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Cadillac Part 2

October 5th, 2010 by admin

The first move upmarket was the four-cylinder 303-ci Model D which was launched in 1905. And even though the Model D only made up a tiny proportion of Cadillac’s production that year, it clearly showed where the company’s direction lay.

Later that very year the Leland & Faulconer Manufacturing was taken over by the Cadillac Automobile Company and Leland became general manager.

Leland transferred the precision engineering and consisting production standards he valued to car production and in 1907 imported the ‘Jo Block’ gauges from Sweden. They were invented by Carl Edward Johannssen, ensuring that every component was identical. So no filing and fashioning of individual parts was necessary until they fitted, they could be simply bolted on. This of course not only speeded up production but also made up for more reliable cars.
Leland’s British importer, Frederick S. Bennett, demonstrated that in 1908 by completely dismantling three single-cylinder Cadillacs, mixing up the parts and reassembling them into three cars, which started and ran without a hitch.

Cadillac 1910 © wikipedia.org/DougW

In 1909 the singles were replaced by the four-cylinder Thirty, which was cheaper than the existing four and a big advance on the single. The engine measured 227 ci, which was enough to give the car a reasonable performance. A range of three body-styles was available. Of the well-engineered and affordable Thirty nearly 6,000 were sold in the first year.

Of course the success didn’t go unnoticed and Cadillac was acquired by William C. Durant in 1909. Henry Leland, assisted by his son, remained at the helm for a while but when war broke out in Europe in 1914 he wanted to produce aero engines but was overruled by Durant. As furious as he was he and his son resigned and started to make engines themselves. After the war the Lincoln Company went on to built luxury cars but was soon facing bankruptcy and was taken over by Ford. As that didn’t work very well Henry Leland and his son Wilfred left the company within months with Henry going into active retirement.

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Cadillac Part 1

September 25th, 2010 by admin

Even though it is the ultimate car, as far as countless Americans are concerned, it is very different from European marques like Rolls-Royce or Mercedes-Benz.

The history of Cadillac can be divided up into three parts. In the beginning there were humble economy cars, then innovations such as V8, V12 and V16 engines and electric lightning/starting were made, but production was still low. After World War 2 and centralized control from General Motors management and order books of 100,000 cars the strategy again changed. During the time when General Motors Management had control, the car repair industry was also thriving. The Cadillac presented a new way for the public to see the use of a car. It was a luxury model, high price to begin with, with low amounts of repair for the long term.

Cadillac Model A © wikipedia.org/DougW

Henry Leland the founder of Cadillac was older than many of the U.S. motor pioneers and already a well-established engineer, when his engineering company built its first car. Before that they had produced transmissions and single cylinder engines for Ransom Olds famous Curved Dash. And even though the engines were superior to their contemporaries, Olds rejected the latest engine because of the costs.

While Leland was still searching for and alternative market he got the chance to buy the remnants of the Henry Ford Company after Henry Ford had departed. By using Leland’s single-cylinder engine they started to build a new car, which was first displayed at the New York Automobile Show in 1903. As they couldn’t use the Ford name, they named it Cadillac, after the 17th century French explorer Antoine Laumet de la Mothe, Sieur de Cadillac, who founded Detroit in 1701. The Cadillac Model A was a small simple car with Leland’s single-cylinder-engine lying horizontally under the seat and giving little indication of the exotic creations that would follow.

Even though exact production figures for the first year are uncertain, it attracted over 2,000 orders a week.

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Chrysler 300 Letter Series Part 2

September 11th, 2010 by admin

The 300E models were equipped with Chrysler’s new Golden Lion wedge-head V8 engine at 392 cu in (6.4 L) displacement.

The power output was about the same but the loss of the Hemi and the recession still meant poor sales of 522 coupés and 125 convertibles.

The engine of the 300F introduced in 1960 delivered 375 hp (280 kW) as standard and to boost power at lower and mid rpms, a special “cross-ram” intake manifold was derived. Also a special 400 hp (300kW) “short ram” version was produced for competition. The 300F also had a new lightweight unibody construction and a sharper-edged styling. 969 coupés and 248 convertibles were built.

