, and a vacuum-operated trunk lid release.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSrVkujoushfT84K9s_ebBgkRqYsGAK_fWeJKQqaOGTCFywPYC6f-C2d3lKv5A0ERTq92ZxKk_g_oCNEvCawN5M4g1o1BxQMesZDGslof7MPrJVYUDF_lw6MkG-QdX37CYm0wV_2qN0UM/s1600/162_6224.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSrVkujoushfT84K9s_ebBgkRqYsGAK_fWeJKQqaOGTCFywPYC6f-C2d3lKv5A0ERTq92ZxKk_g_oCNEvCawN5M4g1o1BxQMesZDGslof7MPrJVYUDF_lw6MkG-QdX37CYm0wV_2qN0UM/s200/162_6224.JPG" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Despite higher sales of the more utilitarian, economical sedan models for ’60, overall production of their full-size cars dropped by over 87,000 units compared to ’59. Still, it was a good year for Chevy which surged ahead of Ford and grabbed approximately 28 percent of the automobile market in the U.S. Their new economical and compact Corvair helped put them in that position.</div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The 1960 Impala two-door hardtop pictured here is one of 204,467 built and is owned by Longview, Texas resident, Merritt Johnson. Merritt acquired the car some years ago after a lengthy search for a good, restorable one. Many he ran across were “junk” as he put it.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcTBvF-pIrx-WOnaLBirpEMaq1acVbMdDLm38ZbzOrPL9kqTkxF8BVU8MXosKKifkZeSu4cLrxwshk2IcV-6X8CTJu-WRn4z8bYnX90b9ffWz1VpoRa8YSxkaeTAU0uLJ512yCuZijpKs/s1600/162_6289.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcTBvF-pIrx-WOnaLBirpEMaq1acVbMdDLm38ZbzOrPL9kqTkxF8BVU8MXosKKifkZeSu4cLrxwshk2IcV-6X8CTJu-WRn4z8bYnX90b9ffWz1VpoRa8YSxkaeTAU0uLJ512yCuZijpKs/s200/162_6289.JPG" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Johnson’s car is equipped with the Turbo-Fire 283 2-bbl. and Powerglide transmission along with two-tone paint; Ermine White with Roman Red was one of ten two-tone combinations offered that year. To make his Impala a bit more pleasant to drive, he added an aftermarket air conditioner and a stereo. Otherwise, his car is virtually factory stock.<span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcvx0DvWH7AsFQYzjgItdPmC5ikCmDjWM7ftRTiBqy60cuwdsB1mZPPj9I1cqaPqqWpI3HMWhgH8fi4pXEi9gKqzOwR-6TY8QpOH1lZQo9GIKyL22dcqtfr4VU569FzrAit1zPkGjhfEY/s1600/162_6251.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcvx0DvWH7AsFQYzjgItdPmC5ikCmDjWM7ftRTiBqy60cuwdsB1mZPPj9I1cqaPqqWpI3HMWhgH8fi4pXEi9gKqzOwR-6TY8QpOH1lZQo9GIKyL22dcqtfr4VU569FzrAit1zPkGjhfEY/s400/162_6251.JPG" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-align: left; text-indent: 0.5in;"><span style="font-family: "Times New Roman"; font-size: 12pt;">The ’60 Chevrolets like our featured Impala represent the end of an era in automotive styling – an era some have described as “automotive excess” though others would argue that it was a time of the golden age of the automobile. Love it or hate it, Merritt’s Impala serves as a memento of a unique time in American history when stylists were certainly bold!</span></div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com1tag:blogger.com,1999:blog-6899988930330802218.post-78440984203392700332011-07-13T10:45:00.000-05:002011-07-13T10:45:00.269-05:001961-64 Buick Show Cars<div style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> </div><div align="center" class="MsoNormal" style="line-height: 150%; text-align: center;"><span style="font-size: large;"><b>Obscure, One-Off, Full-Sized Buick Convertibles</b></span></div><div align="center" class="MsoNormal" style="line-height: 150%; text-align: center;">Text by David W. Temple</div><div style="text-align: center;"> <span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">Photos from author’s collection</span></div><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh92F8MuTMjqEOP0IY4mt8ecmdLWYocrI7osForzIDkGNg75qZWXFCsK-vh03X9ZcfmHsOoRjNVyfBHwll52K7iZzfT3Ma-MSv-orjuthgrRGCP-8dO_0PGFnsXQ-Vo38VLtgCHqb8zCrs/s1600/Buick+Flamingo+int.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh92F8MuTMjqEOP0IY4mt8ecmdLWYocrI7osForzIDkGNg75qZWXFCsK-vh03X9ZcfmHsOoRjNVyfBHwll52K7iZzfT3Ma-MSv-orjuthgrRGCP-8dO_0PGFnsXQ-Vo38VLtgCHqb8zCrs/s320/Buick+Flamingo+int.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1961 Buick Flamingo with swiveling passenger seat</td></tr>
</tbody></table><div style="text-align: left;"><span style="font-family: "Times New Roman"; font-size: 12pt;"> </span><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> <div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">After General Motors terminated building dream cars for the auto show circuit in the 1950s, they continued to dress-up production cars for various exhibitions across the country. Among them, of course, were Buicks.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Presented here are photos of virtually forgotten Buick show cars from 1961-64 with the omission of 1962; nothing from ’62 has yet been found by the author though undoubtedly something unique was shown for this year.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The most well-known from this group of years is the 1961 Buick Flamingo, a car shown on the final tour of the GM Motorama hence the reason it is the most well-known of the era. It was a modified Electra 225 convertible featuring pearlescent orange paint (probably made by DuPont) and paisley upholstered bucket seats. Its passenger side front seat could be swiveled to face the rear bench seat. Pearlescent paints at that time were quite impractical for production cars as they were <span style="color: black; mso-bidi-font-family: Arial;">subject to rapid oxidation and yellowing. Consequently, about three decades would pass before the paint industry perfected this pigment to the point that GM would offer such a finish.</span></div><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyoIOmahKtxDP3h6aYcc0cX7iMUOARqFLjcs1CVOJC4GXWbzFQ2gZOVCk78iUKCm7VCeXsMFA2tj0Qmf4zGkaBIpAQS3zvevSYHpQdC8gTXdcWwUFyYHJeKqk9gPCXvAZs2cadOy9YQcU/s1600/Buick+Flamingo+61.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="285" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyoIOmahKtxDP3h6aYcc0cX7iMUOARqFLjcs1CVOJC4GXWbzFQ2gZOVCk78iUKCm7VCeXsMFA2tj0Qmf4zGkaBIpAQS3zvevSYHpQdC8gTXdcWwUFyYHJeKqk9gPCXvAZs2cadOy9YQcU/s400/Buick+Flamingo+61.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flamingo at the 1961 GM Motorama at the Waldorf-Astoria</td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="color: black; mso-bidi-font-family: Arial;">The Flamingo was probably crushed after the show circuit due to its special features, though perhaps it could have somehow escaped that fate.</span></div><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTo4Xc07sp3hVW8pRP4hFG2EGXix3bIzq-YOkUyC5iTutzavEi9YLYHA8EzpX96seq8trbQL6jR7tskkVhU1b4TjP2z7GCp3Z1Zt8DzyAqqPhEgb0g_t7z1tCW4ZLftYPK6bJYMDlLZYA/s1600/Buick+Wildcat+63.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTo4Xc07sp3hVW8pRP4hFG2EGXix3bIzq-YOkUyC5iTutzavEi9YLYHA8EzpX96seq8trbQL6jR7tskkVhU1b4TjP2z7GCp3Z1Zt8DzyAqqPhEgb0g_t7z1tCW4ZLftYPK6bJYMDlLZYA/s320/Buick+Wildcat+63.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1963 Buick Wildcat show car</td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;"><span style="color: black; mso-bidi-font-family: Arial;">For 1963, a Wildcat convertible received a makeover featuring pearlescent white paint and a special interior with red, white, and blue accents.</span></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">A popular display in the 1963 Buick exhibit was the full-size four-door hardtop that automatically split itself down the middle, exposing the inner components of the engine bay, drivetrain, six-passenger interior and large trunk.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Another big Buick drop-top was altered into the Wildcat Sprint for ’64. It, too, was equipped with rectangular headlights. What other modifications the Sprint had are unknown to the author at this time, though undoubtedly it was given a special paint color and interior upgrades.</div><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVcu-i0kJheoeQu8ZF71SiOcgfv_pXT3ptz29-seuXdRgN6dVvqBWQD7NaG0ubvT70R-vJsaYNaLIcWZrGKWSFjQPXcWQ_vvVCL5-F07tcipe2XchLDTSS-ehlSocLsdN_Wkhb4CykXTA/s1600/Buick+Wildcat+Sprint+64.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVcu-i0kJheoeQu8ZF71SiOcgfv_pXT3ptz29-seuXdRgN6dVvqBWQD7NaG0ubvT70R-vJsaYNaLIcWZrGKWSFjQPXcWQ_vvVCL5-F07tcipe2XchLDTSS-ehlSocLsdN_Wkhb4CykXTA/s320/Buick+Wildcat+Sprint+64.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1964 Buick Wildcat Sprint show car</td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Can any reader offer anything further on these unique cars? If so, use the “comments” option at the end of this posting to do so.</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com2tag:blogger.com,1999:blog-6899988930330802218.post-32349641601437084622011-07-05T23:37:00.004-05:002011-07-05T23:47:12.451-05:001966 Chevelle SS396<div dir="ltr" style="text-align: left;" trbidi="on"><div style="color: #660000; text-align: center;"><span style="font-size: x-large;"><b>Time Capsule</b></span></div><div style="text-align: center;"><span style="font-size: large;">Text and Photos by David W. Temple</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_fAvahHtaNiaE1UCRRUsvXSpu7y_T_dZ5sy71ubk5dOrj2Ltk-PtvB4ekEbFDwwJi34kxvero-l_gIcJzt9W5poB9gozpYX9F4UByA3eoeI450zqziTiS4G5jET6nh3C4oA6_g-dwTEo/s1600/01.