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The Mileage Master - 1937 Chevrolet 1/2-Ton Pickup
Chevrolet's 1937 pickups proved their worth on the open road.
More than 80 years ago, Chevrolet needed to convince buyers that its light trucks were the most dependable, capable, and economical haulers on the road. So, the company cooked up a plan to send a new 1937 Chevrolet half-ton pickup, loaded with 1,000 pounds of weight, on a 10,000-plus-mile road trip, certified by the American Automobile Association. For the driving chores, they signed on race car driver Harry Hartz--a three-time Indianapolis 500 runner-up.
On December 23, 1936, Hartz wheeled the Chevrolet truck off the assembly line in Flint, Michigan, and headed northwest across Montana, Idaho, and into Washington. He then followed the West Coast south and traversed the U.S.-Mexico border to the Gulf of Mexico. After passing through the Gulf states and North Florida, he pointed the Chevrolet up the frigid East Coast, to Maine, then headed back to Michigan through New England. Hartz arrived back where he began on February 23, 1937--mission accomplished.
Some of the highlights from the truck's two-month-long, 10,244-mile odyssey are surprising even by modern standards. During 328 hours of running time, the Chevrolet averaged 20.74 mpg and a speed of 31.18 mph. It needed only a minor repair along the way that cost 73 cents, and oil consumption was reported to be more than 7 quarts, but that included an oil change en route to keep the truck's babbitt bearings protected.
Powering this road-proven Chevrolet was the new-for-1937 216.5-cu.in. Blue Flame six--the only engine offered in the company's trucks that year. The 216 was a more robust engine than its 206.8-cu.in. predecessor. The block was two inches shorter, with full-length water jackets, and its crankshaft spun in four main bearings. The oiling system, however, was still a low-pressure arrangement that Chevrolet described as "four-way" lubrication:
The 216 had a shorter stroke than its predecessor, at 33/4 inches, versus the 4-inch swing of the 207, but a larger 31/2-inch bore than the earlier six's 35â16-inch openings. For extra oomph, Chevrolet boosted the compression ratio a quarter of a point from 6:1 to 6.25:1. (Later 216s would have 6.5:1 compression). The new engine was factory rated at 78 hp @ 3,200 rpm and 170 lb-ft of torque. (In passenger cars, it was rated at 85 hp and 170 lb-ft of torque.) Rounding out the powertrain on Chevrolet's half-ton trucks was a three-speed manual transmission with a floor-shift and a 4.11:1 final-drive ratio.
The engine wasn't the only new feature Chevrolet was boasting about in its 1937 haulers. Also that year, it introduced an all-steel cab with taller front and rear glass, for a better view of the road or job site. The front end was restyled to strongly resemble Chevrolet passenger cars, with a similar (but not interchangeable) grille, as well as painted headlamp pods mounted to the sides of the radiator surround.
Inside the cockpit, a bench seat was divided into two sections with adjustable cushions and backs. In pickups, the fuel filler was accessed by raising the passenger side seat cushion and unscrewing a bung on the top of the tank. For 1938, a more conventional external filler pipe was routed outside the cab on the passenger side. To further blur the lines between its cars and light trucks, Chevrolet equipped both with similarly styled and configured instruments, switchgear, etc. As the company pointed out in promotional literature: "The same easy control that is yours in a passenger car is provided for the driver of a Chevrolet truck. The instrument dials are directly in front of him. Close by his right hand are the choke, throttle, and light controls. There is even a package compartment, with lock, in the panel. Clutch and brake pedals operate at light pressures."
The instrument cluster was well appointed, for the time, with a 100-mph, AC-branded speedometer in the center, gasoline and water temperature gauges to the left, and amperes and oil pressure gauges on the right. Simple paneling disguised most metal interior surfaces, and a rubber floor mat covered the floor.
Optional creature comforts indoors included a radio, a heater, a clock, a cigarette lighter, and seat covers. Outside, buyers could pile on extras like a rear bumper, a right-hand taillamp, an outside rearview mirror, fog lamps, a spotlamp, whitewalls, and more.
