History We ALL Love a DARE! PIX of TRULY Extinct Makes?

Holy Hanna, HJ, I know the MOON post is one I'm gonna read and re-read! Yes, just stick the Flying lady on there, and a lot of people would think you were in a Rolls! LOL Moon MUST have been watching Jordan's use of COLOR, too. All those aesthetics SOLD cars, even back then!!!!!

 

Oh! AND a bi-flex BUMPER, too! Jackpot!

 

Raymond Loewys '59 Cadillac

The 1959 Cadillac marked the zenith, so to speak, of Detroit's tailfins era.
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However, Raymond Loewy was underwhelmed by the '59 Cadillacs Styling, but presumably impressed with the engineering underneath. and so set about remedying the Cadillacs aesthetic differencies.

Laurence Loewy of Loewy Design writes:

"Dad hated monstrous fins and grilles. "Pichon and Parat of Sens, France were the coach-builders for Dad's '59 Caddy. In '57 they built the famous BMW 507. It was a small shop. Dad enjoyed doing some hands-on work to get his point across. I remember visiting the shop with Mom and watching Dad... taking a cutting torch to neuter the chrome-plated barge. He started with the giant fins and didn't stop until he cut off 150 lbs. of bulky chrome-plated extras."

"The Caddy was a light, grey-blue-green with a metallic luster and the roof was bone white. The design demonstrates that simplicity and elegance can be combined in a big car."

"The large, air-conditioned, chauffeur-driven car was a comfortable, excellent machine for touring Europe with Mom and Dad. As with many of Dad's creations, people would stop and nod at our car with smiles of approval. I welcomed the over-sized Caddy after being stuffed in the back of Dad's custom BMW 507. My father sold the '59 Caddy to a friend in Southern California who still owns it.

The above was written in 2002.

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Pictures courtesy of Laurence Loewy, Loewy Design

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Also written by Laurence Loewy in 2002;

"I reopened Loewy Design in 1998 to introduce a new generation to my father's body of good work. My first job was to design some modern area rugs for one of my father's old clients, Edward Fields Rugs. I had every intention of spending most of my days at the drawing board. However, since TIME Magazine's issue of 3-20-00, devoted to Modern Design and my father, I have had to devote the majority of my time to Raymond Loewy related projects such as exhibitions, books, screen projects, product endorsements and the Raymond Loewy Foundation..

"Current projects at Loewy Design include: Supporting the Raymond Loewy Foundation, http://www.RaymondLoewyFoundation.com. A major Loewy exhibition at the Hagley Museum in Wilmington, Delaware (Palm Springs held a Loewy exhibition in 2001.) Two Loewy inspired screenplays, "Streamlined" and a French documentary Two new Loewy books, a biography and a children's book The re issuing of "Never Leave Well Enough Alone" and "Locomotive" in 2002, ("Industrial Design was re issued in 2000".) The issuing of four new Raymond Loewy lithographs from his "Antipainting" series."

 

[November, 2004]: The Loewy car may have survived ...but where is it hiding ? Swedish auto enthusiast, Rikard Stenberg, saw an article about it in Sweden's Wheels magazine for October, 1987. That article said that the car was in a Costa Mesa, CA, dealership around 1977. It had been repainted from the original gray/blue/green metallic with white roof to gold metallic.

Evidentally was on ebay in 2005

Vehicle Description

Please read the entire description before bidding. Up for auction is THE 1959 Raymond Loewy Cadillac Coupe Custom Concept Car. It is 1 of 1 produced. Bodied by Pichon-Parat of Sens, France in 1959, and shown at several shows and Concours events in Europe circa 1959/1960. A historically significant and important piece of automotive history and an unrepeatable lifetime oppurtunity to own an original Raymond Loewy automobile. Possibly the only Loewy car in existence that is available for public sale, as most or all remaining known vehicles are firmly rooted in museums or prominent collections. First time ever to be offered for sale publicly.

HISTORY & PROVENANCE:

Purchased new in 1959 by design and styling legend Raymond Loewy and shipped to his coachbuilder, Pichon-Parat of France. After it's transformation, it was painted in light blue/green metallic paint with a white roof and used by Loewy and his family forEuropean trips. It returned to New York, thereafter, to Loewy's principal residence and eventually was relocated to his Palm Springs, California residence. After clocking up approximately 41,000 kilometers, it was sold to his next door neighbor in January of 1971, and was stored until approximately 1989 when it was sold to it's third owner-a European collector. It has just been released from this collection and is now available for sale. Raymond Loewy last drove this vehicle, with the original mileage of approximately 41,000 kilometers still unchanged.

CONDITION:

Highly original vehicle with the exception of a repaint in metallic gold, most likely by Loewy. Very good body with excellent shutlines on doors and trunk lid, although hood needs some re-alignment. Essentially rust free body with all important and unique trim parts and bodywork intact. Totally original mechanicals, last running in 1971. Complete and totally original interior. Overall, a very complete and highly original vehicle with reliable Cadillac running gears and chassis. Original Cadillac interior in very original order, with some components in excellent condition.

More detail pictures here;

http://jalopnik.com/393907/raymond-loewy-designed-1959-cadillac-eldorado-for-sale

 

Barrett-Jackson Lot: 1295 - 1959 CADILLAC COUPE DE VILLE RAYMOND LOEWY CUSTOM

<table border="0" width="100%"><tbody><tr><td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;">Lot Number: </td> <td style="vertical-align: top;"> 1295 </td> <td rowspan="12" style="text-align: right; white-space: nowrap; vertical-align: top;"> <script type="text/javascript"> function bookmarksite(title) { if (document.all) window.external.AddFavorite(location.href.replace("pop=1", "pop=0"), title); else if (window.sidebar) window.sidebar.addPanel(title, location.href.replace("pop=1", "pop=0"), "http://www.barrett-jackson.com") } </script>

