1960 Chevrolet Impala convertible

The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, and this animal became the car's logo.

The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp. Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the preset were exceeded.

The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders.

The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp. The 348 cu in was available in 250 to 320 hp with a 350 hp Special Super Turbo-Thrust with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control. Production was 490,000 units.

1960 Chevrolet Impala convertible

The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, and this animal became the car's logo.

The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp. Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the preset were exceeded.

The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders.

The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp. The 348 cu in was available in 250 to 320 hp with a 350 hp Special Super Turbo-Thrust with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control. Production was 490,000 units.

The night sky at Arches National Park was amazing, so I wandered around every night I was there (5 nights) taking sky shots. The park was awesome -- a great place for a vacation, and now one of my favorite national parks (I had never been there before). I was going to scrap this photo due to car headlights and taillights in the background and some red headlamp glow in the foreground., but then I figured it adds a little interest. Next time I would likely take a longer exposure for the foreground.

THE ONLY KNOWN SURVIVING EXAMPLE

1932 LINCOLN KB FOUR-PASSENGER TOWN SEDAN

CHASSIS NO. KB1377

448ci L-Head V-12 engine

Single dual throat carburetor

150bhp at 3,400rpm

3-speed manual transmission

Solid axle suspension with semi elliptic springs and hydraulic shock absorbers

Four-wheel vacuum-boosted mechanical drum brakes

-The best looking year for Lincoln

-Regarded as the best driving classic of its time

-The only surviving KB Town Sedan

-Sporty close-coupled coachwork

-Powerful and smooth 12-cylinder motor

The KB

The year 1932 saw the arrival of the biggest and most classis Lincoln yet: the KB. The new V-12 of 448 cubic inches and 150 horsepower was the largest and most powerful Lincoln engine of the era.

The Motorcar Offered

The 234A is the most stylish of the production Lincoln sedans built in 1932. The exterior finish is a pale gray upper body and fenders with a tan lower body and french gray stripe. The car is fitted with the correct Beals and Selkirk trunk in pristine condition. Its blind rear quarter panels add privacy to the elegant intimacy of the compact owner's compartment. Upholstery in several

shades of tan broadcloth, in fine condition, complement the overall interior appearance. The interior hardware and fittings including two vanities are complete and original. The overall appearance of the interior is one of restrained elegance.

It is believed that this car is the only surviving example of the 1932 two-window town sedan.

Source: Bonhams

Passing car red taillights added some interesting light to this magical spot in Yellowstone.

1951 Mercury Convertible restyled by Barris Kustoms for Fred Rowe of Los Angeles, California. Fred's Merc was nosed, decked, and shaved for handles and emblems. The modified doors and trunk were electrical operated by solenoids. The operating button for the driver side door was installed in the chrome rub strip. Chrome trim was installed along the bottom of the car to accent the chrome rub strip. Up front, the hood was peaked and the hood corners were radiused. The headlights were frenched and slightly tunneled, using the stock headlight rims. The ends of the grille bar were stock, while the center section was rolled from sheet metal and fitted with slotted teeth. In the book "Barris Kustom Techniques of the 50's Volume 3: Lights, Skirts, Engine and Interiors" George Barris says "We even retained the parking light" when he speaks about the grille bar. The stock front bumper was left untouched, just like the parking lights. In the rear, the exhaust was routed trough the rear bumper corners. The stock taillights were replaced with 1950 Chrysler taillights that were installed low, just above the bumper. Barris completed the build by chopping the windshield 4 inches. A beautiful padded top by Carson Top Shop was then made for the car. Carson Top Shop did also upholster the car in white simple tuck and roll with contrasting horseshoes in gray. The carpet was also gray, and a tarpaulin was used to cover the rear seats when the top was off. The body of the car was painted Burgundy Mist Candy.

Under the hood there were plenty of chrome and polish. The Mercury flathead was ported and relieved, and it featured Edelbrock finned aluminum heads and twin Stromberg 97 carburetors on an Edelbrock intake. Dual Appleton S-552 spotlights and fenderskirts were added as a final touch. The car rolled on Buick Kelsey-Hayes wire wheels that were fit with whitewall tires. The first version of the Merc was completed in 1953, and it landed the cover of Rod & Custom August 1953.