Chrysler 300L © flickr/Hugo90

The 1961 300G was wider at the bottom than the top had different headlights, the fins were made sharper-pointed and the rear lights were moved from the fins to the tail below them. The cross-ram engines remained the same but the unreliable French manual transmission used in the 300F short ram models was replaced by a more reliable Chrysler racing manual transmission and cars with this transmission now are among the most rare and desirable of all letter series cars. Of the 300G 1617 cars were built.

The 300H of 1962 had no fins any longer and for the first time the plain (non letter) Chrysler 300 appeared. Except for a 300H badge, externally there was little difference between the 300H and the plain 300 and many options of the 300H could be ordered on the other models too. The cross ram intake was gone and the 300H again had an inline dual 4-barrel carb setup. The body was about 300 lb (140 kg) lighter and the car was faster than the 300G. Due to the loss of exclusivity and the fairly high price only 435 coupés and 135 convertibles were sold. 25,020 of the plain 300 were sold.

The letter “I” was skipped and 1963’s 300J looked smoother and more angular. The convertible and the “short ram” engine were now dropped and the only engine available was the 413 cu in (6.8 L) “long ram”, with a little more power than the previous model.  The top speed was 142 mph (229 km/h). Only 400 cars were sold.

For the 300K of 1964 the convertible returned and the cars had a 413 cu in (6.8 L) Wedge with a single 4-barrel carburettor, a regular intake manifold and 360 hp (270 kW). It was the new standard engine and the cross-ram engine became an extra-cost option available on the 300K only. As the baseline price was reduced 3,022 coupés and 625 convertibles were built.

1965’s Chrysler 300L was the final year of the letter series and the car was totally restyled. It had a sleek mid-1960s linear look and the cross ram engine was no longer available. For the first time every feature on the letter car could be ordered as option on the plain 300 the only difference was the ‘300L’ badge. 2,405 coupés and 440 convertibles were sold.

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Chrysler 300 Letter Series Part 1

September 4th, 2010 by admin

The glorious years for high performance cars were the years after WW2.

In Europe those cars were made by Ferrari, Porsche, Jaguar, Mercedes-Benz, Maserati and Aston-Martin. In the USA the Muscle Cars were born.

Chrysler 300B © flickr/Rex Gray

While GM built the Corvette and Ford the Thunderbird, Chrysler went a different way. The Chrysler letter series. Based on a 2-door saloon it was the fastest and most powerful American car for several years.

The first car of the letter series, the C-300 launched in 1955, didn’t bear a letter but can retroactively be considered the 300A. The 300 originally stood for the 300 hp (220 kW) engine.
The design was pretty similar to other Chrysler models as parts from other cars were used. The front clip and grille were taken from the Imperial, the mid section from the New Yorker hardtop and the rear quarter from the Windsor.
The C-300 was equipped with Chrysler’s most powerful engine, the 331 cu in (5.4 L) FirePower “Hemi” V8, fitted with twin 4-barrel carburettors, a race-profiled camshaft setup, solid valve lifters, stiffer suspension and a performance exhaust system.
It was the most powerful American car for many years and the first American production car to top 360 hp (270 kW). The cars were successfully raced in NASCAR and numerous international rallies. The interest it aroused was not reflected in the sales figures of 1,725 built though.

The Chrysler 300B launched in 1956 looked pretty similar with larger tailfins and smaller modifications. The engines were larger with two models of 354 cu in (5.8 L) Hemi V8 with either 340 or 355 hp (254 or 265 kW) and performance was a little better, being measured at almost 140 mph (225 km/h). Only 1,102 cars were sold.

The 1957 300C had a completely new styling with a wide front grille and fins. For the first time a convertible model was available too. The Hemi engine was upgraded to 392 cu in (6.4L) with 375 hp (280 kW). A limited edition of 18 cars had 390 hp (290 kW). 1,767 coupés and 484 convertibles were built.