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</td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Auction: </td> <td style="vertical-align: top;"> SCOTTSDALE 2010 </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Sale Price: </td> <td style="vertical-align: top;"> *$161,700.00 </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Year: </td> <td style="vertical-align: top;"> 1959 </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Make: </td> <td style="vertical-align: top;"> CADILLAC </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Model: </td> <td style="vertical-align: top;"> COUPE DE VILLE </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Style: </td> <td style="vertical-align: top;"> RAYMOND LOEWY CUSTOM </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Exterior Color: </td> <td style="vertical-align: top;"> GOLD/WHITE TOP </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Interior Color: </td> <td style="vertical-align: top;"> TAN </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Cylinders: </td> <td style="vertical-align: top;"> V8 </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Engine Size: </td> <td style="vertical-align: top;"> 390 </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Transmission: </td> <td style="vertical-align: top;"> AUTOMATIC </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Summary: </td> <td colspan="2" style="vertical-align: top;"> The 1959 Raymond Loewy Cadillac Coupe de Ville one-off custom concept car. 1959 Paris Auto Salon show car. Full restoration just completed. First time ever available in this condition. Signature Loewy automotive piece. Vehicle titled with engine number. </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top;"> Details: </td> <td colspan="2" style="vertical-align: top;"> Raymond Loewy, often referred to as the father of industrial design, is appreciated and respected for his legendary styling which demonstrated speed, beauty and simplicity. His motto "never leave well enough alone," was exemplified through his life and made him one of the most famous stylists of our time. His most well-known automotive design was the Studebaker Starliner and Avanti. Loewy's 1959 one-off Cadillac Coupe de Ville presented here was his own personal car from 1959 to 1970. It was purchased new and delivered to his coach builder Pichon-Parat of Sens, France where it was redesigned and transformed into this stylish and elegant coupe, then shown at the 1959 Paris Salon Auto Show. It was used by Loewy and his family in Europe, then shipped back to the States, where it spent time in New York and Palm Springs, California. In 1970, it was sold to Loewy's next-door neighbor, a car collector named Mimo Zaccuri, then was subsequently lost until its recent find a few years ago. This vehicle was discovered in a highly original state, showing approximately 41,000 kilometers, with all of its original and important parts complete and intact. It has just completed a very thorough restoration to show standards, finished in Raymond Loewy's favorite gold color with a bone white roof. A photo album accompanies the car documenting the car's history, restoration and provenance. The Cadillac presented here was one of Loewy's personal favorites and is possibly the last of a handful of the stylist's postwar creations that has not yet been acquired by a museum or private collection. It is featured in his own book "Industrial Design." This is the first time ever that it has been available for sale in this condition and is a unique, important, signature Raymond Loewy automotive piece. **VEHICLE TITLED WITH ENGINE NUMBER** </td> </tr> <tr> <td style="padding-right: 5px; text-align: right; white-space: nowrap; vertical-align: top; height: 100%;">
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Custom Commander

<!-- Writer --> Hemmings Classic Car - AUGUST 1, 2006 - BY DAVID TRAVER ADOLPHUS

You probably know about the tough times that Studebaker was having in the early 1950s. That didn't mean they were giving up; far from it. They had a distinctive style, and with designer Robert Bourke at the helm, continued to experiment with new designs. The lineup was shrinking, though, and Bourke had ideas for several convertibles that never got off the ground. Most didn't get off the drawing board, and a couple made it as far as clay models or styling bucks. Only one actually got as far as a running prototype, a topless Commander version of the Starliner hardtop coupe. In fact, Studebaker president Harold Vance wasn't intending on producing anything other than sedans for 1953, and only acquiesced to the production of coupes and hardtops at the insistence of Raymond Loewy, head of the design department.

Bourke and others tooled around in the charcoal gray convertible, and it was a regular, if not common sight throughout South Bend. "I used to see the one prototype the factory engineering department built running around town," said Jim Maloney, the builder of our feature car, "and always had in the back of my head the idea of replicating the one convertible." Jim's dad had worked in and around Studebaker all his life, starting at the Detroit plant, and after the war made his way up to assistant to the superintendent of the body plant. "When I graduated from high school, I attended Indiana University extension in South Bend, and was able to get a job in the plant," said Jim.

He'd learned to drive in a 1941 Champion two-door sedan, and owned a 1949 Commander convertible while working at the factory, so the appeal of the Bourke prototype was immediate: "My favorite model was the 1953 Starliner coupe. When the so-called Loewy coupes were introduced, it was an immediate love affair for me. I restored one, and owned it for 30 years."

From its launch, the Starliner coupe was obviously one of the finest mid-'50s designs. Studebaker fans have long pined for a convertible version, and many people built them over the years, to varying degrees of success. One persistent stumbling block was the Studebakers' light, flexible frame. It was a deliberate engineering element, much like some British sports cars, designed to have the chassis absorb bumps. The twisty experience didn't help Studebaker's reputation, and was the downfall of many previous attempts to recreate the prototype.

The Commander convertible wasn't the only thing in South Bend on which Jim had his eye, though. The Administration building had an attractive receptionist, Idamae Fisher, whom the company often used as a model for promotional materials. Jim found excuses to visit whenever he could. "She was the first person you saw when you visited the company," reminisced Jim. Eventually they married and are still together today.

Jim owned and restored several assorted Studebakers over the years, but waited until the 1990s to make his attempt. "I decided to replicate the convertible with a coupe," he said. "I couldn't cut the coupe I owned, as it was a rust-free Texas car." He purchased a decrepit Starliner in 1991, "And after overcoming some afterthoughts concerning the magnitude of the project, sawed the top off." Jim reports that after they took off the roof, "When you opened the door, the back corner would drop down eight inches." Bob Temple, a designer at Studebaker in the 1960s, produced a set of line drawings of the convertible for Car Exchange in the early 1980s, and included frame reinforcements that provided inspiration for those Jim adopted. "The hefty X-member is similar to the one which was later used by Studebaker under the Lark sliding roof Wagonaire station wagon, the Lark convertibles and both the Studebaker and early Newman and Altman Avantis," wrote Bob.