Fred's Mercury was another one of those customs which was modified as styles changed. Later on, the car received two scoops in the hood, and the original sidetrim was replaced with1952 or 1953 Buick trim spears. Small scoops were placed in the center of the curves in the sidetrim as well, and the bumper guards were sectioned. The second version was completed in 1954, and Rod & Custom April 1954 ran a Barris Korner tech article that showed how the hood scoops were made.

The second version of Fred's Merc appeared in the Universal-International movie Running Wild along with Bob Hirohata's 1951 Mercury. William Campbell played an under cover cop in the movie, who's ride was Fred's custom. The Hirohata Merc was the bad guy's car. The movie was released December 1, 1955

Around 1962 Anthony Gonzalis purchased the car for $900.00 from a used car lot in Southern California, showing how much value had dropped in a short time.

The car languished through several owners for years, before being completely restored to original specs, and sold in 2012 at auction for.............drum roll..........

$423,500 !!

AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!

The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, which was used as the car's logo. First production year for the Impala was 1958.

The 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks, Oldsmobiles, and Pontiacs. Using a new X-frame chassis, the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, non-functional front air intake scoops were added just above the grille.

The Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible and a five-door station wagon. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder," which allowed the driver to set a needle at a specific speed, which triggered a buzzer when exceeded.

1950 Packard Convertible

By 1950 a combination of some bad management decisions, and probably some cash flow issues attributed to it had put the once great Packard on death's door with only six years of life left. James Nance, the then CEO of Packard, decided to move out of their 2 story manufacturing plant and into a smaller, one story plant which not only created the normal move headaches associated with doing that, but the now somewhat jammed quarters led to quality issues in their manufacturing. And instead of addressing those issues where they occurred, they simply transferred "the fix" of those issues onto the dealer network. None of that bode well with the dealers, and many of the loyal dealers of many years decided to drop the franchise. And, surely, that would have an impact on sales.

Also, Packard was late to market with a fresh, after war look that their chief competitors, Lincoln and Cadillac had already done a few years earlier. And after the war, the buying public was ready and eager for change after no cars throughout the war years, and with little change from the models of 5 years prior. The 1950 shown above was really nothing more than a freshened up look of Packard's prewar models. Two years earlier Cadillac had already embraced the aviation look made popular back then by adding "P-38 tailfins" to their line. Lincoln did a complete redesign of their cars in 1949, and many had "gunsight" taillights, a new look for them, and probably created to emulate the machine gun gunsights found on WWII bombers. (although IMO, the prior year '48 Lincoln was a beautiful, classic, and much nicer design)

Although Packard had produced a beautifully smooth and powerful inline 8 cylinder motor for decades, and quite possibly one of the auto industry's best motors, it was not until 1955 that they met with the trend of providing V8 motors in their cars. Both Cadillac and Lincoln had already offered their V8 versions for decades prior. And Cadillac offered theirs as the newer, more advanced over head valve versions. Once more, Packard was late to market.

The final straw probably came when Packard, already somewhat financially strapped, purchased the even more financially strapped Studebaker Corporation. Nance's goal was to create a super power machine not unlike General Motors at the time. Negotiations were in place for Packard to buy the Nash/Hudson entity, and maybe because of ego issues of the leaders that acquisition never materialized. Nance figured Studebaker would then compete on the low end against Ford and Chevrolet, whereas Nash and Hudson would be his mid tier competitor against Buick and Oldsmobile, and Packard would remain at the top to continue to compete with the likes of Cadillac and Lincoln. Unfortunately for Packard, that never happened, and whether it would have made a difference in Packard's fate is arguably debatable. The end for Packard came in June of 1956, the final year of the last real Packard produced.

1950 Packard Convertible

By 1950 a combination of some bad management decisions, and probably some cash flow issues attributed to it, had put the once great Packard on death's door with only six years of life left. James Nance, the then CEO of Packard, decided to move out of their 2 story manufacturing plant and into a smaller, one story plant which not only created the normal move headaches associated with doing that, but the now somewhat jammed quarters led to quality issues in their manufacturing. And instead of addressing those issues where they occurred, they simply transferred "the fix" of those issues onto the dealer network. None of that bode well with the dealers, and many of the loyal dealers of many years decided to drop the franchise. And, surely, that would have an impact on sales.