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_fAvahHtaNiaE1UCRRUsvXSpu7y_T_dZ5sy71ubk5dOrj2Ltk-PtvB4ekEbFDwwJi34kxvero-l_gIcJzt9W5poB9gozpYX9F4UByA3eoeI450zqziTiS4G5jET6nh3C4oA6_g-dwTEo/s320/01.jpg" width="213" /></a></div><div style="text-align: left;"></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">In 1966, Lyndon Johnson was president of the United States; that year the U.S. was in a race to “land a man on the moon and return him safely to the Earth” within the decade – a goal set by the previous president, John F. Kennedy, in 1961; the Berlin Wall was just five years old; by early March approximately 215,000 U.S. soldiers were in Vietnam; Head coach Vince Lombardi led the Green Bay Packers to victory over the Cleveland Browns in the NFL Championship game; pitcher Sandy Koufax led the LA Dodgers to their third pennant of the decade though the team lost the World Series to the Baltimore Orioles; Wilt Chamberlain of the Philadelphia 76ers was voted the NBA’s Most Valuable Player; top-rated TV programs included <i style="mso-bidi-font-style: normal;">Green Acres</i>, <i style="mso-bidi-font-style: normal;">Hogan’s Heroes</i>, <i style="mso-bidi-font-style: normal;">I Dream of Jeannie</i>, <i style="mso-bidi-font-style: normal;">Perry Mason</i>, and <i style="mso-bidi-font-style: normal;">The Ed Sullivan Show</i>; among the most popular songs heard on the radio and 8-track cassettes that year were <i style="mso-bidi-font-style: normal;">The Ballad of the Green Berets </i>(<span class="style5">SSgt Barry Sadler</span>), <i style="mso-bidi-font-style: normal;">Cherish</i> (The Association), <i style="mso-bidi-font-style: normal;">Good Vibrations</i> (Beach Boys), <i style="mso-bidi-font-style: normal;">Summer in the City</i> (<span class="style2">Lovin' Spoonful</span>), <i style="mso-bidi-font-style: normal;">Wild Thing</i> (Troggs), <i style="mso-bidi-font-style: normal;">96 Tears</i> (<span class="style2">Question Mark & the Mysterians</span>), <span class="style2"><i style="mso-bidi-font-style: normal;">California Dreamin'</i></span> (<span class="style2">Mama's & Papa's</span>), <i style="mso-bidi-font-style: normal;">We Can Work it Out</i> (<span class="style5">Beatles</span>), and <i style="mso-bidi-font-style: normal;">Last Train to Clarksville</i> (The Monkees); the population of the United States was under 200-million; a General Motors’ automobile won <i style="mso-bidi-font-style: normal;">Motor Trend</i> magazine’s coveted “Car of the Year Award” for the second consecutive year (for the new Toronado) and GM was number one in auto sales. The company also produced its 100-millionth car on March 16<sup>th</sup> of that year. A lot has changed since 1966, but not quite everything.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghwomSYok8Up3R-SAy2anQm-EHDrerGVQDvHxwn__pAVjjF3cANgaVgVfySsc1Vzijp9azPH1RmjpTRRgujdnYBBlh5i2-CC9nQarjKTMnliephD2z1gciRkStxGTE9rCsrEkJE2lp6Lk/s1600/04.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghwomSYok8Up3R-SAy2anQm-EHDrerGVQDvHxwn__pAVjjF3cANgaVgVfySsc1Vzijp9azPH1RmjpTRRgujdnYBBlh5i2-CC9nQarjKTMnliephD2z1gciRkStxGTE9rCsrEkJE2lp6Lk/s320/04.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">In 1966, the car shown here was new in more ways than one. The styling was fresh, the SS396 was a separate model, and the 375 hp 396 became a regular production option. The Chevelle SS396 seen here is equipped with the 375 hp 396 and mandatory four-speed and is still practically new having traveled a mere 13,300 miles since it left the Fremont, California assembly line. It is more than just a low-mileage car; it is a virtual time capsule of “bowtie” muscle from the height of the musclecar era. Our feature car still retains its original engine, transmission, paint, upholstery, spare tire, brake pads, undercarriage paint daubs, and even the paper tags on the brake drums. When the current owner bought this car from the second owner, three of the four original tires were in the trunk. However, they were too worn to use so a set of reproduction red lines is now installed. The L78 Chevelle Super Sport is something of a Holy Grail to Chevy musclecar enthusiasts, but to find one this well preserved is almost the equal of finding life on another planet! Let’s take a look at why the L78 was so special in 1966 and why it remains so desirable today.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-vEbx0xJyWedlCcrNCmV8MAVVqEqzmgT5b5Bys3kedA7jJNFRhGWnB2t2FerclJUheZ1RmU5KDlpP_iC1BTyK-W2_3QqI1QSUJqwLBfGU_J3JQlmw-4i0oA5usnLIL6Hzy9NRdGbs73g/s1600/13.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-vEbx0xJyWedlCcrNCmV8MAVVqEqzmgT5b5Bys3kedA7jJNFRhGWnB2t2FerclJUheZ1RmU5KDlpP_iC1BTyK-W2_3QqI1QSUJqwLBfGU_J3JQlmw-4i0oA5usnLIL6Hzy9NRdGbs73g/s320/13.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The high-performance 396 V-8 evolved from Chevrolet’s 427 Mk. II “Daytona Mystery Motor” (the Mk. I being the 348-409), an engine which became quite controversial by the time it debuted in the Daytona 500. During qualifying runs a Mk. II powered Impala driven by Johnny Rutherford set a closed-course speed record of over 165 mph. The controversy stemmed from the fact the engine was not a production engine (which it was supposed to be for NASCAR competition) and GM had pulled its factory support for racing just a few weeks before the big race. Only five of the engines were delivered to customers – all NASCAR racers – before production of the engine ceased. However, much of the 427 Mk. II’s design led directly to the 396 Mk. IV engine which first appeared in the limited production Chevelle SS396 Z16 in mid-1965. (The Mk. III was a canceled project.) It was a near duplicate of the 425 hp 396 used in the ’65 Corvette. At the midpoint of the following model year the engine, cataloged as option code L78 and adding $237 to the base price, became available. It differed somewhat from the one used in the Z16 by having solid lifters and new exhaust manifolds. Other features of the L78 engine included a high-rise aluminum intake manifold, 800-cfm Holley carburetor, 427-type valve heads, .520-inch lift cam, low-restriction air cleaner, four-bolt mains, and an 11.0:1 compression ratio. It could propel a Chevelle SS396 from 0-60mph in just six seconds flat and blaze through the standing quarter-mile in 14.4 seconds with an end speed of 100mph.</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYDQPkcCCNHgWJaoa3yxA4FwB5lp7T_2mOIyBn3wS1BSVyQ2AjeKhJ0fy8u8RSvxfPQW-qFT2K_wmQ8pH90oGrThWZuoR0YzI-W2agIgN2PUPKmSGSeT3gIhrGPQNwMQopjNKPiz3V7Mo/s1600/18.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYDQPkcCCNHgWJaoa3yxA4FwB5lp7T_2mOIyBn3wS1BSVyQ2AjeKhJ0fy8u8RSvxfPQW-qFT2K_wmQ8pH90oGrThWZuoR0YzI-W2agIgN2PUPKmSGSeT3gIhrGPQNwMQopjNKPiz3V7Mo/s320/18.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">Lower output 396 V-8s were offered as well. Optional was the 360hp L34 offered from the start of the model year. Standard issue for the SS396, though, was a 325 hp version. Other standard equipment included on this model were 7.75x14 nylon redline tires on six-inch rims, all-vinyl upholstery in a choice of seven standard colors, twin simulated hood air intakes, special color-accented body sills and quarter panel moldings, hub caps, a black-accented grille with series identification, and a blacked-out rear panel (though some did not get the black-out treatment). Among the options offered were bucket seats (with or without power-adjustment), headrests, console with electric clock, air conditioning (even with L78 option), mag-style wheel covers, two-tone paint (rarely ordered), black or beige vinyl covered top, and a gauge package consisting of a tachometer, parking brake warning lamp, and temperature-oil-amp gauges replaced the standard warning lights if the owner wanted this option.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJps3N_UBvnvADsS9aaT2fgqGQhXsmyZ_X1wL-bW4t-oUpudS4Xe9NnB_vwA2Z6Z7NgJ-XB9Ybg_m5q-3udnKK4twn9yWvRDzQVnUKtRabnaCcdSTYEInEV7KEeG-3p2Szm845KAX458M/s1600/16.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJps3N_UBvnvADsS9aaT2fgqGQhXsmyZ_X1wL-bW4t-oUpudS4Xe9NnB_vwA2Z6Z7NgJ-XB9Ybg_m5q-3udnKK4twn9yWvRDzQVnUKtRabnaCcdSTYEInEV7KEeG-3p2Szm845KAX458M/s320/16.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The featured Aztec Bronze SS396, one of 3,099 built with the L78 option, was purchased new at a Roseville, California dealership by an elderly gentleman who drove it only sparingly. Optional equipment on it includes tinted windshield, deluxe front and rear seat belts, “Astro” bucket seats, center console, special suspension equipment, 3.55:1 axle ratio, close-ratio four-speed, simulated mag wheel covers, special instrumentation, AM push-button radio, rear speaker, heavy-duty radiator, and front and rear bumper guards. Along with the 375 hp engine, these extra-cost items added $790.20 to the base price of $2,776.00. The destination charge added another $134.75 bringing the total amount paid to $3,700.95.