The donor car had been sitting in a field for several years, and was full of "mouse nests and snake skins." As they disassembled it, Jim and company found the already inadequate frame badly eaten away. Before he could begin to create a convertible structure, he needed to stiffen it enough to make the finished car driveable. He worked with Ted Olenski at Ted's Auto Restoration in Ansonia, Connecticut, to repair the frame rails, and had them fully boxed. Ted then fabricated a thick X-brace underneath to resist twisting. The rust, which had been relatively kind to the exterior, showed no such mercy to the interior. Ted had to fabricate a complete new floorpan, as well as a trunk floor.

Jim then sent the car up to the Studebaker specialists at the WCD Garage in Northborough, Massachusetts, for suspension and drivetrain work. "I wanted it to be fun to drive," said Jim, "so we installed 1964 Hawk power steering, power disc brakes, bucket seats and center console. The floor shifter and column are from an Avanti, so it's pretty much all Studebaker."

The engine is a 259-cu.in. V-8 from a 1962 Lark. Jim estimates it is making about 200hp at 4,500 rpm, "But it's got to be more than that," said Bob Munter from WCD. "More like 250hp." It features Silvolite flat-top pistons, a Studebaker R1 camshaft with solid lifters, mild head porting and other performance work, including an Edelbrock four-barrel carburetor. "They weren't torque monsters by any means," said Bob. But the oversquare dimensions mean it's producing a healthy 275-lbs.ft. at around 2,800 rpm. WCD also began to put together the interior, including the steering column, pedals and 1964 Hawk dash.

WCD and Jim had Dave Thibeault of Competition Gear in Maynard, Massachusetts, build a Studebaker Borg-Warner three-speed automatic for it, calibrated to downshift to first gear at a stop. Underneath, a custom-bent, dual cast-iron exhaust flows through a pair of glass-pack mufflers, giving it a distinctly muscular rumble.

Back at Ted's Auto Restorations, the car was put together before Ted disassembled it for painting. After a show-quality DuPont Chroma-Base finish went on, Ted and Jim started completing the interior. Ted fabricated inner quarter-panels, and fitted a center armrest. He discarded the ancient spring-suspended seats entirely, building up new support with high-density foam.

The profile was appropriate for the car, so Ted fabricated the all-important convertible top from a 1960 Lark. The Starliner is about an inch narrower, so he had to cut each bow, shorten and bend it into place. The quarter-windows and pivots were sourced from the same car. The front fenders are fashioned of fiberglass.

Studebaker fans will have noticed several exterior design elements common to none of the cars used in the creation of the Commander convertible, or indeed the original prototype, including a distinct lack of badging and hidden gas filler. "We did some customizing, as the hood and trunk are smoothed," said Jim, "as was the case on the prototype Bob Bourke submitted to Studebaker management as his recommendations for the 1955 model."

Jim's efforts to ensure that the car was as driveable as it was attractive paid off in the end, and after completing it in 2000, he drove it from his Connecticut home out to the Studebaker Drivers Club annual meet in South Bend in 2002, scoring 393 out of a possible 400 points to take a first in his class. We spent some time on the road in it ourselves, and found it to be a thoroughly well sorted car. The frame enhancements paid off handsomely with a firm, sweet ride. The interior is as comfortable as it is beautiful; the V-8 purrs along happily and has power to spare. The stiffness of the body impressed us to no end. Convertible cowl shake was certainly less than most early '50s cars, and nothing rattled or shook anywhere. Jim thought nothing of putting the tan top up and down repeatedly, and it fit like a glove all around.

Ed Reynolds of Studebaker International, who has 8mm film footage of the prototype convertible, says that Studebaker repainted the car white and updated the trim in 1954, and that it is reportedly in private hands in California today.

"The urge to make convertibles of these snaky Studebaker bodies has been virtually irresistible," wrote Bob Temple. Jim Maloney resisted for decades, but eventually, he too had to succumb. Unlike other attempts, Jim's deep history with Studebaker meant he had the vision, expertise and persistence to build a car that brings to life Bob Bourke's vision. For Jim, it also brings full-circle a half-century of family and desire.

 

The XP-20 project, commonly known as F-88 was a pet project of Harley Earl (working with him was Bill Mitchell, Ken Pickering, Zora Duntov etc.). Four cars came out of the project, but only styling order #2265 (this car) survived. It was sold or given to E.L. Cord (Auburn-Cord-Duesenberg owner) in 1955. Hundreds of internal GM documents and original blue prints are still with this sole survivor.

The following was written by William Hummel, E.L. Cords Grandson and fellow member of the Auburn Duesenberg Club. He's also the clubs current webmaster.

This car showed up as a big stack of boxes at Cordhaven years ago. We all thought is was a Corvette.

As kids, we would run all around Cordhaven. It was so large that it seemed you never saw the same place twice.

On several of my trips through the garage, I spotted boxes of car parts. When I asked what they were, I was told they were a Corvette. At 6 or 7 years old, I wasn't sure what a Corvette was. But I know now, it wasn't a Corvette after all.

 

1954 Oldsmobile F-88

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On January 29, 2005, a 1954 Oldsmobile F-88 grabbed an all-time record at the Barrett-Jackson Collector Car Auction in Scottsdale, Arizona, with a winning bid of $3,240,000including bidder's fees. The General Motors concept car lasted through a fierce bidding war to become the highest selling car ever at the Barrett-Jackson auction, besting a 15-year record of $2 million for a 1932 Hispano-Suiza J12 Binder.

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"While most of its brethren were destroyed after their debuts at GM's Motorama shows, the gold-toned Olds survived this fate to become one of the most historically significant vehicles of its era," said Craig Jackson, president and CEO of the Barrett-Jackson Collector Car Auction. "Many automobile historians consider the roadster to be one of the greatest expressions of automotive design to ever come from North America." ​

The seller of the F-88 was Gordon Apker, an avid classic car collector and member of the advisory board for the Pebble Beach Concours d'Elegance. MSN Autos had a chance to speak with Apker about the F-88 a few years ago.