The half-ton's chassis was redesigned for the 1937 model year, too, and built rugged enough for light hauling chores. The reinforced frame rails were made from 9/64-inch #1025 hot-rolled, pressed steel, measuring 2Πby 5٠inches. Tying the frame together were five stout crossmembers, plus there were beefed-up engine mounts, spring hangers, and steering brackets.
In the rear, there was a "Monorail" spare tire carrier that clamped the tire beneath the bed with a locking bolt, to guard against theft. The carrier was also designed to make raising and lowering the spare tire under the truck easier on the operator.
Chevrolet's 1937 1/2-ton pickups were 183 inches long, from nose to tailgate, and rode on a 112-inch wheelbase. The whole package tipped the scales at 2,945 pounds, with a 4,400-pound GVW. When it came time to test that GVW, operators had a wood-decked box at their disposal that measured 77 inches long and 451/4 inches wide inside. The 1937 model's cargo box also benefitted from a redesign that stretched it out 5 inches from earlier trucks.
To shoulder whatever load owners might pile on, Chevrolet equipped its littlest pickups with eight-leaf springs front and rear, as well as Delco hydraulic shock absorbers to help smooth out the bumps. When it was time to stop, Chevrolet's light haulers relied on 11-inch hydraulic drum brakes, borrowed from the company's passenger-car line, fitted with 13/4-inch-wide linings, front and rear.
By 1937, light-truck sales in the U.S. were heating up, thanks to their versatility and low operating costs--as demonstrated by Harry Hartz's trip around the country for less than a penny per mile. Chevrolet moved 88,867 1/2-tons that year, 64,420 of which were pickups. The 1937 redesign rolled through 1938 with some minor updates, and in 1939, Chevrolet unveiled a made-over light truck, identifiable by its more modern V-shaped windshield.
Having taken the approach shot with the glorious autumnal Lancashire countryside as a backdrop, I opted for this more gritty interpretation for the going away effort.
A swift change of position ensured I got some side-glint off the 8.55am Preston Docks - Lindsey Oil Refinery discharged bitumen tanks (6E32) as she rounds the curve at Hoghton. Luckily, of the several frames I snapped, I managed to bag a couple with the all important flashing tail-lamp illuminated!
Colas class 70 no. 70802 is doing the honours.
9.30am, 1st October 2018
A rework of an image from 47 years ago captures a pair of Derby-built 2-car class 108 units rolling in to Liverpool Lime Street station.
The coach nearest the camera is Driving Trailer M56493. Built in 1960 it's part of Allerton allocated set AN278, and my research suggests it's probably partnered with Motor Brake Second M51913.
I was on a London Midland Region Rover Ticket at the time and my travel itinerary that day (together with a few of the more interesting sightings) was..................
Beeston
Derby
Stoke-on Trent - 83002, 24029, 85005
Etruria - 08220, 24023, 24063, 08913
Crewe - more 24s and 40s than you can shake a stick at, 50041, 50005, 50012, E3067, 83014
Winsford - 08670
Ditton - 40108, 08918
Liverpool Lime St - 86012 (with Pullman stock)
Liverpool Central
Birkenhead Central
Rockferry
Chester - M55993, M55994, M55995, 24091, 24044, 24027, 40105, 40017
Greenbank - 25054
Knutsford - 25248
Mobberley - 25194
Manchester Piccadilly
Longsight - 40014, 83005, 83013, 87013
Stockport - E3011, 83010, 85007, 85010, 08604
Crewe - 24042, 24023, 24087, 83006, 83010,
Stafford
Wolverhampton
Birmingham - D1055
Derby
Beeston
......all testament to the richness of the railway scene back then. Still in my late teens and relatively impoverished (I was paid a retainer of just over ÂŁ16 per week, before deductions, for the 6 months of the year I attended the workplace) it was a real pity I couldn't afford more film. Looking back, this DMU was fortunate to get snapped at all!
For music lovers (or not), the UK Number One Single that week was âWhen Will I See You Againâ by The Three Degrees.