Also, Packard was late to market with a fresh, after war look that their chief competitors, Lincoln and Cadillac had already done a few years earlier. And after the war, the buying public was ready and eager for change after no cars throughout the war years, and with little change from the models of 5 years prior. The 1950 shown above was really nothing more than a freshened up look of Packard's prewar models. Two years earlier Cadillac had already embraced the aviation look made popular back then by adding "P-38 tailfins" to their line. Lincoln did a complete redesign of their cars in 1949, and many had "gunsight" taillights, a new look for them, and probably created to emulate the machine gun gunsights found on WWII bombers. (although IMO, the prior year '48 Lincoln was a beautiful, classic, and much nicer design)

Although Packard had produced a beautifully smooth and powerful inline 8 cylinder motor for decades, and quite possibly one of the auto industry's best motors, it was not until 1955 that they met with the trend of providing V8 motors in their cars. Both Cadillac and Lincoln had already offered their V8 versions for decades prior. And Cadillac offered theirs as the newer, more advanced over head valve versions. Once more, Packard was late to market.

The final straw probably came when Packard, already somewhat financially strapped, purchased the even more financially strapped Studebaker Corporation. Nance's goal was to create a super power machine not unlike General Motors at the time. Negotiations were in place for Packard to buy the Nash/Hudson entity, and maybe because of ego issues of the leaders that acquisition never materialized. Nance figured Studebaker would then compete on the low end against Ford and Chevrolet, whereas Nash and Hudson would be his mid tier competitor against Buick and Oldsmobile, and Packard would remain at the top to continue to compete with the likes of Cadillac and Lincoln. Unfortunately for Packard, that never happened, and whether it would have made a difference in Packard's fate is arguably debatable. The end for Packard came in June of 1956, the final year of the last real Packard produced.

The other end of the 1959 Chrysler 300 E Convertible. Defines imposing intimidating eye candy.....that will run you down and run you over......

The 1955 Chrysler 300 hardtop was the first real muscle car, with 300 horsepower from its 331-c.i. Hemi V-8, 0-90 mph in 16.9 seconds, and a top speed of 130 mph. The company sold 1,725 of these homologation specials, and Chrysler dominated NASCAR. Virgil Exner’s “Forward Look” hit its stride in 1957, and the Chrysler letter car’s egg-crate grille and four headlights led back to huge fins and cathedral window taillights. The 300C was unadorned, except for a single spear and the big “300” badge on the rear fender, and all were single colors. The Hemi V-8 now displaced 392-c.i. and developed 375 hp. A convertible was added to the lineup for the first time, and 484 were sold along with 1,918 hardtops.

The iconic Hemi was replaced by the 413-c.i. Wedge engine on the 1959 300E, claiming the same horsepower. The grille was changed and swivel bucket seats were a new and desirable option. This year saw one of the model’s lowest sales figures, with 550 hardtops and 140 convertibles produced,. So this is a rare bird indeed. The Wedge was not as easy to hotrod, but was lighter than the Hemi, easier to work on and just as fast right from the showroom floor.\

Never common, Chrysler 300 letter cars have a dedicated following, and their performance goodies can be costly. Most were run hard, and rust is a serious problem. They are also enormous by modern standards, so measure your garage first. Once you do find one, drive this “business man’s express” with confidence, knowing that there isn’t another Jet Age American car on the road that can keep up.

1932 Auburn 8-100

Produced: 11,145

Original Price: $675 - $875

Average Auction Sale: $90,167

The Auburn Automobile Company was established in 1900 offering a single-cylinder model priced at $800, a rather steep price at the time, but the company persisted, and new models quickly followed. During the 1910s, the company prospered, but by the close of the decade, it was in financial trouble.

Errett Lobban Cord was a unique and resourceful individual who reportedly made and lost $50,000 three times in the course of his business dealings, all before the age of 21. He joined Auburn as general manager in 1924 when the company was in the doldrums, producing more cars than it could sell, and quickly headed to bankruptcy. In 1925, Cord arranged for Lycoming straight-eight engines to be installed in the existing six-cylinder chassis, and Cord-inspired restyling included two-tone color schemes and a novel beltline that swept up over the bonnet. For three consecutive years, sales doubled, and in 1926 Cord became president of the Auburn Automobile Company.