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Built for the 1953 Detroit Auto Show, the F-88 was Oldsmobile's answer to the Chevrolet Corvette. The Corvette had just been introduced, featuring a 6-cylinder engine, 2-speed automatic transmission and no windows. Meanwhile, the F-88 sported an Oldsmobile Rocket 88 V8, 4-speed Hydromatic transmission, and power windows and door latches. Designed by Harley J. Earl, the F-88 was roughly the same size as a Corvette and sporting a fiberglass body, the F-88 is considered by many to be the epitome of automotive forward-thinking of the 1950's, with its open top and lightweight structure.

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"This car would have outsold the Corvette, and would have changed history," claimed Apker. With its lightweight fiberglass body, it would have out-performed the Ford Thunderbird as well as the Corvette. However, because Chevrolet had so much clout at the time, being the producer of more General Motor's products than any of the other divisions, it was able to convince the board of directors at General Motors to kill the Oldsmobile project, and as a result the F-88 was never built.

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According to Apker, GM officials ordered Oldsmobile management to destroy the F-88, along with all plans and documentation. The collector said there were actually two concepts built, but one burned when the engine caught fire and no one could figure out how to open the hood and extinguish the flames. Meanwhile, some of the Oldsmobile executives could not bring themselves to destroy the product of 18 months work, so they ended up selling the car and design to E.L Cord. Cord's plan for recreating the car ended when financing for the project fell through. Ending the future of a new Cord.

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[FONT=&quot]Passed among a number of different owners, the F-88 eventually ended up in Apker's possession. In the latter part of the 1990's he leased the concept to Oldsmobile for their yearlong centennial celebration, and while showing the car it became damaged in transit. The GM division then paid to have the car restored, so Oldsmobile ended up completing work on the car they had started almost 50 years earlier.
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In 1902 Frederic J. Ball manufactured an automobile called Ball. He built it in his garage in Brooklyn, New York. He built 6. In these automobiles was a gear called the "Spur Planetary Reverse Gear," which allowed the automobile to go reverse and has a first and second gear. A first in automobile history. Frederic J. Ball invented the gear, and had it patented by the United States government. He also used it in Motor Boats. While trying to sell the automobile and motor boats, he caught the attention of John Wanamaker and Henry Ford. They tried to purchase the rights to the reverse gear, but Frederic declined.
As a couple of months went by, Frederic J. Ball noticed that the Ford automobile also had the same reverse gear that was being sold at all Wanamaker stores. Feeling betrayed by them, he sued Wanamker for patent infringement. The case was tried in a New York City court house. The outcome of the case is still in question as no court decision on this case has been found. But there two contracts - one from Ford Motor Company and one from Buick Motor Company that allows them to use the Spur Planetary Reverse Gear invented by Frederic J. Ball.
After the Ford Motor Company won the case in the infamous "Selden Patent Case," they stopped paying the patent rights not only to Frederic J. Ball, but to many other inventors that Henry Ford "borrowed" from. Thus, making Frederic J. Ball poor and bitter.

<CENTER>[SIZE=+4]The Horseless Age[/SIZE]
</CENTER>December 17, 1902.
[SIZE=+1]NEW VEHICLES AND PARTS.[/SIZE]
The Ball Gasoline Touring car.
The tonneau touring car illustrated in Fig. 1 is the design of Frederick A. Ball, of the New York Gear Works, 57 Milton Street, Brooklyn, N.Y. The vehicle has a wheel base of 80 inches and a standard tread of 56 inches. It has 28 inch wheels, shod with 3 1/2 inch Goodrich clincher tires. The wheel bearings have plain bronze bushings. The axles are of solid steel, both front and rear axle being 1 1/2 inches square. The frame is built of 1 1/2 inch angle steel, reinforced for a length of about 3 1/2 feet between axles with with angle steel pieces. It is supported on four semi-elliptic springs, 36 inches by 1 1/2 inches, with six leaves.



The engine is a double cylinder vertical one of 5 inches bore and 6 inches stroke. It runs at a normal speed of 800 revolutions per minute and a maximum of 1,000 revolutions per minute. The two cylinders are cast in one piece, but the cylinder heads are separate therefrom. The crank is a double throw, with crank pins set at 180 degrees. Contrary to common practice with engines of this kind, there is a long bearing on the crank shaft between the two cranks. The crank case is made with circular end plates, by which the engine is supported. These plates are cast with lugs, which are drilled to receive the transverse supporting tubes of 1 1/4 inches diameter. In addition two trusses pass below the crank case from side to side of the frame. The flywheel of the engine is 20 inches in diameter, has a 6 inch face and weighs 134 pounds, the weight of the motor with the flywheel being 375 pounds.
The ignition is electric and of the jump spark type, the two spark plugs being located centrally in the head of the cylinders. The current is furnished by a dry battery, and a single coil operates both plugs. The ignition system is illustrated in Fig. 2.

On the left of the drawing is seen the combined circuit breaker and commutator, which is located on the half speed shaft of the engine. A is a plate of insulating material, which can be rocked around the half speed shaft to advance or retard the ignition. To this plate is fastened the post B, which supports the circuit breaker blade C. The spring force of this blade is not depended upon, as in most engines, but a special coiled spring D is provided, which draws the blade C against the circuit breaker ca. This cam is made with two depressions on its circumference. When the nose on the blade C rests in either of these depressions the contact point F on the blade is in contact with the point of the contact screw G. As the cam rotates, the nose of the blade C is raised as soon as it reaches the end of the depression, at which moment contact between the blade and the contact screw G is broken and a spark produced at one of the spark plugs. It will be noticed that the two depressions on the cam are spaced at an angular distance of 90 degrees from each other, which corresponds to the time intervening between explosions in the two cylinders.
The commutator wheel serves the purpose of distributing the spark to the two cylinders. It is fastened to the half speed shaft, alongside of the circuit breaker cam. The wheel is made of insulating material, with a narrow contact strip I at one part of its circumference. Upon the circumference of the wheel bear two sheet metal brushes, K and L. This contact strip is grounded to the half speed shaft by means of the screw which holds it in position. The half speed shaft is shown in the position in which a spark passes at the plug shown on the right. The secondary current passes from the left hand terminal of the coil to the brush L, through the contact strip I into the frame of the engine, and then returns through the spark plug shown on the right to the other terminal of the coil. After the cam shaft has turned through three-quarters of a revolution, the contact strip I will be under the brush K and a spark will pass at the spark plug shown at the left, the nose on the blade D at that moment passing out of the other depression of the cam.
A double cam is provided for the exhaust gear; the cam gear is shifted sideways in starting, which auto matically relieves the compression.
The starting crank for the engine is located on the dashboard. being geared to the crank shaft by means of a chain and sprockets, and starting is effected from the seat. The cooling water is carried in a 5 gallon tank secured too the dash under the bonnet, and is circulated by a chain driven rotary pump of special design. A radiating coil, composed of twenty-four tubes with fluted copper flanges 1 3/4 inches in diameter, is carried in front of the vehicle. The tubes are five-eighths of an inch in diameter and the coil was made by the New York Tube Bending Company. The tubes are arranged six rows high and four rows deep, and are 28 inches in length. The gasoline tank holds 8 gallons and is located under the seat.
The change speed gear is of the sum and planet type, and gives two forward speeds and one reverse. It is illustrated in Fig. 3.