Zenit E with Kodak Ektachrome 64
Tuesday, 20th August 1974
1962 Chevrolet Corvette
The 1962 Corvette wasnât a radical departure from the 1961, because major changes were on the horizon for the Corvette with the introduction of the all-new 1963 Sting Ray. The big news for 1962 was the debut of the 327 V-8 in the Corvette, replacing the 283. Otherwise, 1962 carried over the 1961âs body-color headlight rings as well as its tapered rear end with four taillamps that foreshadowed the rear styling of the completely redesigned â63 Sting Ray. There were a couple significant cosmetic differences incorporated for 1962 as well. â the carâs signature side coves were available only in body color and they lacked chrome accent trim. Today these cars are still plentifulâin part because output jumped to 14,531 Corvettes in 1962 from 10,939 in 1961. Production for the 1962 model year also outstripped every other year of C1 production.
The 1962 was the final edition of the straight-axle, convertible only, Corvettes.âŻ
The âforward lookâ of the 217-inch-long body is best described as a symbol of motion; from the recessed quad lamps to the long, low and sleek swept-back fins, and even the exposed brake lamp lenses. In fact, the taillamps were described as a safety element, visible in profile. Styling firsts included compound curved windshields.
Back in 1957, the Automobile Manufacturersâ Association had pulled their support from motorsports. But that didnât mean performance had evaporated from under the hood with its withdrawal. It continued to escalate, thanks in part to public demand.
As an example, 1959âs base engine in each Custom Royal was the âRam Fireâ 361-cu.in. V-8 topped by a four-barrel carburetor. With a 10:1 compression ratio, the engine packed a 305hp punch and 400-lbs.ft. of torque; thatâs 45 more horses than the base offering in 1957. If that wasnât enough power, the D-500 option would net a 383-cu.in. engine, four-barrel carburetor, 320hp and 420-lbs.ft. of torque. Topping the list was the Super D-500: the same 383 block topped by dual quads that produced a factory rating of 345hp and 425-lbs.ft. of torque. The famed push-button TorqueFlite automatic backed each of these available engines; no manual transmission was available. (Matt Litwin)
This is the Ford GT recently purchased at the Barrett Jackson Auto Show for $1M.
This 2022 Ford GT is powered by a 660hp 3.5-liter V6 EcoBoost engine paired with a 7-speed dual-clutch automatic transmission. Finished in Frozen White with a Satin Frozen White full PPF wrap over a black with white leather-trimmed interior, it features dark gray 20-inch forged aluminum wheels wrapped in Michelin Pilot Sport Cup 2 tires and an aero-optimized design with carbon-fiber body components, including front and rear facias, front splitter, rear diffuser and underbody aero-shields. The interior includes a serialized badge, an F1-inspired Ebony Alcantara-wrapped steering wheel with a Matte Carbon bezel, black anodized shift paddles and an LED rev-counter on an adjustable, stalkless telescoping column. The driver and passenger seats are carbon-fiber Sparco units with manual adjustable recline, leather-wrapped bolsters and a Matte Beryllium-painted X-brace. Performance features include Brembo carbon-ceramic brakes, electronic active dampening suspension, a push-button-activated front lift system, a speed-activated splitter and a keel-deployable rear wing with airbrake functionality. Additional options include an integrated tubular steel roll cage, wing-mounted stop lamp, taillamps with integrated aero heat extraction and Advancetrac stability control. 16 actual miles.
Designed for Speed and Performance. From the Ground Up.
Whether on the road or on the track, every single element of the Ford GT was designed to deliver the extraordinary speed and exceptional handling found only in purpose-built racing cars.
The Ford GT is a mid-engine two-seater sports car manufactured and marketed by American automobile manufacturer Ford for the 2005 model year in conjunction with the company's 2003 centenary. The second generation Ford GT became available for the 2017 model year.[1]
GM gave its division's largest cars another new basic design for 1959. For Cadillac, that meant more-curvaceous styling devised as a hurried reply to Chrysler's resurgent '57 Imperials. Hallmarks included huge curved-top windshields, thin-section rooflines, slim roof pillars -- and soaring fins of heroic proportions, adorned with high-riding bullet taillamps.
The 1959 Cadillac model was chosen as the cover car for Life magazineâs issue on the first one hundred years of the automobile. The first set of stamps paying tribute to the automobile featured two 1959 Cadillac tail fin profiles, which many car collector and enthusiast fans admire greatly. Today, the 1959 Cadillac model will always be a great part of automotive history and an iconic symbol of high standard of excellence.
taken for 'The Saturday Self Challenge': "Long Exposure"
Have wanted to try this for some time, this is a 30" LE taken with the camera looking through the car windscreen. Only managed to get one opportunity this week to try it out. Needs a bit of working on I think.