Stutz's accolade of 'America's fastest' was soon challenged by the eight-cylinder Auburn, with Al Leamy driving an 8-115 Speedster at 108.46 mph over the measured mile at Daytona in 1928 and going on to take the 24 hours record at Atlantic City Speedway. Along with performance, the eight-cylinder Auburn's offered exceptional value, with the top-of-the-line Speedster listing at just $1,395, less than half the cost of the equivalent Stutz.

E.L. Cord seized the Great Depression as an opportunity to produce and sell better automobiles at a lower price than his competitors, and over 1,000 new dealers joined the company between 1929 and 1931, enabling the company to become 13th in national sales.

Alan Leamy's design of the new 'Dual Ratio' rear axle offered the driver a choice of high or low ratio in any of the three forward gears, selectable by adjusting a lever while driving below forty mph. A vacuum-actuated clutch locked or release a planetary gear set that was housed in the rear differential, creating the two possible output ratios and, essentially, created a rudimentary six-speed transmission.

The first year of the Auburns with the sweeping fenders and the long hood was 1931, a design that would continue through 1933. The double-drop X braced frame allowed the overall height to be reduced by three inches compared to previous models, with open cars having a more rakish appearance. The Coupe, Brougham, and Sedan were equally sinister as they shared the same chassis, hood, and front fenders as the Speedster.

The Model 8-100 and Model 8-100A rested on a 127-inch wheelbase platform, and body styles included the speedster, cabriolet, convertible phaeton sedan, coupe, brougham, and sedan. Prices ranged from $845 to $775. With the Custom Dual Ratio feature installed, prices rose by an additional $130. A seven-passenger sedan with a base price of $875 was offered on a 136-inch wheelbase platform.

Power was from a Lycoming 269 cubic-inch straight-8 engine producing 100 horsepower and backed by a three-speed manual transmission and four-wheel drum brakes. The suspension included semi-elliptic leaf springs with a solid front and live rear axle.

Time Magazine featured E.L. Cord on the cover of their magazine in 1932, a tribute to the success achieved during the difficult Depression. Despite the success, the company would become a victim of the Depression and ceased production in 1936.

Median Auction Sale: $58,850

In 1932 a total of 11,347 Auburns were shipped from their factory.

Sometimes referred to as a ‘Baby Duesenberg', the Model 8-100A Auburn is a masterpiece of automotive design excellence.

Auburn strove to provide a stylish and innovative automobile to the public at an affordable price. Despite the depression, the talent of designers Gordon Buehrig and Alan Leamy inspired the designs of E.L. Cord's Auburn Cord Duesenberg Company to produce some of the most stunning examples of classic automobile design.

The model 8-100A was an 8 cylinder with 100 horsepower. A custom model, the 8-100 A signified that it was custom, with added features like a Columbia dual ratio rear axel, chrome headlights and taillights, and ride control.

A real eye catcher, the 8-100A, the custom model 4-door sedan cost an average of $1,145 in 1932.

Most Auburn models came with the Lycoming 8-cylinder engine along with Midland steel-draulic brakes. The engine output was rated at 100 horsepower at 3,400 rpm and had a 268.6 cubic inch displacement.

The choice of making a Columbia two-speed rear axle standard equipment on all models was one of the few changes made to the 1932 models.

Several Auburn models came with a 12 cylinder engine, and others were fitted with hydraulic brakes.

Besides the 7 passenger sedan, all 8-100 A models came with a 127' wheelbase, freewheeling and the Bijur chassis lubricating system. 1932 was the first year for the Startix, an automatic feature that would start the engine whenever the ignition was turned on.

Fortune applauded the 1932 Auburn as ‘The biggest package in the world for the price.'

Credit: Conceptcarz

Experimenting with lights and long exposure. The red hue comes from the car's taillights, adds an interesting layer to the photo.

Experimenting with (torch) lights and long exposure. The red hue comes from the car's taillights, adds an interesting layer to the photo.

1957 Desoto Fireflite Convertible

The DeSoto Fireflite was a premium model produced by DeSoto in 1957. It was superseded by the Adventurer as the premium DeSoto model in the same year. The Fireflite continued to offer high-grade appointments in a full line of body styles. A station wagon was added to the Fireflite's lineup in 1957. The Fireflite was powered by a 341 cubic inch Hemi that used a single 4-barrel carburetor to make 295 horsepower.

1960 Chevrolet Impala convertible

The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, and this animal became the car's logo.