Referring to this figure, the shaft passing through the gear is an extension of the engine crankshaft. The friction clutch is located on the side toward the engine. The clutch is of the expanding type, operated by a conical shifting collar. The view on the left of Fig. 3 refers particularly to the clutch. The expanding flange and the web are cast in one piece. The flange is split, and is separated from the web by a saw cut extending nearly all around the circumference. At the side opposite the slot in the flange the web is strengthened by a rib, as shown. The two ends of the slotted flange are drawn together by a curved spring of sheet metal S, in addition to its own spring. The two ends of the flange can be forced apart by the rotation around its axis of a cam C, and the flange then grips in the outer drum, which locks the change speed gear and causes the power to be transmitted directly.
No internal gears are used in this planetary transmission. One pinion is formed integral with the shaft. The studs of the planetary pinions are made of tool steel and the pinions are bronzed brushed. The planetary pinions are of peculiar construction, two of the pinions being made in a single piece, the opposite ends of which are made with the same number of teeth of different pitch, the teeth being milled in from both sides. A third pinion, of larger diameter, is forced over this double pinion and occupies a central position thereon. The gear will be seen to have two enclosing crowns, to which brake bands may be applied to hold them from rotation. By applying the band to a crown on the left the reverse motion is obtained, and by applying the other brake band the slow forward speed.
This gear is also made for the market by the New York Gear Works, in several sizes, one suitable for from 3 to 5 horsepower engines, another for 5 to 12 horsepower engines and a third for 12 to 24 horsepower engines, the pitch of the pinions being 10, 8 and 7 respectively.
Fig. 4 shows the brake band by means of which the crowns of the change gear are held from rotating when low speed or reverse motion are desired.

This brake band consists of a cast iron ring with a central reinforcing rib running all around the outside and two lugs near the split in the ring. These lugs are drilled to receive an operating rod. One of the lugs is made with a cam surface on its outer face. An operating rod passing through the drill holes in the lugs has pinned to it on one end a collar with a cam surface corresponding to that on the lug. The other end of the rod is threaded and receives a nut and a lock nut. A spring is passed over the rod between the two lugs and forces the ends of the ring apart. When the rod is rotated the cam surfaces co-act and the ends of the ring are forced together, and the ring clamps or grips the crown of the change gear.
The power is transmitted from the change gear to a transverse countershaft by means of a pair of bevel gears. Upon this countershaft is located the differential gear. The entire gearing is enclosed and runs in oil. The two gear cases are supported upon a special frame, which is supported pivotally in front. The countershaft is made in sections, with jaw clutches to prevent any binding in the bearings in case the latter should get out of line. From the countershaft the power is transmitted to the rear wheels by means of separate Baldwin chains of 1 1/4 inches pitch., one-half inch wide. The sprockets have fourteen and thirty teeth respectively.
Fig. 5 is a section through the rear wheel hub, showing the driving sprocket and hub brake.

The latter is of the expanding ring type and constructed on the same principle as the friction clutch of the change gear, already described. This brake is practically dustproof, which is also the case with the clutch.
The vehicle has wheel steering, the hand wheel being 13 inches in diameter, and acting through a worm and wheel sector irreversible mechanism. One complete turn of the hand wheel moves the steering wheels from limit to limit of their motion.
A separate lever controls the high speed, another the low speed and reverse. The hub brakes are operated by a pedal. A thumb lever is provided for operating the throttle of the engine and another to time the spark.
The muffler is built of black Russia iron and is rectangular in shape, as seen in Fig. 6. Inside this rectangular box is disposed a long strip of sheet iron bent into a wavy form, as seen in the figure, which divides the box into eight compartments of gradually increasing size. These compartments are in communication with each other by drill holes in the partitions, which also gradually increase in size from one end to the other. The exhaust from the engine enters the smallest compartment, passes from one to the other and leaves through a large number of drill holes in the wall of the largest compartment at the opposite end.
The weight of the vehicle complete is 2,000 pounds.

 