You either love them or loathe them...With tacky Cadillac aluminum trim these cars today are sought after rare space-age gems from the past... these Rocket ships A product of their time... and innovator not an imitator. The large tail fins and a rear that resembled jet engine afterburners, not surprising as the styling was inspired by P-38s.
This is the Ford GT recently purchased at the Barrett Jackson Auto Show for $1M.
This 2022 Ford GT is powered by a 660hp 3.5-liter V6 EcoBoost engine paired with a 7-speed dual-clutch automatic transmission. Finished in Frozen White with a Satin Frozen White full PPF wrap over a black with white leather-trimmed interior, it features dark gray 20-inch forged aluminum wheels wrapped in Michelin Pilot Sport Cup 2 tires and an aero-optimized design with carbon-fiber body components, including front and rear facias, front splitter, rear diffuser and underbody aero-shields. The interior includes a serialized badge, an F1-inspired Ebony Alcantara-wrapped steering wheel with a Matte Carbon bezel, black anodized shift paddles and an LED rev-counter on an adjustable, stalkless telescoping column. The driver and passenger seats are carbon-fiber Sparco units with manual adjustable recline, leather-wrapped bolsters and a Matte Beryllium-painted X-brace. Performance features include Brembo carbon-ceramic brakes, electronic active dampening suspension, a push-button-activated front lift system, a speed-activated splitter and a keel-deployable rear wing with airbrake functionality. Additional options include an integrated tubular steel roll cage, wing-mounted stop lamp, taillamps with integrated aero heat extraction and Advancetrac stability control. 16 actual miles.
Designed for Speed and Performance. From the Ground Up.
Whether on the road or on the track, every single element of the Ford GT was designed to deliver the extraordinary speed and exceptional handling found only in purpose-built racing cars.
TheĂ Ford GTĂ is aĂ mid-engineĂ two-seaterĂ sports carĂ manufactured and marketed by American automobile manufacturerĂ FordĂ for the 2005 model year in conjunction with the company's 2003 centenary. The second generation Ford GT became available for the 2017 model year.[1]
www.caranddriver.com/ford/gt-2022
For anyone who wants to drive a race car that's legal for road use, just gather up about a . . . million dollars and somehow earn the chance to buy a 2022 Ford GT. Its breathtaking bodywork both honors the iconic GT40 race car that dominated Le Mans in the 1960s and serves as the pinnacle of theĂ Blue Oval'sĂ design and engineering departments. While theĂ Ford F-150Ă also has a twin-turbo 3.5-liter V-6, it sure as hell doesn't make 660 horsepower and sound like a band of demons at full throttle. When the GT's gas pedal hits the proverbial metal, it should be on a racetrackĂąfor safety reasons, yesĂ-Ăąbut also to truly appreciate its relentless acceleration, vivid steering, and indomitable carbon-ceramic brakes. Surprisingly, its race-bred suspension can be adjusted to comfortable levels on regular roads. However, its cockpit is barren to avoid distractions and it's difficult to enter and exit, so don't mistake it for a daily driver. Sure, the prohibitively priced Ford GT won't impressĂ FerrariĂ andĂ McLarenĂ owners with its raw performance figures, but it'll shock and awe anyone who's privileged enough to drive it.
Special car, supercar
TVR Tuscan Speed 6 (1999-06) 3996cc S6 24v 325bhp
Registration Number X 213 DYB (Exeter for Taunton)
TVR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
Designed by Damien McTaggert and launched in 1999, initially as a 4 litre rated at 360bhp Five different in line six engine options were offered during the models five years customers. Four of these were variants of the 4.0 L Speed Six making different amounts of power and torque, depending on the trim level selected. The last was a 3.6 L Speed Six which produced the same amount of power as the lowest-level 4.0 L engine, although slightly less torque. With output ranging from 350bhp to 400bhp for the 4.0 S.