The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp. Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the preset were exceeded.

The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders.

The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp. The 348 cu in was available in 250 to 320 hp with a 350 hp Special Super Turbo-Thrust with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control. Production was 490,000 units.

The old Mill is a classic Cedarburg, WI attraction. Here, sunset and the taillights of passing cars add to the beauty of the Mill.

The alarm today went off at 5am, over two hours before sunrise. The reason for the early alarm was the drive to Canyonlands National Park and the ensuing walk to Mesa Arch would take nearly an hour and I wanted to be able to plant my tripod before everyone else arrived. Driving out of Moab the streets were void of traffic and after turning onto the road leading to Canyonlands there weren’t any headlights in the rearview mirror or were there taillights visible ahead. I was confident that I had departed at an appropriately early enough time.

After entering the National Park I noticed a few taillights ahead of me in the distance. “OK, I guess there may be a few early risers there,” I thought. How wrong I was, for as I crested the rise in the dark with my headlamp guiding my way along the path to Mesa Arch I could hear many voices coming from ahead. I wasn’t alone and it wasn’t just a couple of early risers either. There were already 15 to 20 tripods with accompanying cameras and photographers set up waiting for sunrise! Fortunately, the location I had scouted out the day prior was still available, so I joined the masses and added my tripod and camera to the mix. Note to self: rethink the starting time for my next visit!

The beauty of the sunrise here is something one truly needs to witness in person. As the sun broke the horizon the first sunburst occurred, but the best was yet to come. Initially there is the lack of reflected light on the underside of Mesa Arch. But as the sun continued to rise and began to cross the underside of the arch a 2nd sunburst occurred while the reflected light illuminated the underbelly of the arch turning the sandstone a glowing red. While some photographers had already started packing up, the patience of ‘waiting for the light’ was rewarded with this image.

Highlighted by the rising sun is the Washer Woman (derived from its resemblance of a tall and slender woman reaching her hands into a tub) and to its right is the taller Monster Tower. Washer Woman and Monster Tower are each over 600 feet tall. Behind the Washer Woman is the Sandcastle.

This is the second image I’ve posted from that wonderful morning, but this one was taken moments earlier than the previous one. The sunburst is larger in this image as the sun has yet to rise high enough to be partially hidden by the arch.

From the earlier image, Kathleen had commented . . . “I can see an Indian lying in repose, hand in his lap and his legs crossed........lying in the opening, do you see him?” Yes, I could! Can you?

Best viewed large (L)

The lack of recent travels has led me to delve into the archives. This one is from one of my favorite mornings . . .

The alarm today went off at 5am, over two hours before sunrise. The reason for the early alarm was that the drive to Canyonlands National Park and the ensuing walk to Mesa Arch would take nearly an hour and I wanted to be able to plant my tripod before everyone else arrived. Driving out of Moab the streets were void of traffic and after turning onto the road leading to Canyonlands there weren’t headlights in the rearview mirror or taillights visible ahead. I was confident that I had departed at an appropriately early enough time.

After entering the National Park, I noticed a few taillights ahead of me in the distance. “OK, I guess there may be a few early risers there,” I thought. How wrong I was, for as I crested the rise in the dark with my headlamp guiding my way along the path to Mesa Arch I could hear many voices coming from ahead. I wasn’t alone and it wasn’t just a couple of early risers either. There were already 15 to 20 tripods with accompanying cameras and photographers set up waiting for sunrise! Fortunately, the location I had scouted out the day prior was still available, so I joined the masses and added my tripod and camera to the mix.

The beauty of the sunrise here is something one truly needs to witness in person. As the sun broke the horizon the first sunburst occurred, but the best was yet to come. Initially there is the lack of reflected light on the underside of Mesa Arch. But as the sun continued to rise and began to cross the underside of the arch a 2nd sunburst occurred while the reflected light illuminated the underbelly of the arch turning the sandstone a glowing red.

Highlighted by the rising sun is the Washer Woman (derived from its resemblance of a tall and slender woman reaching her hands into a tub) and to its right is the taller Monster Tower. Washer Woman and Monster Tower are each over 600 feet tall. Behind the Washer Woman is the Sandcastle.