Milburn Light Electrics



Built between 1914 and 1923

George Milburn (1820-1883) was born in Alston, England (June 3, 1820), from where he emigrated to Canada. After but a short residence in Canada, he moved to Goshen, Indiana, in 1835. Soon after marrying Miss Barbara Stauffer of Goshen on April 8, 1841, they located upon Bone Prairie in Kosciusko County and engaged in farming. In 1846, they moved to a farm in St. Joseph County, about three miles southeast of Mishawaka, Indiana. In 1847, Milburn brought his family to Mishawaka, Indiana. A daughter, Ann, became the wife of Clement Studebaker.
In 1848, Milburn started George Milburn Co., which owned a prosperous general store at the corner of Main and Vistula Streets. He invested money in the Mishawaka Hydraulic Co. and bought a one-third interest in James Oliver's first plow company. On August 23, 1869, the Milburn Wagon Company was incorporated, with a capital of $100,000. Milburn also owned a hotel and a city block, and still had the Joseph County farm land.
In 1873, George Milburn moved the the complete operation of the wagon company to Toledo, Ohio. The factory opened in the spring of 1875 and soon became the largest manufacturer of farm wagons in the world. The Milburn Wagon Works, with its completely mechanized production, required workers only to operate the machines.
In late September of 1914, the Milburn Wagon Company began the manufacture of their 1915 Milburn Light Electric automobiles, based on a design by Karl Probst, who later designed the Bantam Jeep. During their eight years of production, from 1915 to 1923, they turned out over 4,000 cars.
The 1915 Milburn Light Electric Coupé (Model 15) sold for $1,485 and the Roadster (Model 151) for $1,285; both were built on the same chassis with a 100-inch wheelbase. The Milburn was the lowest-priced electric of the time and much lighter than its competition. The 1915 Milburn had four forward speeds and two reverse speeds. It had a range of about 50 miles on a charge and could attain a speed of about 15 MPH as a Coupé and about 19 MPH as a Roadster.
In 1916, Milburn introduced a Brougham and, in 1917 added a Touring style (advertised as a Limousine or a Town Car) to the line; this style featured an open front driving position and an enclosed rear passenger compartment (also with a driving position, as noted below). Also offered was a Light Delivery truck style for $985 (with various bodies for it starting at $100), discontinued after the 1918 model year.
In 1918, Milburn offered a Sedan that looked more like its gasoline-burning competition and which boasted a top speed of 30 MPH and a range of 100 miles on a charge. Also in 1918, Milburn put the batteries in wheeled boxes to facilitate rapid exchange of spent batteries for charged ones at central power exchanges.
The Coupé or Brougham driver controlled steering and speed by levers (tillers) which hinged down onto the lap of the driver from the left side. The Roadster and the Sedan had steering wheels, and the Limousine had both kinds of steering, a wheel up front and a tiller in the rear.
In 1920, Milburn produced a taxicab. At some point (we have not determined in which years) Milburn also produced a line of electric trucks -- a ½ ton chassis selling for $1,585 (Model 43) and a 1 ton chassis for $1,985 (Model 40). The buyer could select from a full line of cab and bed styles at various prices to complete the truck according to their needs.
The Milburn plant was destroyed by fire in 1919, with losses totaling $900,000, including 30 completed electrics and even more automobile bodies. In January, 1920, production continued in a building on the grounds of Toledo University. In 1921, Milburn Wagon Company capitalization was increased to $1 million; at that time, the company's 800-man workforce was comprised of 200 men building cars and 600 building automobile bodies, largely for Oldsmobile. In February, 1923, General Motors purchased the plant for $2 million; Milburn workers remained in the plant for the two months following, finishing up cars and bodies previously under contract. Then, Buick moved in and the Milburn Electric was no longer produced.
The Milburn Electrics were among the most popular and elegant cars of the time and were used by President Woodrow Wilson's secret service men. President Wilson, himself, owned a 1918 Milburn Electric, which he drove around the White House grounds.

 

SunRoof, this is an intriguing car. Light and lively overall lines. But, as with many of Loewy's concepts, it doesn't look good from every single angle. Just IMO, the "grille" just plain looks unfinished.

 

Quote HJ: The Milburn Electrics were among the most popular and elegant cars of the time and were used by President Woodrow Wilson's secret service men. President Wilson, himself, owned a 1918 Milburn Electric, which he drove around the White House grounds.

Jimi: Another one of those GREAT sidebar stories that really flesh out automobilia! AND, isn't it amazing when you read, just HOW MANY going companies were ruined by FIRES???

 

HJ, if Ball only made SIX cars, I wonder if any at all survived.

 

Ball has to be extremely rare, if any exist at all! The "mother" list doesn't show it, and the Wiki list only shows a Ball electric, ending in 1902. The Ball profiled above is a gasoline enigned car, so it can't be the Wiki-referenced car, can it? ANYWHO, SCARCE!!!

 

The Woodill Wildfire may have been the most successful 'glass kit
car ever, though founder "Woody" Woodill also built and sold some
100 "factory" versions. With style rivaling its contemporary
Maverick, the Wildfire even found its way into the movies -- and
into the hearts of movie stars. Piper Laurie, Danny Kaye, Tony
Curtis, Rock Hudson and Dorothy Malone drove Wildfires at one time
or another.

Bodies were by Glasspar, which was the early fiberglas boat-hull
builder. And bodies came in two series, with the second ending in
1958. Dodge & Willys dealer Robert Woodill started building
Wildfires in '52.


HAMBer Rich Venza posted this one, from about '62 or '63, he thought running an
SBC blown. The biggest thing stuffed into a Wildfire? Try 392 Hemi AND other mills
over 400 cubes!

 

Another of the mid-'50s GM concepts (which bring killer bucks at Barrett Jackson). NOTE the GM Futureliner bus/hauler in the background! What a beast!



Bonneville Special concept

 

The movie featuring tony Curtis, Piper Laurie and the Woodhill Wildfire was the 1954 film "Johnny Dark".
This movie was re-made 10 years later, but the new film was called "The Lively Set".

 

Yeah! And even though it's a remake, "The Lively Set" is something of a car cult film isn't it? If my memory serves, it starred James Darrin (normally a singer) and Pamela Tiffin??? Seems to me it came out about '66.

 

Now HERE is something you don't see every day! "Auto street cleaner"??? Since we KNOW that many early wreckers were cobbled together out of touring cars, one has to wonder if this street cleaner was also a pieced-together job. Chain drive there, so maybe pre-WWI?

 

Maybe a Christie the fire aparatus builder. Juat a WAG.