The Tuscan Speed Six under went a facelift in 2005 and was now called the Tuscan 2. Exterior changes featured a redesigned front grille and headlamps along with more conventional taillamps.
Diolch am 93,129,560 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,129,560 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-447
The âforward lookâ of the 217-inch-long body is best described as a symbol of motion; from the recessed quad lamps to the long, low and sleek swept-back fins, and even the exposed brake lamp lenses. In fact, the taillamps were described as a safety element, visible in profile. Styling firsts included compound curved windshields.
Back in 1957, the Automobile Manufacturersâ Association had pulled their support from motorsports. But that didnât mean performance had evaporated from under the hood with its withdrawal. It continued to escalate, thanks in part to public demand.
As an example, 1959âs base engine in each Custom Royal was the âRam Fireâ 361-cu.in. V-8 topped by a four-barrel carburetor. With a 10:1 compression ratio, the engine packed a 305hp punch and 400-lbs.ft. of torque; thatâs 45 more horses than the base offering in 1957. If that wasnât enough power, the D-500 option would net a 383-cu.in. engine, four-barrel carburetor, 320hp and 420-lbs.ft. of torque. Topping the list was the Super D-500: the same 383 block topped by dual quads that produced a factory rating of 345hp and 425-lbs.ft. of torque. The famed push-button TorqueFlite automatic backed each of these available engines; no manual transmission was available. (Matt Litwin)
The âforward lookâ of the 217-inch-long body is best described as a symbol of motion; from the recessed quad lamps to the long, low and sleek swept-back fins, and even the exposed brake lamp lenses. In fact, the taillamps were described as a safety element, visible in profile. Styling firsts included compound curved windshields.
Back in 1957, the Automobile Manufacturersâ Association had pulled their support from motorsports. But that didnât mean performance had evaporated from under the hood with its withdrawal. It continued to escalate, thanks in part to public demand.
As an example, 1959âs base engine in each Custom Royal was the âRam Fireâ 361-cu.in. V-8 topped by a four-barrel carburetor. With a 10:1 compression ratio, the engine packed a 305hp punch and 400-lbs.ft. of torque; thatâs 45 more horses than the base offering in 1957. If that wasnât enough power, the D-500 option would net a 383-cu.in. engine, four-barrel carburetor, 320hp and 420-lbs.ft. of torque. Topping the list was the Super D-500: the same 383 block topped by dual quads that produced a factory rating of 345hp and 425-lbs.ft. of torque. The famed push-button TorqueFlite automatic backed each of these available engines; no manual transmission was available. (Matt Litwin)
1952 Willys Aero Ace Pro Street custom.
After world war II, Willys dealers were selling Jeeps, trucks, an all-steel station wagon, and America's last phaeton, the Jeepster, but they still wanted a real car. Willys of Toledo, Ohio, turned to Clyde Paton, a well-respected automotive engineer, and Phil Wright, an equally respected designer, to create its new passenger car. In 1952, the Aero-Willys was introduced. Or is it Willys Aero?
Arriving with a wheelbase of 108 inches, the Aero's passenger compartment sat between the axles, giving the car a true six-passenger interior in a relatively low-profile compact body. Unitized construction added sturdiness and reduced weight.
Kaiser bought Willys in 1954. The Aero name was gone for 1955 when all that remained were the Willys Custom four-door and Willys Bermuda two-door hardtop. Both featured Z-line two-toning on the sides. A new grille and busier taillamps distinguished them from the Aero. The big news under the hood was the Kaiser 226-cu.in. flathead six, originally designed by Continental. The 115hp six-cylinder made these last of the Willys American passenger cars quite fast. Prices were also lowered, but little more than 2,000 made it into American car ports.
Frankenstang. 1967 GT grille, '68 script fender badges, California Special / Shelby taillamps, etc. Tres cool.
Uptown, Chicago, Illinois.
Sunday, July 23, 2023.
37175 and 37099 Merl Evans 1947-2016 power 1Q86 10.12 March Down RS - Derby RTC (via Peterborough, Lincoln, Doncaster, Lincoln and Peterborough) towards the Werrington Diveunder. Glinton Jn. is in the background.