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMw6BlBTx9sdbLv93poVYLDCFA3T8Zkms420wNfLLxACP0xQ5bM818IGkdgunN8WGJ2NMK3xnV0-AQDG0jReedXVVBMdgazRqE6EY6H0kq2F06MCofGzFB0dDTyCY_le9P8wbaSHBcMtE/s1600/21.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMw6BlBTx9sdbLv93poVYLDCFA3T8Zkms420wNfLLxACP0xQ5bM818IGkdgunN8WGJ2NMK3xnV0-AQDG0jReedXVVBMdgazRqE6EY6H0kq2F06MCofGzFB0dDTyCY_le9P8wbaSHBcMtE/s400/21.JPG" width="400" /></a></div><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv0QiJ2Ww4P-0gAxuhF3WqZEeWZuwfxDpRshCQOSDvGMKUIybHdjr0FYniUqI9SZC6w0oprD9scUTNPErLOFaOuFJ5ao3SqYjJEHAwPyH1mm8bumUGjmdfmq-NbnMsaL4Vm0iiWEr6HDI/s1600/23.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv0QiJ2Ww4P-0gAxuhF3WqZEeWZuwfxDpRshCQOSDvGMKUIybHdjr0FYniUqI9SZC6w0oprD9scUTNPErLOFaOuFJ5ao3SqYjJEHAwPyH1mm8bumUGjmdfmq-NbnMsaL4Vm0iiWEr6HDI/s400/23.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Original color codes and tags used by assembly line personnel are still present on this low-mileage car.</td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">The original owner maintained this car very well – even to the point of washing the undercarriage periodically. After several years of ownership this Chevelle was sold to its second owner who also drove it very little over a period of many years. Owner number three, the current one, has continued the practice of little driving and careful maintenance. A private collector in the Dallas, Texas area added this prized Chevelle to his collection of low-mileage unrestored cars a few years ago. Among the other cars he owns are a pair of L78 Camaros – a ’67 convertible with just 1,495 miles and a ’68 hardtop.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUTCzuIkukdZRg3I2f5mVQTOhisOxnqUccZDSjluko7f1xfY2bO6NGocjyKGNa8oZHQJ6qzEqOFHOVGeHfAmdGYai517UHXph9k5kfTfb5j69hw-kg3nABUZy52suAranNE0PgUWQnjMk/s1600/05.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUTCzuIkukdZRg3I2f5mVQTOhisOxnqUccZDSjluko7f1xfY2bO6NGocjyKGNa8oZHQJ6qzEqOFHOVGeHfAmdGYai517UHXph9k5kfTfb5j69hw-kg3nABUZy52suAranNE0PgUWQnjMk/s320/05.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; text-indent: .5in;">With cars so original – time capsules actually – one could almost expect to turn the radio on in any one of them and here an old broadcast… “♫ <i style="mso-bidi-font-style: normal;">Monday, Monday, so good to me, Monday, Monday, it was all I hoped it would be<br />
Oh Monday morning, Monday morning couldn't guarantee… </i> We interrupt this program to bring to you live coverage of the launch of Gemini 8. Reporting live from Cape Kennedy, Florida here is Walter Cronkite… We are in the final minutes of the countdown for Gemini 8. The crew, Neil Armstrong and David Scott, are strapped inside their spacecraft and report all systems are ‘go.' With this mission NASA is hoping to do what has never before been attempted…”</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com3tag:blogger.com,1999:blog-6899988930330802218.post-91706103196056426922011-06-28T16:59:00.001-05:002011-06-28T17:02:40.720-05:001958 Bel Air Two-Door Hardtop<div dir="ltr" style="text-align: left;" trbidi="on"><div style="text-align: center;"></div><div align="center" class="MsoNormal" style="color: #3d85c6; line-height: 150%; margin: 0in 0.1in 0.0001pt; text-align: center;"><span style="font-size: large;"><b>Even Second-Tier Status was Good!</b></span></div><div align="center" class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-align: center;"><span style="font-size: small;">Text and Photography by David W. Temple</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7OrdKxVk6YOty78GtfnSZ6B2O2Scn6iZiuCi9eELfDPVCVRrmrGK-eyB4K59cfrfsoR3Vo5yKciLncGY_lPrqx0C8D1QEzfnXGpm1OsYZFzMQiSaFXnvX5iFhTIQ5aKUBXHjfAH91W30/s1600/08.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7OrdKxVk6YOty78GtfnSZ6B2O2Scn6iZiuCi9eELfDPVCVRrmrGK-eyB4K59cfrfsoR3Vo5yKciLncGY_lPrqx0C8D1QEzfnXGpm1OsYZFzMQiSaFXnvX5iFhTIQ5aKUBXHjfAH91W30/s400/08.jpg" width="400" /> </a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;">For 1958, Chevrolet offered a nearly totally redesigned lineup of cars. The only major components carried forward from the prior model year were the power trains, but there was something new in that regard, too. Under the reshaped sheet metal was a new Safety-Girder X-frame with a four-coil spring suspension. An extra-cost air suspension (referred to as Level Air in Chevrolet literature) similar to the version used on the Eldorado Brougham was also offered. It proved to be just as leak prone and thus, as unreliable as the Cadillac version. Luckily, few were ordered with the trouble plagued system and the examples so equipped were in most instances refitted with conventional coil springs.</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgobGCMqh4UNI9Zu9rX-3UNHo74J0Gs9-F34wawLWHy57pXMsxqr-eZexCOm-83qpzZIr2RaeV5WAdhVND_rgRc9s0m9WGMuGGKjgsQ-exAYgQ7x8neNE7Fh1HcZyQvaY-Lc4E1HfMkVwU/s1600/40.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgobGCMqh4UNI9Zu9rX-3UNHo74J0Gs9-F34wawLWHy57pXMsxqr-eZexCOm-83qpzZIr2RaeV5WAdhVND_rgRc9s0m9WGMuGGKjgsQ-exAYgQ7x8neNE7Fh1HcZyQvaY-Lc4E1HfMkVwU/s320/40.jpg" width="212" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;"><span id="goog_203827536"></span><span id="goog_203827537"></span>Furthermore, a new model dubbed the Impala (available only as a two-door hardtop and convertible) was added to the Chevy fleet. It displaced the Bel Air as the top-of-the-line model. (However, the Impala was a sub-series of the Bel Air line even though its sheet metal behind the cowl differed.) The name was chosen to convey the image of grace and speed and when equipped with one of the high output V-8s, the Impala was reasonably quick. As for the grace or elegance aspect, the Impala lived up to the image by having some of the styling attributes of a Cadillac, fancy interiors with tri-tone cloth upholstery inserts and plenty of chrome. A number of its styling features such as the reverse slant C-pillars of the two-door hardtop version were lifted from the 1956 Corvette Impala prototype exhibited at that year’s GM Motorama.</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHjiKSfbzreZ9tBbBBFZBwsOztUm4ls21t4MT6MOM3ag8pUFjZDFPYdVuKwX06hHzuPvhupQCjYhAzmKQ5ASBe-yFz8UB79sciIQjEPTIzdQ6aVjbx54OQMeJlhe3AMA7iNu3h1J0g1Cs/s1600/32.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHjiKSfbzreZ9tBbBBFZBwsOztUm4ls21t4MT6MOM3ag8pUFjZDFPYdVuKwX06hHzuPvhupQCjYhAzmKQ5ASBe-yFz8UB79sciIQjEPTIzdQ6aVjbx54OQMeJlhe3AMA7iNu3h1J0g1Cs/s200/32.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-indent: 0.5in;">The base Bel Air series had a little less bright trim, but still had a side-spear molding similar to that of the Impala’s and a tri-tone interior (though it differed from that of the Impala). One feature not found on the Impala, but on the Bel Air was stainless trim with horizontal blacked-out recesses attached to the C-pillars.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpeP0VybWfcV9Go-JC5pP5cB7MXWuYkVQrL7VPHD97NMES22YFU_KC2kCDbTZAw-4mdyaWGqWGEy-LpMyHc949ZFocP3R9bl2h78-31CgQfi8M7PxyVk80GYWcF9JS-szeSgNrtEHEnNg/s1600/54.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="131" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpeP0VybWfcV9Go-JC5pP5cB7MXWuYkVQrL7VPHD97NMES22YFU_KC2kCDbTZAw-4mdyaWGqWGEy-LpMyHc949ZFocP3R9bl2h78-31CgQfi8M7PxyVk80GYWcF9JS-szeSgNrtEHEnNg/s200/54.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;">Under the hood of the full-size Chevrolets was any one of the engines carried over from 1957 – the standard Blue-Flame straight six displacing 235.5 cubic inches, a 185hp Turbo-Fire 283 2-bbl., and the Super Turbo-Fire 283 4-bbl. Both the Blue-Flame and Super Turbo-Fire received an output boost; the six-cylinder went from 140hp@4,200rpm to 145hp while the Super Turbo-Fire increased from 220hp@4,800 rpm to 230hp at the same revs. Also, the 250hp (at 5,000rpm) Ram-Jet fuel injected 283 was retained, although in an improved form. The fuel injection equipment received upgrades for the purpose of improving reliability. With a price tag of $484 very few ‘58s were ordered with the Ram-Jet option, but it would continue as an option for the full-size Chevys for one more model year (although the option would be maintained for the Corvette for several more years).</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHA0PZ4zVv8g_FLxg1r-vXA6AaOsOK7Gfa7lk2kHJoS_sJsmqYdNHd7ra5VGpHmxBnCtJ6IocEuUi0vYcxCax4ql3jmjbeh2S-BnFgCvD7ON0dHILM_mzqc6OBt4T8-m7otqVfo7u35_o/s1600/33.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHA0PZ4zVv8g_FLxg1r-vXA6AaOsOK7Gfa7lk2kHJoS_sJsmqYdNHd7ra5VGpHmxBnCtJ6IocEuUi0vYcxCax4ql3jmjbeh2S-BnFgCvD7ON0dHILM_mzqc6OBt4T8-m7otqVfo7u35_o/s200/33.