 

The Lively Set, came out in 64.
And yes, James Darrin, Pamela Tiffn, and Doug McClurg. Also features the 63 Chrysler Turbine Car.
http://www.youtube.com/watch?v=q2Z9tIMC2Ac

Casey Owens (James Darren), a young mechanic, has developed a design for a turbine car engine, paving the way for a jet-powered auto certain to set a new land speed record. Wealthy playboy Stanford Rogers (Peter Mann) hires Casey to build the car for him to race in the Tri-State Endurance Run. Chuck Manning (Doug McClure), an engineering student Casey met in a drag race, discovers potential flaws in the car’s design. After an unsuccessful test run, Rogers abandons the turbine-powered car for a traditional racing model, but Casey and Chuck rework the turbine vehicle to compete with Rogers in the endurance run. Pamela Tiffin plays Eadie, Chuck’s sister who becomes Casey’s love interest. Written by <NOINDEX>Dennis Lewis {dsl@sprynet.com}</NOINDEX>
http://www.thefilmwall.com/the-lively-set-1964/

Johnny Dark (1954) is harder to come by, but Asphault Classics has it.

Wonder if they will ever re-make it again...........

The Fast and the Furious is actually a re-make of a 1954 film too.

 

Okay we showed the Buick 100th-anniversary derivative, but here
is the original '38/'39 Buick Y-Job by Harley Earl's GM Art &
Color Department. Some might say Earl's coining of a phrase was
clever, calling this prototype a "Y" job, whereas previous factory
mock-ups were often termed "X," for experimental. This beautiful
shot is thanks to Randall Glover's always-wonderful "Automotive
History" sites. To see lots more engrossing Buick show cars,
reference Mr. Glover's name and the "Automotive History"
terminology in your Buick search.

 

[FONT=Verdana, Arial, Helvetica]Another Studebaker Commander Convertible Replica

Started out as a '56 Golden Hawk, damaged in a barn collapse. In 1983 the roof was removed and a complete convertible assembly from a '64 Dodge Dart grafted into place, along with front & rear sheetmetal and trim from a '53 coupe. The builder then stalled out on the project and parked it outside until selling it in the late 80's. Was then discovered in a barn in 1995, and finally put it on the road in 2003, accumulating over 36,000 miles since then. Everything other than the original graft, upholstery, exhaust and air ride was homebuilt.[/FONT]

 

1955 Chevrolet Biscayne XP-37

The Chevrolet Biscayne was among the concepts that were showcased as GM's vision of the future in its traveling Motorama. The Motorama was GM's way of taking concept vehicles on tour through cities throughout the U.S. that invited viewers to &#8216;enter the future' by viewing these amazing concepts. At the 1955 Chicago Auto Show, a young boy, Joe Bortz saw one of these &#8216;dream car's' and later salvaged the remains in a Detroit-area junkyard. His results were later displayed at the 2008 Pebble Beach Concourse as part of the 100th Anniversary celebration of GM.

The Biscayne's chassis had been crushed, but the junkyard owner had managed to save all of the pieces from the original body. Bortz had had to dig pieces out of the ground, thankfully the body of the vehicle was made out of fiberglass, so it didn't oxidize, and many of the parts had to be glued together from all the bits and pieces.

Described by GM as 'An Exploration In Elegance', the 1955 Biscayne was Chevy's Motorama Dream Car for 1955. A four-passenger, pillar less four-door hardtop with suicide doors, the Biscayne featured front fenders that wore a gold anodized 'V' logo that indicated a V8 engine under the hood. Incorporating many Corvette design ideas, the Biscayne featured side covers on the rear quarters that appeared on the front fenders of the 1956 Corvette.

A series of automobiles produced by Chevy for model years 1958 through 1972, the Chevy Biscayne was named after a show car first displayed at the 1955 GM Motorama. The Biscayne was least expensive model in the Chevy full-size car range that included the Bel Air, the Impala and the Delray. Also available to the regular public, the Biscayne's were produced mainly for the fleet market. The Biscayne was great for those consumers that wanted a low-cost, no-frills transportation with room, power and convenience.

During the late 1960's, most Biscayne's were sold with a six-cylinder engine while in the early 1970's the V8 engines became the most popular powerplant. In 1970, power steering and brakes became standard, while the Turbo-Hydramatic transmission was standard on all vehicles that were ordered with a V8 engine halfway through the 1971 model year. Biscayne's were easily recognized by their two taillights per side on the rear panels.

The Chevy Biscayne featured very little exterior chrome trim and was fitted with small hubcaps, various exterior trim pieces, and upgraded wheel covers were available for an additional cost. The trim on the inside was very limited and was decorated with lower-grade cloth and vinyl or all-vinyl upholstery trim. A very standard steering wheel with a center horn button was fitted inside along with rubber floor mats. The 1964 model came standard with deluxe steering wheel with horn ring, foam-cushioned front seats and deep-twist carpeting.

The Biscayne did not feature many of the prestigious features normally found on more expensive full-sized Chevy models, features such as power windows. But, any of Chevy's high-output big-block V8 engines could be purchased for the Biscayne, along with performance-oriented transmissions that included the floor-mounted 4-speed manual transmission with Hurst shifter and low-ratio final drive.

A trimmed down version of the Biscayne was introduced in 1960; the Biscayne Fleetmaster. A inexpensive version of this vehicle, the Fleetmaster was aimed mainly at the fleet market, and included a lower grade of upholstery than the standard Biscayne. Convenience items such door armrests, passenger-side sun visor and a cigarette lighter were not included in this model. Rather than chrome plated, numerous parts were painted. Two and four-door sedans were both offered. Economy-minded options were available exclusively to the Fleetmaster model, though performance-oriented engines and transmissions were also available. Unfortunately the Fleetmaster was dropped after 1961.

The Biscayne was offered as either a 2 or 4 door pillared roof beginning with the 1958 model year. Newly named the Yeoman and the Nomad, the station wagon versions were not called Biscaynes from 1958 through 1960. The entry level wagon was called the Brookwood from 1959 through 1961, while the Parkwood was the high-end wagon.

From 1962 through 1968 there were Biscayne, Bel Air and Impala model station wagons, before they were replaced in favor of the Townsman, Kingwood and Kingswood Estate. The final year of the 2-door Biscayne was 1969. The only Biscayne model available from 1970 through 1972 was a 4-door sedan, meanwhile a convertible or hardtop Biscayne was never made available.

