I’m pretty sure that everyone reading this has interests beyond the world of automobiles. As both an observer of and participant in the news and information biz, it’s fascinating for me to see how a story in the automotive media will sometimes percolate into general news outlets, showing up on the front page, print or digital, of your local newspaper (if it’s still in business) weeks after you’ve read about it here at TTAC or at another car enthusiast or news site.
Posts By: Ronnie Schreiber
There were a couple of 1937 Cord 812s* for sale at RM Auctions’ sale held in conjunction with the 2014 edition of the Concours of America at St. John’s, the Detroit area’s member of the triumvirate of top-shelf car shows in North America (along with the Pebble Beach and Amelia Island shows). One was a restored four seat Phaeton that caught my eye because the exhaust pipes coming out of the engine compartment indicated that it was a supercharged model. While I was trying to get photos of the blower, mounted on top of the engine, between the cylinder heads, just below the carburetor, a consultant was pointing out to his clients all of the incorrect things about the restoration, from engine compartment parts that shouldn’t have been polished or chrome plated to the wrong radiator cap. Over on the other side of the tent was another ’37 Cord, this one a two passenger cabriolet, normally aspirated. (Read More…)
Carroll Shelby wasn’t the first person who thought of putting a powerful American engine in a British sports car. Sydney Allard did it more than a decade before Shelby made his first Ford powered A.C.E. and called it a Cobra. As a matter of fact, Shelby raced an Allard J2 in the early 1950s. So did Zora Arkus Duntov, whose ARDUN heads were equipped on the flathead Ford V8s that Allard fitted to UK domestic market J2s. Allard’s American customers generally preferred to buy cars without engines so their could fit their choice of high compression OHV V8s that were proliferating in the late 1940s and early 1950s. The most popular engine was the 331 cubic inch Cadillac V8, introduced in 1949. Actually Allard wasn’t the only British manufacturer with the idea of using American muscle in his performance cars. Donald Healey also wanted to use Cadillac engines in his sports cars and traveled to Detroit to buy them. A chance encounter while shipboard with a large man taking stereo photographs, though, changed those plans.
In his capacity as the former head of the MSP’s Traffic Services Section it was Lt. Gary Megge’s job to eliminate speed traps set up by local municipalities. A few years ago Megge told the Detroit News, “I’ve spent eight years in traffic services, and I was a crash reconstructionist for five years before that, so I’ve seen my share of fatal wrecks, and I can tell you: Deaths are not caused by speeding. They’re caused by drinking, drugs and inattentiveness. The old adage that speed kills just isn’t realistic. The safest speed is the speed that is correct for that roadway at a given time. A lot of speed limits are set artificially low.”
This car at first may look to you a lot like any other 1930s coupe, but it was one of the most influential cars of the era, impacting both the way that cars were styled and promoted. You see, in addition to setting the pattern for the way that General Motors’ cars (and their competitors’ cars as well) looked in the immediate prewar period, the 1936 Cadillac Aerodynamic Coupe was GM’s first production car that was based on what we now call a concept car. Back then, though, they were more likely to call those concepts “show cars”, and not only was the Aerodynamic Coupe GM’s first production car derived from a show car, that show car was the giant automaker’s first attempt at creating a one-off vehicle just for promotional purposes. It also represented the solidification of Harley Earl and his styling team’s important role in General Motors’ hierarchy and not so incidentally it helped Cadillac replace Packard as America’s preeminent luxury automaker. (Read More…)
It’s been years now since Honda introduced a new generation Acura NSX as a concept and it looks like it may take even more time to reach production since the prototype that was recently spotted testing at the Nurburgring circuit has been pretty much destroyed, apparently the victim of an engine compartment fire.
I was doing some legwork on a Reader’s Ride sort of thing that I’m hoping I’ll get to do with a Porsche 968. Time hasn’t treated the four cylinder front engined Porsches quite as well as it has the 928, and that, too, is kind of dismissed by Dr. P’s acolytes of the rear engined faith. You can buy a 968, the ultimate development of the 944 and a very nicely performing, exceptionally handling car, for less than a new Yaris or Versa will cost you and you can get a decent runner 944 for just a few thousand dollars. As for the 924, like the 914, it’s considered eine halbe Porsche. (Read More…)
Perhaps it’s appropriate that the term “collectible diecast” most often refers to detailed scale models of cars and trucks. After all, the industrial process of molding metal parts by forcing liquefied low-melting point metals into a die was known as “hydrostatic moulding” before Herbert H. Franklin reportedly coined the term “die casting”. Franklin, who started the first commercial die casting company in the world, was also the founder of the Franklin Automobile Company, the most successful American maker of cars with air-cooled engines. It was the money that Franklin made in the metal die-casting industry that allowed him, in 1901, to engage engineer John Wilkinson, who was the technical genius behind the Franklin cars, which stayed in production into the 1930s. I’ve been working on a post about Wilkinson and the Franklin cars, but right now let’s look at a couple of other brands of cars that wouldn’t have existed were it not for Franklin’s success with die-casting. Those ‘car’ brands are TootsieToy and Matchbox. It was TootsieToy that likely first made die-cast model cars and it was Matchbox that took them from being mere toys to being accurate scale models. (Read More…)
The Chevrolet Corvette may be outselling all of Porsche’s sports car models combined, but GM will still sell fewer Corvettes this year than the number of Chevy Cruzes they are likely to sell this month. You might think that one of General Motors’ lowest volume cars could not contribute much to the company’s bottom line, but the success of the 7th generation Corvette will mean hundreds of millions of dollars more in profit this year for the automaker. (Read More…)
A perennial candidate for most beautiful of all times lists is the Studebaker Avanti. It’s admittedly somewhat of a polarizing design since the Avanti also sometimes shows up on lists of the oddest looking or ugliest cars ever made. I’m in the former camp and think it’s a great looking piece of human creation, but I can understand those who think it looks a little funny. Perhaps that’s how it should be as the Avanti was created to get people’s attention for Studebaker, the last independent car company in America, which was quickly becoming irrelevant as its financials got worse and worse. Studebaker president Sherwood Egbert did what he could with limited resources and a board of directors that seemed determined to run the more than century old company into the ground. The Avanti was part of Egbert’s plan in the early 1960s to give Studebaker, a company with a dowdy reputation in consumers’ minds, a new image, a rebranding in today’s parlance. (Read More…)