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;">The most important news regarding what could be had under the hood was a new engine displacing 348 cubic inches. The fresh 348 was offered in three versions – the Turbo-Thrust with four-barrel carb, a Super Turbo-Thrust with three, two-barrel carburetors, and a higher compression tri-carb type with a hotter cam. Their respective output ratings were 250hp@4,400rpm on 9.5 to 1 compression, 280hp@4,800rpm with the same with the same fuel/air mix squeeze, and 315hp at a high winding 5,600rpm and 11.1 to 1 compression. The 315hp engine was not available until about the last quarter of the model year. The hottest performing 348 got its extra gallop from a Duntov cam, solid lifters, and, of course, the trio of Rochester two-barrel carburetors.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguPVYrz1e5pI5WcH1tS7lD9RjbPVg1e5pnwqfZLVaxxCHZGXcdpfOev_vtsVqC8oI99xvDgTPaDa8xcnWyEy28lHv7aLRUdTd8VQhtyk_gzEytVTmHbYjLQKTkEGeg9c2bfIEC5nOeL3U/s1600/44.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguPVYrz1e5pI5WcH1tS7lD9RjbPVg1e5pnwqfZLVaxxCHZGXcdpfOev_vtsVqC8oI99xvDgTPaDa8xcnWyEy28lHv7aLRUdTd8VQhtyk_gzEytVTmHbYjLQKTkEGeg9c2bfIEC5nOeL3U/s400/44.jpg" width="400" /></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3gGxRqOVseWrmsB5qOKeI1L6vZI6SarOZb2Iyv3v6V4MLWCpTU1h56-kn1NaaivGN8Kc9o4kArf77yjGaAN5vNvEi0VTVXRh-SxSdZpfnRWEFaG9kcMzYHKfmQMg-rKdNNUnxcTW6tJY/s1600/50.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3gGxRqOVseWrmsB5qOKeI1L6vZI6SarOZb2Iyv3v6V4MLWCpTU1h56-kn1NaaivGN8Kc9o4kArf77yjGaAN5vNvEi0VTVXRh-SxSdZpfnRWEFaG9kcMzYHKfmQMg-rKdNNUnxcTW6tJY/s400/50.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;">In order to transfer the power to the pavement, several transmission choices were offered. A three-speed manual was standard issue with any engine. The three-speed manual bolted to an overdrive unit and a Powerglide automatic were options for the carburetor inducted 283s; a Corvette version of this two-speed automatic could be ordered with the fuel-injected engine. The Super Turbo-Fire, Ram-Jet, and Turbo-Thrust could be had with a close-ratio three-speed while the Super Turbo-Thrust came with only the close-ratio three-speed. The Turboglide automatic which was introduced in ‘57, was yet another transmission choice for Turbo-Thrust powered cars. A factory-installed four-speed for the big Chevys was still another model year away at this point.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhY6w0tix6B8zrzdMpc0U_q6ZoLgNL2g4hObWUFJYRQ1dgFwGSsd3foC4g82KzZCb3ULianlI2pGMJgtofKokPSnDdpla0bvXZ71cpJ7K055K4LKFJKSS0rOHXDZISmyw3ViwtTxUToHzc/s1600/10.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhY6w0tix6B8zrzdMpc0U_q6ZoLgNL2g4hObWUFJYRQ1dgFwGSsd3foC4g82KzZCb3ULianlI2pGMJgtofKokPSnDdpla0bvXZ71cpJ7K055K4LKFJKSS0rOHXDZISmyw3ViwtTxUToHzc/s320/10.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; margin-bottom: .0001pt; margin-bottom: 0in; margin-left: .1in; margin-right: .1in; margin-top: 0in; mso-hyphenate: none; tab-stops: 0in .2in .5in; text-indent: .5in;">The Bel Air Sport Coupe seen here is owned by Dick Nelson of Shreveport, Louisiana. He purchased it at an auction in Kerrville, Texas; a dealer was the seller. Unfortunately, there is no history available on this Chevy prior to this. However, the paint is suspected to be original and much of the interior is original. A number of options were ordered for this car including a 283 2-bbl., automatic transmission, two-tone paint (Cay Coral and Snowcrest White), radio, electric clock, wheel covers, whitewall tires, and fender skirts.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjla5mmnJUHtHMxmyrKLO5gN8m4c2VXU9kj9tCB95lPMidioOlz1yxoQEku1d9QZ6BAUy6_76NvPpNDtCvhaxNlQsP7mOb-vV-3dlxilXfasoAev98ll9CZSZMwDE0LzVTgO79FUu73mk/s1600/22.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjla5mmnJUHtHMxmyrKLO5gN8m4c2VXU9kj9tCB95lPMidioOlz1yxoQEku1d9QZ6BAUy6_76NvPpNDtCvhaxNlQsP7mOb-vV-3dlxilXfasoAev98ll9CZSZMwDE0LzVTgO79FUu73mk/s320/22.jpg" width="320" /></a></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpNCjSHUNhmmXz02WLAMGWK_hLwPh9wA5jfoRVlfLqfYB8fkg05tVbCobIhNWrTEYFcAge_dgv4iWBLkueSjvrnDboVTSCDrq9dVymR2Yx9s_nae-gzyh-3iKgvCRIUB9VZnDwRsWNeZM/s1600/37.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpNCjSHUNhmmXz02WLAMGWK_hLwPh9wA5jfoRVlfLqfYB8fkg05tVbCobIhNWrTEYFcAge_dgv4iWBLkueSjvrnDboVTSCDrq9dVymR2Yx9s_nae-gzyh-3iKgvCRIUB9VZnDwRsWNeZM/s200/37.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-indent: 0.5in;">Even though the Bel Air Impala occupied the top spot in the hierarchy of the Chevy lineup, the number two position base Bel Air certainly was not second-rate. This one clearly shows why that’s true.</div><span style="font-family: "Times New Roman"; font-size: 12pt;"></span><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7OrdKxVk6YOty78GtfnSZ6B2O2Scn6iZiuCi9eELfDPVCVRrmrGK-eyB4K59cfrfsoR3Vo5yKciLncGY_lPrqx0C8D1QEzfnXGpm1OsYZFzMQiSaFXnvX5iFhTIQ5aKUBXHjfAH91W30/s1600/08.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a></div><div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt; text-align: left;"><span style="font-size: large;"><b> </b></span></div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-24666024119576488012011-06-20T00:38:00.000-05:002011-06-20T00:38:19.657-05:001972 Custom 10<div dir="ltr" style="text-align: left;" trbidi="on"><div style="color: #cc0000; text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><b><span style="font-size: x-large;"><span style="font-family: "Times New Roman";">Just a Go-to-Work Truck</span></span></b></div><div style="color: #cc0000; text-align: center;"><span style="color: black; font-size: large;"><span style="font-family: "Times New Roman";">Text and Photography by David W. Temple</span></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ_CXVeJfJ19iC1iaTDUdmq_PvbWFtV21JAjk2r6nU4qFjtZoA_0ZZ2LPoF8yUYiYZjxcp9S1ghhaFZrV0fppzc85uRaZYmMOgQv1CbStylVjzSSmqhyphenhyphenfm1shLSayVMw2WSAW9KCEohrY/s1600/02.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ_CXVeJfJ19iC1iaTDUdmq_PvbWFtV21JAjk2r6nU4qFjtZoA_0ZZ2LPoF8yUYiYZjxcp9S1ghhaFZrV0fppzc85uRaZYmMOgQv1CbStylVjzSSmqhyphenhyphenfm1shLSayVMw2WSAW9KCEohrY/s400/02.jpg" width="400" /><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if !mso]><img src="http://img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style>
st1\:*{behavior:url(#ieooui) }
</style> <![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> </a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The 1967 through 1972 Chevrolet pickups are among the most popular trucks with collectors. There are good reasons for this – great styling and a comfortable ride. There was a time when the adage, “Rides like a truck,” was applied to a rough riding vehicle. Chevy sought to improve the ride of their new pickups introduced for the 1967 model year and their efforts resulted in a truck that did not ride quite like a truck.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">As in previous model years, Chevy’s trucks came in a wide variety of types ranging from the light-duty ½-ton to the heavy-duty commercial versions along with the Step-Side and Fleetside types, Blazer, and Suburban. The one seen here is a 1972 C10 Fleetside.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWK9SDi3Wj_y-sMOVPFGYjJPjoaHjMnSTK6THDdQTJ_z7IrGTqL6V9WNZcqfC4cbngZJipQ_I0PdmHhnssjpe84ctdkjErEUJVUS9lBAgYlzarF0_t0l4pDVvcKRG2qpfm0ve1cZxpObQ/s1600/09.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWK9SDi3Wj_y-sMOVPFGYjJPjoaHjMnSTK6THDdQTJ_z7IrGTqL6V9WNZcqfC4cbngZJipQ_I0PdmHhnssjpe84ctdkjErEUJVUS9lBAgYlzarF0_t0l4pDVvcKRG2qpfm0ve1cZxpObQ/s320/09.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Nelson Bates of Longview, Texas is the owner of our featured Chevy truck. He has owned it since 1973 when he traded his 1968 Chevy C10 powered by a six-cylinder to a co-worker. His ’68 and $1,250 sealed the deal. The co-worker wanted Nelson’s six-cylinder pickup for its better fuel mileage. This was at the time of the Arab oil embargo and long gas lines. Nelson believed he was getting a good deal for the one-year old truck. The long gas lines soon became a footnote in history so he was proven right.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The ’72 C10 or Custom 10 became Nelson’s daily driver while he lived in South Texas. In 1979, he moved to Longview where he had a nearby farm. His son, Todd, and daughter, Jennifer, learned to drive in this truck though it was mainly used to pull a 16-foot gooseneck cattle trailer. In 1987 Nelson got out of the cattle business. He then stored the truck in a barn on his farm until he decided to freshen it in the mid-90s.</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjniO8RBBUivP3887eP96xud_uorVOOwRaX6HpYhDOzrrAac3M-wCZxi6nvPCUNQslELItF8KaYAiViJe1zz7Um16nYHF3XSiUDVpGm9pa0tM5fwG8f3qZYcU0ctOdJa2MQ2WGH8_GHxCM/s1600/11.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjniO8RBBUivP3887eP96xud_uorVOOwRaX6HpYhDOzrrAac3M-wCZxi6nvPCUNQslELItF8KaYAiViJe1zz7Um16nYHF3XSiUDVpGm9pa0tM5fwG8f3qZYcU0ctOdJa2MQ2WGH8_GHxCM/s320/11.