In 1972 the production of the Biscayne ended, though the Biscayne name survived in Canada up until the 1975 model with a 350 cubic-inch V8 engine and Turbo-Hydramatic transmission that was made standard in 1974.

More on the Biscaynes rebirth here;

http://bortzautocollection.com/old_site/news/biscayne_reborn/index.htm

 

Originally written by Brooks Brierly for Autoweek Magazine 9/11/06

1950 Fitzpatrick Custom

Imagine: Were Michelangelo around for car design, this stunning coupe could be one of his masterpieces.

The Fitzpatrick Custom was just a dream in 1947 when a former World War II fighter pilot, Phil Lacey, showed his friend Al Fitzpatrick some of his car sketches. Fitzpatrick asked Lacey to build one of the cars, and thereby joined a Southern California movement to fashion two-seaters&#8212;called sports customs&#8212;from existing automobiles Major manufacturers got in on the act, too, and the Chevrolet Corvette, Kaiser Darrin and Ford Thunderbird were born.

Long before computer-aided design, a three-foot-long side elevation made of paper was the basis for construction of the Fitzpatrick Custom. Lacey used Packard mechanicals, adding a 160-hp Super Eight motor to one of the marque&#8217;s more modest 122-inch wheelbase chassis. The Packard&#8217;s wide chassis rails minimized the need for modifications.

For three years working part time at night, Lacey was a coachbuilder. His metal-shaper and right-hand man is now remembered only as Lucky. Lacey and Lucky incorporated features from other luxury marques into the Fitzpatrick, such as rear fenders from a Cadillac found in a junkyard. By contrast, the compound curves in the front fenders were laboriously hammer-welded (sans lead filler) from numerous little pieces of metal.

The Fitzpatrick Custom was a technical achievement to boot. Adding a specially made aluminum manifold and new carburetors improved engine output to 200 hp.

The car was nearly complete when Lacey was recalled to duty for the Korean War. Fitzpatrick had a trim shop finish the interior, and then it was put on display in Packard&#8217;s Beverly Hills showroom. A full-page write-up in the November 1950 Road & Track ensured the coupe started life as a star.

An unknown number of owners later, the Fitzpatrick Custom was in Pennsylvania in the 1970s being reworked for modern driving. This included installing a General Motors 350 V8, automatic transmission (the shifter is a stick on the transmission hump), power steering and air conditioning. In a reverse of technology, the original power windows were replaced with mechanical cranks. Repainting in black the car&#8217;s original metallic blue body and white top provided the finishing touch.

Today the Fitzpatrick is a rolling advertisement to customizing and updating an older car, poised in performing every contemporary driving task. The leather-covered roof, framed in balsa wood, is detachable and easy to use.

The driver enjoys subtle period features inside. A simple enameled dash is centered on three large round dials with gold bezels. The bucket seats are just right, and there is plenty of headroom, despite the car&#8217;s 48-inch height. Riding so close to the ground is Corvette-like&#8212;but the Fitzpatrick surely doesn&#8217;t handle like any sports car. The solid front and rear axles translate into taking it easy in turns driving on suburban streets.

Joe Bortz had seen the Fitzpatrick Custom years ago but was unsure of its origins. After Bortz bought the car at an Atlantic City auction in 2004, the publicity of its sale led to a call from Lacey&#8217;s son, who cleared some things up. The coupe&#8217;s original sketches and construction photos survive, providing historical context for the Fitzpatrick&#8217;s captivating looks. Bortz says the car makes an important contribution to automotive design. &#8220;It&#8217;s sculpture,&#8221; he says, &#8220;Michelangelo kind of stuff.&#8221;

Bortz organized a reunion of the Fitzpatrick Custom and Lacey, with a TV shoot by Dream Car Garage in its own Toronto-area showroom this past July. Lacey was visibly moved when the coupe&#8217;s cover was pulled back. Recalling its history perfectly, he did a walkaround, pointing out intriguing details. Now others will know the slanted door molding is not just a nod to aesthetics but a practical feature, making for a comfortable armrest when driving.

More than half a century later the car is still a star, as a broadcast of the reunion is planned for this winter on Speed TV.

More here;

http://bortzautocollection.com/old_site/news/custom_sept11/custom_cars_sept112006.pdf

​

 

HELL-O! Now that is pretty wild. I love this thread, 'cause you
guys are always showing ME somthing I was blissfully unaware of!

 

1935 Studebaker Ace Tow Truck

This fine and wonderfully restored truck found a new home in the Railroad Museum of Pennsylvania in Strasburg.

 

<SCRIPT type=text/javascript>Y.E.onDOMReady(show_notes_initially);</SCRIPT>
Auto Street Cleaner

[between 1910 and 1915]

<SCRIPT type=text/javascript>Y.E.onDOMReady(show_notes_initially);</SCRIPT>
Here, Magnus Butler demos his street cleaner to the city officials in New York. It's odd, but it looks like the cleaner dumps the dirt right out the back, giving the street a refreshing, even layer of dust.


Magnus Butler - Vintage News Service Photos - circa 1900.<!--ZOOMSTOP-->


DSC stands for Department of Street Cleaning, an agency of New York City established in 1881 which became DSNY (Department of Sanitation of New York) .

NY Street Sweeper 1910



The machine says "Made by M Butler, Patents pending."
A Charles H. Butler (from California) had several patents for street cleaning equipment, e,g,. www.google.com/patents?id=aSxIAAAAEBAJ and www.google.com/patents?id=ryBpAAAAEBAJ
The drawings looks similar although not identical.

Patent number: 808006
Filing date: Oct 20, 1904
Issue date: Dec 1905

Patent number: 880124
Filing date: Oct 20, 1904
Issue date: Feb 1908

Patent number: 909865
Filing date: Dec 16, 1905
Issue date: Jan 19, 1909

Patent number: 1134586
Filing date: Aug 25, 1914
Issue date: Apr 6, 1915

Patent number: 1610119
Filing date: Dec 15, 1924
Issue date: Dec 1926

 

Now, who would ever have thought that street swee[ers predated tow trucks???

And, YEAH! That IS a nice truck!