The 1958 300D was the last model with the old FirePower Hemi. It was a 392 cu in (6.4 L) engine tuned to 380 hp (280 kW) as standard. 35 cars had fuel injection and delivered 390 hp (290 kW). The fuel injection system caused problems though and most cars were replaced with the standard twin-quad carburettor setup. Thanks to recessionary times only 618 hardtops and 191 convertibles were built.

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Mercedes-Benz 300 S

August 28th, 2010 by admin

The Mercedes-Benz ‘W188’ Type 300 S was first introduced at the Paris Salon in October 1951 and came as a 2+2 coupé, cabriolet or roadster.

This was one month before the serial production of the W186 started and enabled Mercedes-Benz to offer two top models at the same time.

Mercedes-Benz 300 S © flickr/RUD66

Even though the W188 mechanically was similar to the contemporary W186, the largely hand-built care was marketed as one of the top luxury cars in the world.
The wheel base of the W188 was shortened by 140 mm compared to the W186 and the output of the 2996 cc engine was raised by 7.8:1 compression and triple Solex carburettors to 150 PS (110 kW/150 hp) at 5000 rpm. The top car‘s speed was 175 km/h.

The Mercedes-Benz 300 S was equipped with either 4-speed manual or 3-speed automatic, had front and rear drum brakes.

From July 1952 to August a total of 216 coupés, 203 cabriolets and 141 roadsters were manufactured.

The W188 was modified in 1955 and named Mercedes-Benz 300 Sc. The 300 Sc now had a “low-pivot” independent suspension in the rear and the addition of fuel injection. The inline-six now delivered 175 PS (129 kW/173 hp) at 5400 rpm. The top speed was 180 km/h. Additional chrome stripes on either side and chrome rims denoted the ‘Sc’ model. From 1955 to 1958 a total of 98 coupés, 49 cabriolets and 53 roadsters were built. The price rose by DM 2,000 to DM 36,500 (today that would be about EUR 83,000).

More specifications of the Mercedes-Benz 300 S:

  • Wheelbase: 2,900 mm (110 in)
  • Length: 4,700 mm (190 in)
  • Width: 1,860 mm (73 in)
  • Height: 1,510 mm (59 in)
  • Kerb weight: 1,760 kg (3,900 lb)

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Frazer Nash ‘Chain-gang’

August 21st, 2010 by admin

When production of the Frazer Nash ‘Chain-gang’ started in 1925, it was pretty obvious, that a very special car had come to existence.

The first cars had an overhead-valve engine known as ‘Powerplus and later The British Anzani side-valve engines and Meadows overhead-valve engines followed.

The Frazer Nash models with Azani engine had three-speed (optional four) and reverse chain drive and the same Quarter elliptic springs that were used on the GN. The coachwork was made of light aluminium. It had a very snappy performance and would carry on all day at 40 mph. normally it would cruise at 60 or 65 mph and was even tested by the motoring press at 70 mph and the top speed was said to be 85 mph. With the low price of £315 it was a good value for money.

1932 Frazer Nash TT Replica © flickr/J.harwood

Thanks to the solid rear axle the Frazer Nash ‘Chain-gang’ was very stable under the most difficult conditions and the chain drive and smooth plate clutch gave a very rapid gear change. The steering was very high-geared and of highest quality and required highly responsible handling.

Because of the fact that it was light and handled so well its competitive potential was quite obvious even though it had a pretty poor aerodynamic shape.

Like the ‘TT Replica’ or the ‘Boulogne’ many models of the Frazer Nash were named after sporting successes.

The first cars were sold in 1924 and the last in 1939, when their popularity had ended.

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The Singer Chamois

August 14th, 2010 by admin

The Singer Chamois, based on the Hillman Imp, was first introduced in 1964.

It was produced from 1964 to 1970 and 97,567 cars were built. They had a beautiful walnut veneer dash, the seats were larger and much more comfortable, the instrumentation was better with temperature and oil pressure gauge being standard as well as a heater blower.