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Nelson traded an Opel GT for a repaint of his Custom 10. He was fortunate that at this time, GM began producing the woodgrained moldings again so he was able to replace the faded ones on his truck. Other than the repaint and trim replacement, Nelson has added chrome bumpers (the original front one was painted white while the rear was silver), a cigarette lighter (to use as a electrical port), replaced the timing chain, reupholstered the seats in their original pattern, and substituted a LMC radio for the original AM unit. Since its mild restoration, this 133,000 actual mile Chevrolet Custom 10 has needed only routine maintenance.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWv6h3rq9Rdg_n0JLHMUg6PQ5JEWEGrQAek0iD0Ga5LH2N1dJOELGxJdxr4wcn4eMqidvlo7U_xvLK7JI0GqwXQGKI8ZwaGzwC8Ihp0cDCbkPDNQFgAi-BTagmtkaAmyBZMvFWKbM9-_k/s1600/04.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWv6h3rq9Rdg_n0JLHMUg6PQ5JEWEGrQAek0iD0Ga5LH2N1dJOELGxJdxr4wcn4eMqidvlo7U_xvLK7JI0GqwXQGKI8ZwaGzwC8Ihp0cDCbkPDNQFgAi-BTagmtkaAmyBZMvFWKbM9-_k/s320/04.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The feature truck was purchased new by a Sugarland, Texas resident from City Chevrolet in Edna, Texas on September 16, 1972 which of course was very near the end of the model year. It came equipped with a 350 4-bbl. Turbo Hydra-Matic, AM-radio, and heavy-duty radiator, and of course the red and white two-tone paint.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">In addition to his children learning to drive in his truck, Nelson has other fond memories associated with it. He recalls his parents riding in the Chevy on occasion; in fact, his mother noted that it rode “well for a truck.” Nelson agrees. He says the 1967-72 Chevy pickups marked the “beginning of the modern truck as they moved more toward luxury. They rode exceptionally well.” Still, the popularity of these trucks came as a surprise to Nelson. “At one time it was just an old truck. I had no idea it would get any notoriety.” Well it may have been “just an old truck” at one time, but now it is a classic Chevy well suited for a story here!</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ_CXVeJfJ19iC1iaTDUdmq_PvbWFtV21JAjk2r6nU4qFjtZoA_0ZZ2LPoF8yUYiYZjxcp9S1ghhaFZrV0fppzc85uRaZYmMOgQv1CbStylVjzSSmqhyphenhyphenfm1shLSayVMw2WSAW9KCEohrY/s1600/02.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a></div><div style="color: #cc0000; text-align: left;"><br />
</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-68524276870893381432011-06-15T23:56:00.001-05:002016-02-24T22:50:36.090-06:001961 Buick Convertible Top Design Concept<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEicLm3gOQbCL-BKRcrT1KiJPGuPUvTtPfI9MnioVAtMGuvx37fM4wKx66_-kvO4SyG6V3bi9_Z-uCWUvHGLJEaKJwF18GZYHImUqM-m4vLUxBrf9wnU0Qn8YF1zmR8TeLRVWld6UAO-lL8/s1600/Untitled-1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEicLm3gOQbCL-BKRcrT1KiJPGuPUvTtPfI9MnioVAtMGuvx37fM4wKx66_-kvO4SyG6V3bi9_Z-uCWUvHGLJEaKJwF18GZYHImUqM-m4vLUxBrf9wnU0Qn8YF1zmR8TeLRVWld6UAO-lL8/s1600/Untitled-1.jpg" /></a></div>
<div style="text-align: center;">
<span style="font-size: large;"><b><br />
</b></span></div>
<div style="text-align: center;">
Text by David W. Temple</div>
<div style="text-align: center;">
Photos from author's collection</div>
<div style="text-align: center;">
</div>
<div style="text-align: left;">
</div>
<div style="text-align: left;">
<br /></div>
<div class="MsoNormal" style="line-height: 150%; text-indent: .5in;">
Styling was the number one factor in selling cars in the 1950s and 1960s. Its importance justified the countless man-hours expended on a variety of ideas. Thinking outside the box was job one at GM Design.</div>
<div class="MsoNormal" style="line-height: 150%; text-indent: .5in;">
With that in mind consider this idea for a fashionable convertible top. Was it a good idea or a bad one? Regardless of one’s personal taste, beauty was and always will be in the eye of the beholder. In this case the beholder was evidently expected to be a woman.</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYCAQGe-Q3mfoEd_G9JbjkcoYURgPmYWaYW35T4arFVd7gX_VwH47IDyuXBzTzCMBkamBgH47EP73Uvd-i9E2yOp08jljRbUODwdLceDKmbcqwHZcwoGrh8H_PRd5aSdBTnHXZKe75xaY/s1600/C786-0024+-+1961+Buick+Electra+225+Convertible.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYCAQGe-Q3mfoEd_G9JbjkcoYURgPmYWaYW35T4arFVd7gX_VwH47IDyuXBzTzCMBkamBgH47EP73Uvd-i9E2yOp08jljRbUODwdLceDKmbcqwHZcwoGrh8H_PRd5aSdBTnHXZKe75xaY/s320/C786-0024+-+1961+Buick+Electra+225+Convertible.jpg" width="251" /></a></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyk84xI9m4l8SRtnz3N6WtjaQ-TKQwBmgP2zK3rbgtST1Km2K2lSNo8w62Ju-iSdASxYGTjX1YNt5b6Px7AMACQorqVyr1wj13iQAqlispsZJYL2XCtiqjgv8QvhazX8Pn5B4TXWAP_Wc/s1600/C786-0008+-+1961+Buick+Electra+225+Convertible.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiyk84xI9m4l8SRtnz3N6WtjaQ-TKQwBmgP2zK3rbgtST1Km2K2lSNo8w62Ju-iSdASxYGTjX1YNt5b6Px7AMACQorqVyr1wj13iQAqlispsZJYL2XCtiqjgv8QvhazX8Pn5B4TXWAP_Wc/s320/C786-0008+-+1961+Buick+Electra+225+Convertible.jpg" width="251" /></a></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv_dAfmgObZX2jamhMHv0kU0VNZJs-P7WzmURa7Q182gz_7WAoJE1ofgJPkaPzDgTCYzOoO3xklM7tq_dLdsG8EmwxT5b1PuF2N3daUI_igL-CW-KQb8Hud410OegUE198_XgbyvsvjPU/s1600/C786-0034+-+1961+Buick+Electra+225+Convertible.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv_dAfmgObZX2jamhMHv0kU0VNZJs-P7WzmURa7Q182gz_7WAoJE1ofgJPkaPzDgTCYzOoO3xklM7tq_dLdsG8EmwxT5b1PuF2N3daUI_igL-CW-KQb8Hud410OegUE198_XgbyvsvjPU/s320/C786-0034+-+1961+Buick+Electra+225+Convertible.jpg" width="320" /></a></div>
<div class="MsoNormal" style="line-height: 150%; text-align: left; text-indent: 0.5in;">
Whether this was a serious proposal for production or for a series of show cars is not known. In the '60s, Bill Mitchell was the head of GM Design, so this was done under his watch. Other than the obvious, the author has no other information on the convertible top fabric ideas; these were not real convertible tops, but rather cloth stretched over what was likely a fiberglass form.<span style="font-family: "times new roman"; font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: inherit; line-height: 150%; text-align: left; text-indent: 0.5in;">
<span style="font-size: 12pt;">Can any reader provide some additional details?</span><br />
<div style="text-align: left;">
<span style="font-size: 12pt;"></span></div>
<a name='more'></a><span style="font-size: 12pt;">UPDATE February 2016... Facebook provides an answer... Facebook member Jeff Stork provided the answer regarding these unusual convertible tops. On his "Buick Town" page he stated that the late Blaine Jenkins, a designer for GM for many years, stated these tops were simply done "for fun." Thus, they were not a serious proposal for production. Too bad, I think a couple of them might have been popular.</span></div>
</div>
DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com3tag:blogger.com,1999:blog-6899988930330802218.post-69114600181511359812011-06-04T01:02:00.003-05:002011-06-09T13:58:31.994-05:001953 Cadillac Eldorado<div dir="ltr" style="text-align: left;" trbidi="on"><div style="color: #b45f06; text-align: center;"><span style="font-size: large;"><b>The Gold Standard</b></span></div><div style="text-align: center;"> Text and Photos by David W. Temple</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3yhST1K9CwzfKZaKSpxufoBJXdhBmsFat1d9HnBv9nwAzq0MyvFGMEBK_MP3rcYXs-qJk2VIUBJbR_0txR0a6ebtE7UOhhQaO-BP3blrThqy515MPxFzYqmOAwA4M-J6ib3jGZ83yCpg/s1600/01-Lead+image+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3yhST1K9CwzfKZaKSpxufoBJXdhBmsFat1d9HnBv9nwAzq0MyvFGMEBK_MP3rcYXs-qJk2VIUBJbR_0txR0a6ebtE7UOhhQaO-BP3blrThqy515MPxFzYqmOAwA4M-J6ib3jGZ83yCpg/s400/01-Lead+image+2.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: none; mso-pagination: none; text-autospace: none; text-indent: .4in;">The first four years which followed the end of World War II were important ones for Cadillac. In 1947, they outsold Packard for the first time since 1934 (and continued to do so from that point onward), the 1948 models began a styling fad that would last throughout the decade of the ‘50s and into the early ‘60s, and then with the ‘49s came Cadillac’s advanced overhead valve V-8; it arrived just in time for the start of the post-war horsepower race. Such credentials helped solidify Cadillac’s image of being the “standard of the world” as they had long claimed to be.</div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: none; mso-pagination: none; text-autospace: none; text-indent: .4in;"> The tail-finned Cadillac began to take shape during 1939. During this time Harley Earl and his team received an invitation to Selfridge Air Force Base to view one of the newest and most advanced fighter planes of the day, the P-38 Lightning. General Motors’ connection to the P-38 was their Allison Division which built the engines for the Lockheed-designed plane. The twin boom fighter aircraft later proved its worth in the skies over Germany, Burma, and the South Pacific during the second world war. Beyond its importance to the Allied war effort, the plane has the distinction of being the inspiration for the tail fin craze that consumed the Detroit auto industry and car buyers for many years.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVhBZy66RBoggQ0Dt3BK8u636PJHye-5z7FkmR2NNSyZV5_DvKLEycCj4qviHSL3Oi-9s8Y2a3qUh-SyUOHuw2O20_xKBhVrLNaz_p17vRrEK1qAGX-7zXmO19DstLfHn0w-LIYp-3qSs/s1600/10.