This is the third image I’ve posted from that wonderful morning, but this one was taken moments earlier than the previous two. The sunburst is larger in this image as the sun is just beginning to be hidden by the arch. I’ve held off on posting this . . . due to the flares, but decided they weren’t too distracting

Best viewed large (L)

.. yet another month draws to a close, leaving me wondering where it all went. I still have a to-do list referring back to June, and I am looking at August now!

Well - it was the month of the heatwave, and the month of ever deepening drought. We are told to expect more of both in the coming months - not a cheering thought.

And, even though the authorities speak of the pandemic in the past tense, Covid is still very much with us. The peak in Scotland was in June, and July has seen a fall in the numbers infected, which is encouraging. But there are new variants appearing, and each time we seem to start from a higher base. Autumn and winter don't look promising with no protective measures in place. Add spiralling inflation to the mix, and the outlook is hardly rosy.

So I find myself tuning out the news, and turning to familiar things. Summer in the garden which is full of flowers, and new fledglings discovering the world about them as they learn to fly! The barley is ripening, and we have had some rain, which might help rescue the potato crop and the fruit too.

And of course there are my cameras - and Flickr. This month has been more based around home and garden for subjects to shoot. Familiar flowers and landscapes, evening and morning sun and clouds. Energy has been low, but maybe August will see us at the coast and inland beauty spots. I hope so!

Many thanks to everyone who has visited my photostream and for the comments and faves.

All my collages are collected here: At a Glance

XLT, 2.0 liter, 4 cyl

Azure Gray Metallic Tri-Coat.

Riverfront Park, Vancouver, British Columbia, Canada

Maverick is a four-door, compact pickup truck manufactured and marketed by Ford Motor Company. It was unveiled on June 8, 2021, as Ford's smallest truck, slotted below the mid-size Ford Ranger.

Using a front-wheel drive-based unibody platform shared with the Ford Escape and Bronco Sport, the pickup's power train offerings include a gasoline hybrid engine or a turbocharged gasoline engine, the latter available with all-wheel drive. The truck is exclusively offered in a 4-door crew cab configuration with a short bed.

Tremor package is reserved for the Maverick XLT and Lariat models with the turbocharged 2.0-liter engine. Trucks with the kit are identified by their bedside graphics, smoked headlights and taillights, and orange body accents. Along with an orange stripe in the grille and orange front tow hooks, each of the dark-painted 17-inch wheels has an orange pocket that pops and makes it extra easy to find the valve stem. There's also a Tremor-specific appearance package that adds some black exterior graphics and a gray-painted roof

1961 Chevy Impala.The Impala was restyled on the existing GM B platform for 1961. The new body styling was more trim and boxy than the 1958-60 models. Sport Coupe models featured a "bubbleback" roofline syle for '61, and a unique model, the 2-door pillared sedan, was available for 1961 only. It was rarely ordered and a scarce collectible today. The rare Super Sport (SS) option debuted for 1961.

The 1962 model featured new "C" pillar styling for all models except the 4-door hardtop "Sport Sedan." Sport Coupe models now featured the "convertible roof" styling, shared with other GM "B" full-size hardtop coupes. This style proved extremely popular, and contributed to the desireability of the '62-'64 Impalas as collectibles. The "overhang" roof style of the sedans was replaced with a more attractive, wider "C" pillar with wraparound rear window. Engine choices for '62 settled down, the 348 V8 discontinued and replaced by the 340-bhp 409, which could be ordered with any transmission. The small-block 283 was enlarged to 327 cubic inches, which added more engine choices for small-block fans. The Beach Boys produced a hit single, "409," referring to the Chevy, which became an iconic song for these cars. Impalas again featured premium interior appointments, plusher seats, and more chrome trim outside, including a full-width aluminum-and-chrome panel to house the triple-unit taillight assembly. Super Sport (SS) models featured that panel in a special engine-turned aluminum, which was also used to fill the side moldings, making the SS more distinctive in appearance. Due to reliability problems, the optional Turboglide automatic transmission was dicontinued, leaving Powerglide the only autobox available until 1965.

