Category: History

By on August 26, 2014

A while back, I stumbled upon the fact that while car enthusiasts may be entertained by talk of things like independent rear suspensions, dual overhead cams, and launch control, people in general (and that set includes the subset of car enthusiasts) like to read stories about people. I think you’ll like the story of Clovis “Mickey” Nadeau, his wife Betty and her 1968 American Motors AMX. Read More >

By on August 24, 2014

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There is news, at least partially confirmed by General Motors, that the Cadillac brand may expand its operations in New York City, moving some business functions from the RenCen in Detroit. It’s thought that moving some marketing, advertising and strategy functions to the Big Apple will add luster to GM’s luxury brand by separating it from the city of Detroit’s tarnished image, as well as make it easier to attract talent to those positions. Some people apparently have the notion that “Detroit” is this incredibly provincial and insular place and that the only way to thrive in the highly competitive  global automobile industry is to leave the Motor City behind, both figuratively and literally. That attitude, though, is nothing new, either outside Detroit or in the region. Also, the idea that the domestic car companies have been operated in Detroit by Detroiters, insulated from the rest of the country (and world) is contrary to the historical record. Read More >

By on August 19, 2014

If a law recently signed into effect by New York Governor Andrew Coumo had been on the books in the 1960s, it’s possible that the Mercury Cougar might have been named something else. In that alternative universe, the law would also have likely completely changed the direction of the Mercury brand in the 1960s and 1970s. A.9004/S.6903 prohibits exhibitors of big cats, lions, tigers, jaguars/panthers, and cougars (aka mountain lions), from allowing the public to have “direct contact” with the exotic animals. For the purpose of the law, direct contact includes both physical contact like petting or posing with the animal, proximity to it, as well as allowing photography without a permanent physical barrier between them, protecting the animal and the public. The bill was sponsored in the New York Assembly by Linda Rosenthal (D-Manhattan), an animal rights advocate. Somewhere, Chauncey the Mercury Cougar snarls. Read More >

By on August 13, 2014

You may find the idea that relatively obscure British sports car, with fewer than 16,000 made, could be the most inspirational or influential sports car ever a bit far-fetched, but I think a compelling argument can be made in the favor of the Lotus Elan. Yes, there were two seaters going back to the MG TC and even before that there were cars like the the Jaguar SS100. In many people’s minds the MGB defined 1960s era two seat roadsters, but was the B that much different from the Austin Healeys, the MGA, and the Jaguar XKs? An argument could be made that the Elan was the first modern sports car (putting aside the E Type Jaguar for the sake of argument) and it was introduced almost simultaneously with the MGB. Its contemporaries from MG and Triumph were primitive cars compared to the Elan. Read More >

By on August 10, 2014

The way the story goes, the idea for General Motors’ Parade of Progress sprang from the mind of Charles Kettering, GM’s vice president for research and the inventor of the first practical electric self starter for automobiles, as he walked through GM’s exhibit at the 1933 Century of Progress world’s fair in Chicago. Looking at the demonstrations of the science and technology used in his company, he thought, why not put the show on the road and take the displays to towns across America? Read More >

By on August 2, 2014

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.

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By on July 31, 2014

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The Pontiac Fiero is one of those cars that is forever showing up on lists. A simple on-line search finds that it’s one of the 100 worst cars ever built, one of the ten cars that should be avoided by tall people, one of the worst ever Indy 500 Pace Cars and, because of its poor sales, one of the 10 greatest automotive financial disasters of all time. Other lists, however, rate the little two-seater as one of the best sports cars of the 1980s, call it one of the ten unexpectedly best cars for tall people and even rank it as one of the best choices for future collectability. Oddly enough, the Pontiac Fiero also appeared on my own personal list of potential purchases a few months ago and, despite the fact that I ended up choosing one of its contemporaries, when I recently found a wonderful, low-mileage example at KC Classic Autos in near-by Kansas city, I knew I must see it. Read More >

By on July 27, 2014

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 >

By on July 18, 2014

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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 >

By on July 12, 2014

In looking at Henry Ford’s forays into the airplane and aviation industries we’ve touched on the story of William Bushnell Stout. Stout was the man behind Ford’s successful endeavor into aviation with the Ford Trimotor. Car enthusiasts, though, might be more familiar with the small run of Stout Scarab automobiles, said to be the “first minivans”. Stout introduced a few other other automotive firsts like air suspension and the use of composite bodies. How much of an innovator Stout was, as opposed to someone who saw value in the ideas of others and brought them to fruition, is open to debate. He was certainly respected by the engineering community, serving as president of the Society of Automotive Engineers. It’s undeniable, though, that Stout saw the promise, later fulfilled, of commercial passenger aviation, and while many of the Scarabs’ more prominent features can be called dead-ends, quite a few of the things that Stout built into his cars are probably present on the car or truck you drive. Read More >

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