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVhBZy66RBoggQ0Dt3BK8u636PJHye-5z7FkmR2NNSyZV5_DvKLEycCj4qviHSL3Oi-9s8Y2a3qUh-SyUOHuw2O20_xKBhVrLNaz_p17vRrEK1qAGX-7zXmO19DstLfHn0w-LIYp-3qSs/s320/10.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Harley Earl, the VP of GM Styling and his team of stylists made the cars of GM look exciting and thus desirable. In particular, a Cadillac was something to which to aspire because in the eyes of many it made a statement like no other automobile could. It said of its owner, “I have arrived at the top.” However, there were a few Cadillacs that made that statement a little more boldly. A limousine, the two-door hardtop Coupe de Ville, and a Series 62 convertible said so a bit more clearly. There was one more way that surpassed these beginning in 1953 – the Eldorado.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The first Cadillac Eldorado (actually the El Dorado – two words – and named for the legendary lost city of gold) was a prototype built for display on the 1952 show circuit . It was shown with two other prototypes, the Buick Skylark and Oldsmobile Fiesta. All three went into limited production the following model year.</div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;">Cadillac presented its new production Eldorado at the 1953 General Motors Motorama, a traveling exhibition featuring concept cars and the current crop of cars available from GM. The first production Eldorado, painted Artisan Ochre, premiered at the GM Motorama’s opening show at the Waldorf-Astoria in January, while the fifth and sixth production Eldorados, both painted Azure Blue, were used as GM Motorama display cars, too. Eldorado number two was also used as the Inaugural Parade Car for President Elect Dwight D. Eisenhower in 1953.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCwiuAsvRSehk-3GslAJKJ4Tl6lgltOzxB8ZD6Z9TPK9WlSECAgp3pDjGSUNQVfGt6GsomHJqGxINKa3JjyjwC-RoQGV73hyphenhyphenB7xHk_tU6BG_-9yzI2ZNNsXqroCq6KlI26HjDqTCJn024/s1600/Untitled-1.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="214" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCwiuAsvRSehk-3GslAJKJ4Tl6lgltOzxB8ZD6Z9TPK9WlSECAgp3pDjGSUNQVfGt6GsomHJqGxINKa3JjyjwC-RoQGV73hyphenhyphenB7xHk_tU6BG_-9yzI2ZNNsXqroCq6KlI26HjDqTCJn024/s320/Untitled-1.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;">The virtually hand-built Eldorado featured a wraparound windshield, deep downward curves along the top of the doors (the so-called “Darrin dip” named for the stylist Howard “Dutch” Darrin), chrome-plated wire wheels, padded dash, special leather upholstery, and a white or black Orlon (a shiny synthetic fiber) convertible top that when down was completely concealed underneath a nearly flush-fitting cover. Only the drivetrain, front fenders, quarter panels, deck lid, and floor pan were shared with the other Cadillacs in the lineup; even the dashboard was different so as to fit the dogleg created as a result of the wraparound windshield. This latter item did not interchange with the wraparound windshield of the Olds Fiesta, thus making it a unique component of the Eldorado. The special bodied cars were lower than the regular Series 62 convertible; road clearance and overall height was one inch and three inches less, respectively. Extensive use of lead was required in building these cars and no two were exactly alike – a consequence of handmade modifications.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVdbq_hwIt0ePG0BlaTrH_FAOa3esTtaBohPtOTiedKV5c16BSp3AZjO7SL3A0RB_Xkq2q85jMG_4PMoTZFsuYYsmw0HDyP8iPyy1kegGYauatJP9wIYVgRxVnLnNg3bFdSWkQRSd_V-A/s1600/93.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVdbq_hwIt0ePG0BlaTrH_FAOa3esTtaBohPtOTiedKV5c16BSp3AZjO7SL3A0RB_Xkq2q85jMG_4PMoTZFsuYYsmw0HDyP8iPyy1kegGYauatJP9wIYVgRxVnLnNg3bFdSWkQRSd_V-A/s200/93.jpg" width="200" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Additional standard equipment for the limited production Eldorado included Hydra-Matic transmission, power windows and seat, power steering, heater, wide whitewall tires, fog lights, signal-seeking pre-selector radio, windshield washer, oil filter, license plate frame, and outside rear view mirror. Incidentally, a fire at GM’s Hydra-Matic transmission plant in August 1953 resulted in the top-of-the-line Eldorado and Series 75 limousine receiving priority for the Hydra-Matic while other automatic transmission-equipped Cadillacs got Buick’s Twin-Turbine Dynaflow. Very few options and accessories were needed for the well-equipped 1953 Eldorado. Two factory-installed options were offered – E-Z-Eye tinted glass, and “Autronic Eye” automatic headlight dimmer. An Eldorado-specific spotlight kit and door-edge guards were accessories offered by the dealer.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhx-Z4Q4yYhazTjrO6bsDV6A5fgRjkYRh-Ci_l5xU1ObsIvmpbAkhMigzkJbj0V6fofEdRoUtN6mM9WQkM9YRqlZhE6BvnO5UlgOknAqNTGFPs5n4BM2EBPZsIIs4Xp_S_-xjtMiCRd46s/s1600/71.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhx-Z4Q4yYhazTjrO6bsDV6A5fgRjkYRh-Ci_l5xU1ObsIvmpbAkhMigzkJbj0V6fofEdRoUtN6mM9WQkM9YRqlZhE6BvnO5UlgOknAqNTGFPs5n4BM2EBPZsIIs4Xp_S_-xjtMiCRd46s/s320/71.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;">Though some 1953 Eldorados today are equipped with a Continental kit, they were not offered as a factory option or dealer accessory. Air conditioning was not available on Eldorado convertibles until 1956, though a few 1953 Eldorados have been retro-fitted with A/C.</div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;">Not available at the time was power brakes. However, a power brake installation kit (part #146 2266) for retrofit became available for the ’53 Eldorado and other Cadillacs (1950-53) the following model year.</div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;">List price for the 1953 Eldorado is often quoted as having been $7,750, though there seems to be no surviving dealer-to-customer invoice to support the claimed figure.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJiikk_J6iW1sYX6TWACzbQLK9VPdQVBXiUx3fY1FHARbLxnsO3Zi5on5TkPVCcvT9hrt-TKfB-uWw8Dzd-tH0QywcC8LAv62xpi2HhOQYqV95Or93mUlPsWJnPuGAr3qwapGaVwF21qw/s1600/Untitled-2.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="215" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJiikk_J6iW1sYX6TWACzbQLK9VPdQVBXiUx3fY1FHARbLxnsO3Zi5on5TkPVCcvT9hrt-TKfB-uWw8Dzd-tH0QywcC8LAv62xpi2HhOQYqV95Or93mUlPsWJnPuGAr3qwapGaVwF21qw/s320/Untitled-2.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;"><b><span style="font-weight: normal;">One could argue the 532 1953 Eldorados built were prototypes of the 1954 Eldorado. The latter shared all of its body components with other Cadillacs making it much less costly to build, thus substantially lowering its retail price.</span></b></div><div class="MsoNormal" style="line-height: 150%; mso-pagination: none; text-indent: .4in;"><b><span style="font-weight: normal;">Today, the exclusivity of the 1953 Eldorado makes it one of the most desired and valuable cars of the 1950s. Examples rated in number one or two condition sell well into the six-figure dollar range. The low production and unique components of the ’53 Eldorado also means replacing damaged or missing parts will most often be expensive. Replacing body components such as doors will usually require more than the usual amount of body work due to the hand-built qualities of such parts. Eldorado parts cars are either non-existent now or are very nearly so. Owning a 1953 Eldorado was for the wealthy in 1953; nearly six decades later, the same is true.</span></b><span style="font-family: "Times New Roman"; font-size: 12pt;"> </span></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUsqVTfQhyqYiF8dLukaAM5AE-Xmz877OVzIkRr_AxmtrC2c-3Z9R1hh1tYIdmFu-ywA5SYZAVAcM7uTWYBcPMK54sT6rolYC2-W_x358y3QYiBhWZ-x4cQDtcd6rY9PDH1eGsyFpG4M8/s1600/21.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUsqVTfQhyqYiF8dLukaAM5AE-Xmz877OVzIkRr_AxmtrC2c-3Z9R1hh1tYIdmFu-ywA5SYZAVAcM7uTWYBcPMK54sT6rolYC2-W_x358y3QYiBhWZ-x4cQDtcd6rY9PDH1eGsyFpG4M8/s320/21.jpg" width="320" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: 0.4in;"><span style="font-family: "Times New Roman"; font-size: 12pt;">The 1953 Eldorado shown here was owned by Ronnie and Linda Branch of </span><span style="font-family: "Times New Roman"; font-size: 12pt;">Weatherford</span><span style="font-family: "Times New Roman"; font-size: 12pt;">, </span><span style="font-family: "Times New Roman"; font-size: 12pt;">Texas</span><span style="font-family: "Times New Roman"; font-size: 12pt;"> at the time of the photo session. The car has since been sold to another collector also living in </span><span style="font-family: "Times New Roman"; font-size: 12pt;">Texas</span>.</div><span style="font-family: "Times New Roman"; font-size: 12pt;"></span><br />
<div style="text-align: left;"><br />
</div><div style="text-align: center;"><br />
</div><div style="text-align: center;"><br />