Many consider the 1963 model to be the best in terms of styling, although it was mechanically identical to the '62 in most ways. Crisper styling, with pointy front and rear fenders, emphasized the longer, lower look which was so popular at that time. Impalas again featured a rear taillight panel which was aluminum surrounded by a chrome border, which had the engine-turned surface on SS models. Engine choices was similar to '62, which the small-block 283 and 327 V8s the most popular choices. The Sport Sedan featured a new, creased roofline that proved popular. A new "coved" instrument panel was good-looking, but replaced the temperature gauge with "idiot lights" for hot and cold engine conditions. An optional factory tachometer was built into the dash, just above the steering wheel. It was rarely ordered, but gave the Super Sport models an extra feel of sportiness.

For 1964, the Impala was slightly restyled, reverting to a more rounded, softer look. Out back, the signature taillight assembly had an "upside-down U" shaped aluminum trim strip above the taillights, but the lights themselves were surrounded by a body-colored panel. The 409 returned as the big-block option, but the 4X2 carburetor setup was no longer on the option list. SS models continued to feature the engine-turned aluminum trim. Rooflines were carried over from '63 unchanged.

1966 Ford Galaxie 500 7 litre 1/25th scale model kit by AMT. I have a picture of 3 of the great drivers from 1966 in the NASCAR Grand National Series showing the #28 driven by Fred Lorenzen. I made this from the black and white picture, this is the best of the three I built, the other two being #27 and the #41 all 66 Galaxies. This model got most of the detail being the last one I built, I removed the vent windows and all the outer trim. I had to custom make the exhaust to exit where I wanted it, but the kit did come with a stock car option and a dragster option so it had some of the NASCAR trim such as the headlight and taillight blanks. The hood locks i added and the roll cage was not quite the right fit, but its only plastic so it fits. This was a fun kit and I built the 3 NASCAR models and one stocker that I left the box color of red.

The back ground is an actual set up for race car models I just did some photoshop to make it larger. Looks pretty good I think. Also note the gas tank door is removed for easy filling.

Photographed at the Culver's Cruise in Springfield, Illinois on July 25, 2010. The cruise is a monthly summertime event put on by the Central Illinois Region of the Antique Automobile Club of America.

Please visit my collection of Motor Vehicles on Flickr where you will find more than 10,000 photographs thoughtfully organized into albums, and presented by model year, manufacturer, vehicle type, and more. This project, which began in 2008, continues to expand with new material added daily.

Photographed at the 62nd Secretary of State Antique Vehicle Show in Springfield, Illinois on September 10, 2011.

Please visit my collection of Motor Vehicles on Flickr where you will find more than 10,000 photographs thoughtfully organized into albums, and presented by model year, manufacturer, vehicle type, and more. This project, which began in 2008, continues to expand with new material added daily.

… You don't have to wear that dress tonight.

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

“Macro Mondays” “Member’s Choice: Abstract Macro"

Macro Mondays / August 28 / #Abstract / HMM to everyone!

7DWF / Mondays #FreeTheme

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

Well, the real story: This is a detail of sexy ladies underwear, lit with a simple mobile bicycle lamp with red top (taillight). The bright spot I have set with the front lamp. The dimensions are 1,15" wide.

I chose this subject, because the song took me a few days as a earwig ;-)

/

Nun, die wahre Geschichte: Dies ist ein Detail reizvoller Damenunterwäsche, mit einer einfachen mobilen Fahrradlampe mit rotem Aufsatz (Rücklicht) beleuchtet. den hellen Spot habe ich mit der Vorderlampe gesetzt. Die Ausmaße betragen in der Breite 28 mm.

Ich habe dieses Motiv gewählt, weil mir der Song einige Tage als Ohrwurm durch den Kopf ging ;-)

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

ROXANNE / THE POLICE

This song is about a man who falls in love with a prostitute. Sting got the idea 1977 after walking through the red-light district of Paris when the band was in town to play at a club called The Nashville, where he saw prostitutes for the first time. He imagined what it would be like to fall in love with one of them, figuring some of them must have boyfriends.

Roxanne

You don't have to put on the red light

Those days are over

You don't have to sell your body to the night

Roxanne

You don't have to wear that dress tonight

Walk the streets for money

You don't care if it's wrong or if it's right

Roxanne

You don't have to put on the red light

Roxanne

You don't have to put on the red light

Roxanne (put on the red light) ...