Despite having set off from March about 40 minutes late, this time was made up by Doncaster and the return leg set off from there 11 minutes early. It was 32 early by the time it reached the Lincoln area, but lay over as booked and set off from there only 10 minutes early. But the train steadily gained time and was almost half an hour early by the time it passed Spalding...
I was concerned the shadows here might be too long at 7pm in mid-August, so went to investigate another spot near the Glinton bypass bridge, where I thought I could walk through some trees to stand beside the line and use the pole to get a similar height to the bridge (but without the trees beside the bridge getting in the way). Unfortunately, when I got there I found that, after walking through the gate, tree growth meant it was very difficult to get any further. By this time I knew the train was running early, and only just had enough time to get here - or so I thought! 1Q86 did not appear, and it soon became obvious it was waiting at the signal (out of sight) north of Glinton Jn. for a passenger train coming the other way (still some distance away); once that had passed, the 37s appeared, officially logged as 19 minutes early crossing Glinton Jn.
As can be seen, there were shadows in the cutting, including some which crossed the Up line. So I was on my way back to the car for a longer (77mm) lens (so I could shoot past them) when I realised that if I stood wider, not only could I still use a 50mm lens and capture the train before it hit the shadow without it looking too far away, but it also hid some of the shadows of the cutting itself!
Being held for several minutes north of Glinton Jn. was frustrating in that the shadows were lengthening. But it also did us a favour, as the sun was on the edge of the cloud, and the delay meant the sun emerged from the cloud and better lit the scene!
I'd also photographed 1Q86 here in the morning, when it was heading north. I'd planned to do a going-away shot (the sun angle would have been perfect - although 37099 had a taillamp on the back), and when the train left Peterborough there was a big patch of blue sky just at the right time, However, for some reason the train stopped just before Marholm Jn. (the Peterborough end of the diveunder) - it is assumed a wrong route had been set - and during that time, a big cloud blocked out the sun. Of course, it then cleared not long afterwards!
Visit Brian Carter's Non-Transport Pics to see my photos of landscapes, buildings, bridges, sunsets, rainbows and more.
TVR Tuscan Speed 6 (1999-06) 3996cc S6 380bhp
Production 1677
Registration Number N 26 ADW (Cherished number, originally allocated from Cardiff)
TVR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The TVR Tuscan Speed Six is a sports car designed by Damien McTaggart (exterior) and Paul Daintree (interior), its name pays homage to the original Tuscan which was introduced in 1967. The Tuscan Speed Six was introduced in 1999 while TVR was being run by Peter Wheeler, initially fitted with a e 4.0 litre version of the TVR Speed Six engine rated at 360 hp with the later Red Rose pack raising output to 380bhp bringing with it track-focused chassis upgrades as well as an AP Racing braking system. The high performance Tuscan S was the top-of-the-line model rated at 390 hp (395 PS) and had aerodynamic improvements over the base models, most notably a rear lip spoiler to improve downforce.
Five different in line six engine options were offered to customers. Four of these were variants of the 4.0 L Speed Six making different amounts of power and torque, depending on the trim level selected. The last was a 3.6 L Speed Six which produced the same amount of power as the lowest-level 4.0 L engine, although slightly less torque. With output ranging from 350bhp to 400bhp for the 4.0 S.
The Tuscan Speed Six underwent a facelift in 2005 and was now called the Tuscan 2. Exterior changes featured a redesigned front grille and headlamps along with more conventional taillamps. Mechanical changes involved revised spring rates, improved steering response and different suspension geometry to make the car easier to drive on public roads. The base models were detuned to 350 hp (355 PS) while still retaining the basic weight figure of 1,100 kg (2,425 lb). The interior was also refreshed and featured a more conventional and ergonomic layout.
Diolch am 92,081,872 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,081,872 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-376
Previously residing around the corner at Roberts Rd , 88010 had been dragged into Doncaster by 66303 for a trip back north . Prior to departure a problem occurred and the two locos parted company , tail lamp being applied by the driver before heading off in 66303 .
7 4 21
A closeup shot of the tail lamp of a brand new Kia Seltos that will be for sale in the first third quarter of 2021. This compact crossover SUV was meant to be a showroom piece but was stored at the KIA service center's stock yard.