</div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-27619673741172070322011-05-31T14:08:00.004-05:002017-11-18T16:54:04.793-06:00<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="separator" style="clear: both; text-align: center;">
</div>
<div style="text-align: center;">
</div>
<br />
<div style="text-align: left;">
</div>
</div>
DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com0tag:blogger.com,1999:blog-6899988930330802218.post-53960876360494699642011-05-28T23:06:00.000-05:002011-05-28T23:06:59.674-05:001965 Oldsmobile Cutlass<div dir="ltr" style="text-align: left;" trbidi="on"><div style="text-align: center;"><span style="color: white;"></span><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><b><span style="font-size: large;"><span style="font-family: "Times New Roman";">Action Leader of the Low-Price Field</span></span></b></div><div style="text-align: center;"><span style="font-family: "Times New Roman"; font-size: 12pt;">Text and Photography by David W. Temple</span></div><div style="text-align: left;"><span style="font-family: "Times New Roman"; font-size: 12pt;"><br />
</span></div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU7MbHCtf77i0GCIZ44kWBfEhsPpxA0nTU1i6c99N2CCtQOaFZLWWFgQWNCB6uAGI2J4tvkWtRt9ePcWiTmh0MSQzDUDa2IXAvwnzOzCvsgf92BRbFO0uXkIjPLnxtIOi1yChzZiai1uk/s1600/06.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgU7MbHCtf77i0GCIZ44kWBfEhsPpxA0nTU1i6c99N2CCtQOaFZLWWFgQWNCB6uAGI2J4tvkWtRt9ePcWiTmh0MSQzDUDa2IXAvwnzOzCvsgf92BRbFO0uXkIjPLnxtIOi1yChzZiai1uk/s400/06.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if !mso]><img src="http://img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style>
st1\:*{behavior:url(#ieooui) }
</style> <![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> <div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt;"><span style="font-size: x-small;">This Cutlass, painted Provincial White, was owned by Bob Lorenz, Sr. of Longview, Texas at the time it was photographed. The car is equipped with the 260hp 330 V-8, automatic transmission, power steering, power brakes, air conditioning, radio, console, wire wheel covers, light package, and tachometer.</span></div></td></tr>
</tbody></table><div style="text-align: left;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if !mso]><img src="http://img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style>
st1\:*{behavior:url(#ieooui) }
</style> <![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> </div><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: none; mso-pagination: none; text-autospace: none; text-indent: .4in;">Oldsmobile’s first use of the Cutlass label occurred when they applied it to a sporty two-seater Motorama show car in 1954; inspiration for the monogram came from a Navy fighter plane of the day. In 1962, the designation was used again on a six-passenger compact coupe and convertible in the F-85 series which itself had debuted the previous year in response to the growing foreign import compact car market. Standard equipment for the new Cutlass included the 185hp“Rockette” aluminum block V-8 which represented the second most potent engine available in the F-85 series. The top-of-the-line in the F-85 series, the Jetfire, had an exclusive turbocharged version generating 215hp. Olds’ larger displacement 394 was reserved for their full-size cars. Also offered for the F-85 Standard and Deluxe models was an overhead valve, cast-iron V-6 displacing 225 cubic inches. After the 1963 model year the aluminum V-8 (as well as the turbo) was replaced by a more conventional cast iron small block, but the V-6 remained in use through 1966.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0KOucMWWVWX6VCC1HEnij_pJoNSrWUUyPCtAIY24pPH6PhIcj7bvRGmZEWMAnGB6tfKxVcFwJ_HFZcqZPTvAU-LYnUZcdl7C6k6BUKQvbOVSVQfkKiQPo_hXCDMktKqEyTxigh81oXpg/s1600/35.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0KOucMWWVWX6VCC1HEnij_pJoNSrWUUyPCtAIY24pPH6PhIcj7bvRGmZEWMAnGB6tfKxVcFwJ_HFZcqZPTvAU-LYnUZcdl7C6k6BUKQvbOVSVQfkKiQPo_hXCDMktKqEyTxigh81oXpg/s320/35.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><span style="font-size: x-small;"><span style="font-family: "Times New Roman";">A 250hp 330 V-8 was standard in the Cutlass, but this one is powered by the optional 260hp version.</span></span></td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: none; mso-pagination: none; text-autospace: none; text-indent: .4in;">Not only did Oldsmobile replace their aluminum engine they also trotted out a new body design for their F-85 series. No longer was it a compact. Instead, management opted for an intermediate size body in response to Ford Motor Company’s great success selling their intermediate 1962 and 1963 Fairlane series. Base prices for the F-85 lineup in ’65 ranged from a low of $2,344 (two-door Standard Club Coupe with V-6) to $2,983 (Cutlass convertible) making them very competitive within the price range of the Fairlane 500.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhleTiUsw_2n1tZ0LDOkPtpmr9woYYnfIZUUv8VDzf9NIFzu8LxJzTfGp40HXwoUxXL2UtUx3_tAV0WwbyelFWAivHpRVX-TTh8zqee78xxsAQXtw1fJGIPFe4psL-fVdHpWJ6AyruP8Qg/s1600/45.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhleTiUsw_2n1tZ0LDOkPtpmr9woYYnfIZUUv8VDzf9NIFzu8LxJzTfGp40HXwoUxXL2UtUx3_tAV0WwbyelFWAivHpRVX-TTh8zqee78xxsAQXtw1fJGIPFe4psL-fVdHpWJ6AyruP8Qg/s400/45.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><span style="font-size: x-small;"><span style="font-family: "Times New Roman";">Bucket seats were standard issue on the V-6 powered F-85 Deluxe Sports Coupe and the F-85 Cutlass. Vinyl upholstery was also standard for these models. </span></span></td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; mso-layout-grid-align: none; mso-pagination: none; text-autospace: none; text-indent: .4in;">Competition of another matter was on the minds of auto manufacturers during this time – professional racing. During the late ‘40s and ‘50s, racing became a popular sport and auto manufacturers backed racecar drivers because winning was good advertising. In mid-1957, however, the Automobile Manufacturers Association passed a ban on factory-backed racing activities. The move was intended to alleviate the undesirable attention of politicians in the federal government who were beginning to blame the way cars were made and advertised for the rising highway death toll. Many manufactures simply ignored the ban and hid their support. The Pontiac Division remained especially active in racing. Some GM executives did not like what was happening. Early in the ’63 model year, the edicts of no more clandestine support for racing and of placing smaller engines in small cars and larger engines in full-size cars became the official policy at General Motors. Specifically, no engine displacing more than 330 cubic inches was to be installed in the intermediate cars and that was exactly the displacement of the new Olds small block V-8. That presented a problem for those in charge at Pontiac. In order to maintain their racing image with the younger buyers, someone had to determine a way to get around the corporate policy. Pontiac ad executive Jim Wangers and Pontiac engineer John DeLorean did just that by creating the GTO option package for the intermediate-sized Tempest which included among other things a 389 V-8 – the same displacement engine reserved for the full-sized cars like the Bonneville. Corporate policy was not violated because the GTO was not a cataloged model – a nice loophole then and a nice one for musclecar enthusiasts today! The success of the arrangement kept the fuddy-duddy executives from being too unhappy over the sly maneuver. Olds was then free to offer an option package they dubbed 4-4-2 for their intermediate F-85 lineup; the name meant four-barrel carburetor, four-speed manual transmission, and dual exhausts. Even the four-door models could get the option though only ten were ordered with it. The 4-4-2 became available late in the 1964 model year as a “police pursuit” package (option code B-09) consisting of a high-output engine and a heavy-duty suspension. Though smaller in displacement than the Pontiac 389, the 4-4-2’s engine was certainly no lightweight. The 330 that came with the option provided a 310 horsepower punch and 0-60mph acceleration in just 7.5 seconds. Its basic design would be used for the later 425 and continue in 350 and 403 cubic-inch displacements into the ‘80s.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhptHvJNAJfqhs7mfUIOivL5FmpxPppvEP5GN7EV3ueSTPDDvRlkpqppl0oo85w8aanZYrCX4peaJ1J_MsNG3f5OQXG8Vv7NIJ3jj_Plg3MGDx-NtmEWbdsaOs5WB6Joz6dXHs4-FukEmE/s1600/13.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhptHvJNAJfqhs7mfUIOivL5FmpxPppvEP5GN7EV3ueSTPDDvRlkpqppl0oo85w8aanZYrCX4peaJ1J_MsNG3f5OQXG8Vv7NIJ3jj_Plg3MGDx-NtmEWbdsaOs5WB6Joz6dXHs4-FukEmE/s400/13.