When the Chamois was introduced most of the Imp’s teething problems had been sorted and it was a reliable car. But reliability alone wouldn’t sell. The Chamois also had a better sound damping, a heavier clutch and had Dunlop SP41 radials fitted to wider (1/2″) rim wheels that improved handling. And after all these improvements it received a very favourable press and was an immediate success. It was said to be better than the competition including the Riley Elf, the Wolseley Hornet, the Ford Anglia Super and the Triumph Herald 12/50.

Singer Chamois © flickr/foshie

In September 1965 the Mark II was launched but only minor changes had been made. Next was a limited edition of Chamois Spring specials in April 1967 but in 1968 the Mk II type designation discontinued.

The Chamois then was given a new dashboard layout with full width facia and round dials, new seats and upholstery and different external trim. They lost their beautiful veneer trim and had to make do with plastic ‘wood’ trimming instead. Both the Chamois and Chamois Sport were equipped with four headlights.

The Chamois Sport was introduced in 1966, together with the Sunbeam Imp Sport. And when in 1970 Rootes dropped the name of Singer only the Sunbeam Sport remained.

In January 1967 the Hillman Californian was announced, and the Chamois coupé followed in April. Both of them didn’t live a long life and even though they came through a major face lift in 1968 they didn’t sell very well.

In autumn 1965 a limited production of the Singer Rallye Chamois was made at the same time as the Hillman Rallye Imp.

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Volkswagen SP2

August 7th, 2010 by admin

From 1972 to 1976 the Volkswagen SP2 sports car was built by Volkswagen do Brasil.

In the 1970s the Brazilian market was closed for imports and the only officially made sports car was the ageing  Karmann Ghia. As only independent car makers such as Puma, Santa Matilde and Miura were able to fill the gap the decision to build a new sports car was made by Rudolf Leiding. Leiding was at that time the CEO of the subsidiary and later of the entire company.

Volkswagen SP2 © wikipedia.org/Pudong

The prototype of the SP2, the so called ‘Project X’ was first presented on a fair in São Paulo in 1971.

The car was built on the frame of the Brazilian VW 1600 Variant, with a steel body built by Karmann do Brasil. The engine was a Volkswagen air cooled engine upgraded to 1700 cc developing 75 hp (56 kW) and a top speed of 160 km/h (100 mph). Of the also built SP1 only 162 units were produced due to its poor performance of only 65 hp (48 kW). But the SP2 wasn’t that powerful either and often named ‘Sem Potência’ (Brazilian for ‘without power’).

The Brazilian Puma was much lighter and also faster.

The car had front disc brakes and rear drum brakes and a quite impressive interior with many extra features and a superb finishing. The comfortable seats had head rests and three-point seat-belts. The Volkswagen SP2 also had a front and a rear boot.
The SP2 was never officially sold in Europe or the USA and after only 10,193 cars had been built production ended in 1976.

Of the successor the SP3 only a prototype was built.

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The 1957 Fiat Nuova 500

July 31st, 2010 by admin

No other car was showing so much of the Italian attitude to life than the Fiat Nuova 500, which was launched in 1957.

It is even said that the Fiat Nuova 500 for Italy was like the birth of the automobile.

A car with a height of 1.32 m (52.0 in), a width of 1.32 m (52.0 in) and a length of 2.97 m (116.9 in) was able to associate technology with emotion.

And even though it was poorly equipped it was more than just a car and the Italians used to call it ‘Bambina’.

Fiat Nuova 500 © flickr/Dr. Keats

In 1922 the new factory ‘Lingotto’ was built and it was the first using assembly lines for the production. It was a five storey building with a proving ground on top of the roof. Here the predecessor the Fiat 500 ‘Topolino’ was built too and first sold in 1936.

After WW2 a new car was needed and once again Dante Giacosa was asked to design it.

Even before the new Fiat 500 came on the market the Fiat 600 was sold in 1955. It was bigger and somehow old fashioned like a mixture of the old and new Fiat 500.

After four years of development the new car was first sold under the name of Fiat Nuova 500 to point out its relationship with the old 500.
It was the first car with serial-produced self-supporting body and the two-cylinder engine at 479 cc produced 13 bhp.