The reason for the Seltos' late appearence in the Malaysian market is due to the change in the KIA distributor and dealership. If you ask my opinion, the Seltos is more of a people carrier like the Honda BR-V, as opposed to a proper SUV like the KIA Sorento or its smaller sibling, the Sportage.
Volkswagen 1300 Beetle (1965-79) 1285cc HO4 OHV Production 2,736,154 (21,000,000 all Beetles 1954-77)
Registration Number GLT 679 N (London NW)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The VW Beetle went on to become world biggest seller at over 21,000,000 units sold, of all types, progressively modified and improved, and with numerous engines throughout the production run.
For 1965 a larger 1300 (1285cc) engine was introduced with 40bhp and an all synchromeshbox, a revised front end, greased for life steering joints and slotted wheels. From 1968, two speed wipers, dual circuit brakes with front discs optional and a collapible steering column.
In 1971 for the first time there were two different Beetles available. the familiar standard Beetle and a new, larger version, that differed from the windscreen forwards. The standard Beetle was now badged as the VW 1300; when equipped with the 1600 engine, it was badged 1300 S. he new, larger Beetle was sold as the 1302/1302 S, offering nearly 43% more luggage capacity, up from 140 litres to 260 litres
For 1972 models had an 11% larger rear window (40 mm ). 1973 models featured significantly enlarged "elephant foot" taillamps mounted in reshaped rear bumper
Diolch am 92,140,763 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,140,763 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-411
Antique Vehicles - 1910 White Steam Car.
The White Motor Company, founded in 1900, produced bicycles, roller skates, automatic lathes, and sewing machines. Originally located in Cleveland, Ohio, they also produced automobiles.
The 1910 White steam powered-car was rated at 20 horsepower and had a wheelbase that measured 110 inches. The two-cylinder compound steam engine has a 3x3.5-inch bore and a 5x3.5-inch stroke. It was available as a limousine, landaulet, runabout, or five-passenger touring car.
It has a conventional-looking radiator which was an integral part of the dual-condenser steam power system. This allowed the car to travel longer distances without requiring re-filling the boiler.
This car rides on artillery-style wooden wheels and is fitted with dual brass headlamps and a single brass rear taillamp. There are brass steam-pressure gauges, a 2-cylinder Compound (high/low) steam engine, water-tube flash boiler, 2-speed transaxle, and rear drum brakes.
This specimen is on display at the Western Development Museum, Saskatoon.
.....around the Pullman Observation Car? Who'd have guessed.
Kingswear, Dartmouth Steam Railway
12th October 2019
Manufacturer: Pontiac Motors Division, Kansas City, Kansas - USA / General Motors Company, Detroit, Michigan - U.S.A.
Type: Six Series 402 Convertible Coupé
Engine: 3284cc straight-6 L-head
Power: 65 bhp / 3.200 rpm
Speed: 95 km/h
Production time: 1932
Production outlet: 45,340 (All Series 402)
Curb weight: 1380 kg
Special:
- This Six Series 402, from the so-called âBig Six Seriesâ (1929-1932), has a three-speed manual gearbox (synchromesh) with floor shift, drive shaft, a 9.625 inch dry disc clutch, a one-barrel Marvel downdraft carburettor, distributor and coil ignition system, a 6-Volts electric system, a 57 liter fuel tank and rear wheel drive.
- The chassis with steel body (by Fisher) has a 114 inch wheelbase, four cooling air flaps per side at the bonnet, worm & sector steering, free-standing, chromed headlamps (without a tie-bar), a pair of chrome-housing taillamps, a rumble seat, a pair of chrome horns, independent semi-elliptic leaf spring front and rear suspension, a semi-floating rear axle, wire wheels with balloon tires size 5.25x18 and four-wheel mechanical drum brakes.
- Special Kelsey Hayes wheels, two-tone colouring, fog lights, bumper guards, a Deluxe Safety steering wheel, a luxurious heater and Ride Control (driver-adjustable hydraulic shock absorbers, operated via a knob on the dash that altered internal valving) were optional.
- The Six Series 402 was available as this 2-door Convertible Coupé, as 2-door Coupé, as 2-door Sport Coupé, as 4-door Sedan and as 4-door Custom Sedan.