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Styling and mechanical revisions naturally emerged for the 1965 model year. Minor styling updates for the F-85 series included a modified grille and a 4-4-2 exclusive simulated air scoop ahead of the rear wheels. Furthermore, Olds limited the 4-4-2 option to the F-85 two-door V-8 models composed of the Standard, Deluxe, and of course, the Cutlass versions. The exciting 4-4-2 package of course received the spotlight in the motoring press thanks in part to a new 400cid rated at 345hp. (The new engine, incidentally, now meant 4-4-2 stood for 400 cubic inches, four-barrel carb, and dual exhausts.) However, for those wanting a sporty and luxurious car, but did not care to indulge in stop light-to-stop light grand prixs there was an alternative – the Cutlass powered with a more tame 330 rated at 250hp. Its mild performance came via a single two-barrel carburetor and 9.0:1 compression. Also, in between the base 330 V-8 and the 4-4-2’s 345hp engine was an optional 260hp 330 with a Rochester Quadrajet and 10.25:1 compression.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZerAYR_ziIALWUAXEzCEOwS_c5oQb4IXqMGPbwDvj4OgOdjZ6kjLg-4JManGfpcioP3XNyxw9XspDFM1U4S-fn8huyjGPrYfiHuHc2Q4CrjZRc_I5u2B4YRY8WoCW9566nNPQo8R3mEQ/s1600/23.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZerAYR_ziIALWUAXEzCEOwS_c5oQb4IXqMGPbwDvj4OgOdjZ6kjLg-4JManGfpcioP3XNyxw9XspDFM1U4S-fn8huyjGPrYfiHuHc2Q4CrjZRc_I5u2B4YRY8WoCW9566nNPQo8R3mEQ/s320/23.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><span style="font-size: x-small;"><span style="font-family: "Times New Roman";">Wire wheel covers with the two-bar spinner were added by the owner during the partial restoration of the Cutlass. They definitely add some spiffiness to the appearance of the car.</span></span></td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Any two-door F-85 Cutlass with the right optional equipment was visually as sporty as the 4-4-2; only the enthusiast and the Olds dealer would notice the difference which was limited to the 4-4-2 badges mounted on the grille, fenders, tail light panel, and dash as well as the fake air scoop ahead of the rear wheels and a console between the bucket seats. However, bucket seats were standard on the Cutlass and a console with or without a tachometer could be specified for extra dollars. Options offered on the more powerful and more expensive 4-4-2 equipped Cutlass such as wire wheel covers with a two-bar spinner and a four-speed manual transmission were also available on cars without the 4-4-2 package. Such was why Olds advertised the F-85 as the “Action Leader of the Low-Price Field.” Of the 85,207 Oldsmobiles wearing the Cutlass name for the 1965 model year, 46,138 were two-door hardtops like the one shown here; barely over 25,000 F-85s were equipped with the 4-4-2 package.</div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8xoF_cm1yXtf1WaxKXQwItMwD6wsnS1K_ViK6j0pC-xXbzAsg7ep5daLp7eZ8cCOXqYmJh7ijZBdB3JCkuPQ0lD1N1mobr8d931M3uZA9ltivaVvypsInkv_ZNRN_1VtSf14g4nEMAXc/s1600/54X.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8xoF_cm1yXtf1WaxKXQwItMwD6wsnS1K_ViK6j0pC-xXbzAsg7ep5daLp7eZ8cCOXqYmJh7ijZBdB3JCkuPQ0lD1N1mobr8d931M3uZA9ltivaVvypsInkv_ZNRN_1VtSf14g4nEMAXc/s400/54X.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> <div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt;"><span style="font-size: x-small;">The tilt steering wheel, console and tachometer on our featured F-85 Cutlass Holiday Hardtop were extra cost items.</span></div></td></tr>
</tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtGVIDoegQZ4azCrZF4iiUG75gNHo4_5_0WukiBv02cLjP9S__5sr5KkT1aBKnzL2QeblmW3C4SBAjv_aC4zh1G0GARv40c6wdJ4Qj4N9YV4oga6QBG3NOOcwp0jIGXF6shvQzUDyEx1U/s1600/57A.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtGVIDoegQZ4azCrZF4iiUG75gNHo4_5_0WukiBv02cLjP9S__5sr5KkT1aBKnzL2QeblmW3C4SBAjv_aC4zh1G0GARv40c6wdJ4Qj4N9YV4oga6QBG3NOOcwp0jIGXF6shvQzUDyEx1U/s400/57A.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--> <div class="MsoNormal" style="line-height: 150%; margin: 0in 0.1in 0.0001pt;"><span style="font-size: x-small;">The optional 6,000rpm tachometer is console mounted.</span></div></td></tr>
</tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCbxi9qf6GB-ekoa_M1K02LmgzdfSXvDZSpwB1AnryBfbp6gawZIK3PvkI_htX3AebhdNWZpPKDhN0OHpwEJ8XfhMWg-xeWxyOFXVT4hz5WpX2Df1Or-DReGhsDJp1Ei6UcYskAmSa-pQ/s1600/58.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCbxi9qf6GB-ekoa_M1K02LmgzdfSXvDZSpwB1AnryBfbp6gawZIK3PvkI_htX3AebhdNWZpPKDhN0OHpwEJ8XfhMWg-xeWxyOFXVT4hz5WpX2Df1Or-DReGhsDJp1Ei6UcYskAmSa-pQ/s400/58.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 10]> <style>
/* Style Definitions */
table.MsoNormalTable
{mso-style-name:"Table Normal";
mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0;
mso-style-noshow:yes;
mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt;
mso-para-margin:0in;
mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan;
font-size:10.0pt;
font-family:"Times New Roman";}
</style> <![endif]--><span style="font-size: x-small;"><span style="font-family: "Times New Roman";">An AM radio is one of several options on this 1965 Cutlass.</span></span></td></tr>
</tbody></table><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">Standard equipment for the Cutlass other than the 250hp 330 V-8 was comprised of a three-speed manual-shift transmission, deluxe steering wheel, padded dash, carpeting, heater/defroster, front seat belts, bucket seats, vinyl upholstery, and 7.35x14 tires. Extra-cost options and accessories included air conditioning, tilt steering wheel, power steering, power windows, radio, power antenna, automatic transmission, cruise control, and a positive traction rear end.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">The 1965 Olds F-85 Cutlass Holiday Hardtop shown on these pages was owned by Bob Lorenz, Sr. of Longview, Texas at the time it was photographed. It has changed ownership at least twice since then. Bob first spotted the Cutlass while driving from Longview to Shreveport, Louisiana. While nearing Shreveport along I-20 he noticed the car sitting in a garage at a house along the access road. Coincidentally, two weeks later an attorney settling an estate called Bob at his auto restoration shop, R&R Restoration. The attorney was seeking an approximate valuation and a lead on a potential buyer for a 1965 Cutlass. In little time, Bob realized the attorney was asking about the very car he saw near the Texas-Louisiana border! He then proceeded to arrange for an appointment to inspect the Cutlass. Bob learned it had come from a private collection in Gonzales, Texas in the 1980s and had just recently been nicely repainted in its original shade of Provincial White. The black vinyl interior needed little to return it to factory fresh. Additionally, the Olds was well equipped in having the 260hp 330 V-8, automatic transmission, air conditioning, remote control outside rear view mirror, tilt steering wheel, power brakes, power steering, radio, console, and 6,000rpm tachometer. A deal was soon made which transferred ownership to Bob.</div><div class="MsoNormal" style="line-height: 150%; text-indent: .4in;">During a span of roughly one year, Bob and his son Bobby, color sanded and buffed the paint, buffed the stainless trim, detailed the engine compartment, dyed the headliner, and replaced the carpeting, package shelf, and arm rest bases. In addition, the drivetrain got new seals and the undercarriage was cleaned.<span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> </span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVGqWwKqt1jP6fk7Xoj8N-W9C_9FdoJyTqwlMlObJcrSTLf-meM3jCzXEPAxcj0qIdgFdjZ_upKNJdTSYkIeG1pP9pTlWQeTMTh79VAaTrdVfwk3x20GKZ7HZoXU7AYJ9t3HqtbQrCx10/s1600/07.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVGqWwKqt1jP6fk7Xoj8N-W9C_9FdoJyTqwlMlObJcrSTLf-meM3jCzXEPAxcj0qIdgFdjZ_upKNJdTSYkIeG1pP9pTlWQeTMTh79VAaTrdVfwk3x20GKZ7HZoXU7AYJ9t3HqtbQrCx10/s400/07.jpg" width="400" /></a></div><div class="MsoNormal" style="line-height: 150%; text-indent: 0.4in;"><span style="font-family: "Times New Roman"; font-size: 12pt;">Though over 46,000 Cutlass two-door hardtops were built for ’65, few like this one exist today. Those that did survive over the decades have often served as parts cars for the more collectible and rare </span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">4-4-2</span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> equipped examples or have become </span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">4-4-2</span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> clones. The allure of the </span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">4-4-2</span><span style="font-family: "Times New Roman"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> is clearly understandable, but the opportunity to present this car to the reader was viewed by us as a chance to show something much more typical of the ‘60s. Valuations of musclecars today tend to obscure the fact that the majority of buyers of the era simply could not afford the higher price of such models and the insurance premiums that went with them or simply were not interested in drag racing from stop light to stop light. Some just wanted a good looking, sporty, comfortable car such as the Cutlass to get them from point A to point B.</span></div></div>DWT_authorhttp://www.blogger.com/profile/02091481450549147194noreply@blogger.com5