In the beginning it the Fiat Nuova 500 didn’t sell very well, so it was presented at the Turin Motor Show in autumn 1957 with a new engine producing 15 bhp and a top speed of 90 km/h. And even the price was reduced.

But it was still poorly equipped. The side windows couldn’t be opened and fresh air came from the front of the car through simple tubes ending beneath the dashboard. The car also featured a fabric roof folding all the way back to the rear of the vehicle.

In 1958 the luxury version was sold with a roof only folding back half way and side windows that could be opened. The long roof was still available though.

These were the N models; the Fiat launched in 1960 was the D model producing 17 bhp and bigger rear lights. The doors still were ‘suicide doors’.

In 1960 also the ‚Giardiniera‘, an estate version was sold becoming the longest running model.

The successor of model D was model F producing 18 bhp and with front-hinged doors. The Fiat Nuova 500 model L following in 1968 was mechanically very similar but had different bumpers with and extra chrome nudge bar and an interior with a much more modern look.

In 1972 the model R was the last incarnation of the Fiat Nuova 500. It was much more comfortable and already had a few technical features of the new Fiat 126.

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Classic Car Events In August

July 24th, 2010 by admin

1 Aug, 2010 – Ashlyns Hall Car Show, classic and vintage cars, award for best car in show, food, stalls  and entertainment. Admission free for exhibitors and public.
Ashlyns Hall, Chesham Road, Berkhamsted HP4 2ST, UK
For more information: http://www.bmcare.co.uk/corporate/Car_Show

7-8 August, 2010 – Woodvale Rally, more than 1200 vintage and classic cars and motorcycles and 70 clubs are part of a large weekend event for the entire family taking place at Woodvale Airfield near Southport, Merseyside, L37 7AD. There will be a model flying display, model boats and railways, children’s entertainments, a fair, live Music and a car boot.
Website: http://www.woodvale-rally.org.uk

Classic car © flickr/Draco2008

8 Aug, 2010 – Faversham Charity Car Show & Bootfair in support for Help of Heroes is a car show with classic and sports cars, bikes and military vehicles and a giant bootfair. There will also be life music and a children’s fun fair. Abbey School Field, London Rd (A2), Faversham ME13 8RZ, Kent, England Email: Ian.tarrant@dsl.pipex.com

8 August, 2010 – Locke Park Classic Car Rally & Summer Fair, all classic and modern classic vehicles are welcome at Locke Park, Barnsley, South Yorkshire, UK.
Website: http://www.ytcc.co.uk

14-15 August, 2010 – Motormania 2010, a new car show to be held at Wicksteed Park, Kettering, Northants, NN15 6NJ, UK.
More information: http://www.motormania2010.webs.com/

14-15 August, 2010 – Classic Motorshow with classic cars, bikes, vans being part of the charity motorshow. A family day out with stalls amusements, entertainment, and refreshments at Old Forde House, Newton Abbot, Devon.
Website: http://www.classicmotorshow.org

15 August, 2010 – Cranleigh Lions Classic Car Show & Autojumble, classic car show and autojumble to be held at Cranleigh Showground. With Mark Evans and Ian Wren running arena events.
Website: http://www.cranleighlions.org/classiccarshow

21 August, 2010 – the 5th Annual Blast To The Past Car & Truck Show is a free registration classic car and truck show  with live music and food & fun.
Located on Hwys 412 & 59S on the stateline of Oklahoma & Arkansas, USA
For more information: gale.bushyheadrowley@cnent.com

22-25 August, 2010 – Disneyland Paris Car Rally, there you can combine the wonders of Disneyland Paris and your love of cars on a 4 day trip.
Website: http://www.southquaytravel.com/rally
Email: Rhubbard@ictsqt.co.uk

30 August, 2010 – Kent Chrome n Cruisers is a  classic car and bike show with auto jumble and will be held at Central Park Stradium, Sittingbourne, Kent, England.
Email: maggsian@hotmail.com

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