I loved you since I knew you

I wouldn't talk down to you

I have to tell you just how I feel

I won't share you with another boy

I know my mind is made up

So put away your make-up

Told you once, I won't tell you again

It's a bad way

Roxanne

You don't have to put on the red light

Roxanne

You don't have to put on the red light

Roxanne (you don't have to put on the red light)

Roxanne (put on the red light) ...

www.youtube.com/watch?v=3T1c7GkzRQQ

* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *

Nikon Micro-Nikkor-P / 1:3.5 / 55 mm / Added macro extension tube 25 mm

The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,

Larson repurposed parts that added to the high style of the Futura Waimea: ’59 Cadillac rocket taillights mounted on the ‘D’ pillar, a sunroof from a ’54 Ford Skyliner, the instrument cluster from a ’49 Nash Ambassador, and the roof rack, from a Vega Wagon. Larson said he re-christened the Futura after the early ’60s Ford Falcon Futura. It has bears the Futura’s wheel cover and script.

Larson showed his newly-finished “Futura Waimea” around Minnesota in the 90s but then it disappeared. In 2013, it turned up on eBay and was purchased by Motor Trend’s Chasing Classic Cars, TV personality Wayne Carini. The Futura Waimea’s journey was featured in The Futura Waimea’s journey was featured in Season 17, Episode 5, Back to the Futura, of Chasing Classic Cars. Lane Motor Museum acquired this car from Carini in 2021.

Specifications:

Manufacturer: Blake Larson

Country of Origin: USA

Drivetrain Configuration: Rear-engine, rear-wheel drive

Engine: Corvair, air-cooled, 145 cu. in. flat-six engine, 84 hp

Transmission: Two-speed Powerglide automatic

Top speed: Unknown

Years Produced: 1961

www.lanemotormuseum.org/collection/cars/item/futura-waime...

Car Museum Day, 07/03/2023, Nashville, TN

Canon EOS-1DS

EF 35.0 mm ƒ/1.4 L

ƒ/1.4 35.0 mm 1/640 250

wheremyrunningshoestakeme | Instagram in Color | Lens Wide-Open

Lotus Esprit S2 (1978-82) Engine 1973cc type 907 S4 160hp

Production 1149 (includes 2.2 litre cars)

Registration Number DRE 665 T (Stoke on Trent)

LOTUS ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

n 1978, the revised Series 2 (or S2) Esprit was introduced, external changes included intake and cooling ducts added behind the rear quarter windows; bigger, ribbed taillights, this time from the Rover SD1, and a new front spoiler that was now integrated, folding rearward under the nose and so forming the start of the car's initially modest, thin black side-skirts. S2 Esprits also had 360 mm (14 in) Speedline alloy wheels designed by Lotus. Other changes included relocating the battery from above the right side fuel tank under the rear quarter window to the rear of the car, adding an access door to the engine cover, installing wider seats and replacing the Veglia instrument cluster with individual gauges made by Smiths and a new style of illuminated dashboard switches

The S2.2 introduced in May 1980 was a stop gap model, the only major difference being the introduction of the 2.2 litre 912 engine replacing the type 907 2 litre The S2.2 received a galvanised chassis, but not the revised chassis structure to come in the Series 3

Diolch am 85,833,082 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 85,833,082 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-200

One of the hand-full remaining original Lead Sleds from the early 50s. At speed on Highway 1 and featured at Pebble Beach.

1951 Mercury Convertible restyled by Barris Kustoms for Fred Rowe of Los Angeles, California. Fred's Merc was nosed, decked, and shaved for handles and emblems. The modified doors and trunk were electrical operated by solenoids. The operating button for the driver side door was installed in the chrome rub strip. Chrome trim was installed along the bottom of the car to accent the chrome rub strip. Up front, the hood was peaked and the hood corners were radiused. The headlights were frenched and slightly tunneled, using the stock headlight rims. The ends of the grille bar were stock, while the center section was rolled from sheet metal and fitted with slotted teeth. In the book "Barris Kustom Techniques of the 50's Volume 3: Lights, Skirts, Engine and Interiors" George Barris says "We even retained the parking light" when he speaks about the grille bar. The stock front bumper was left untouched, just like the parking lights. In the rear, the exhaust was routed trough the rear bumper corners. The stock taillights were replaced with 1950 Chrysler taillights that were installed low, just above the bumper. Barris completed the build by chopping the windshield 4 inches. A beautiful padded top by Carson Top Shop was then made for the car. Carson Top Shop did also upholster the car in white simple tuck and roll with contrasting horseshoes in gray. The carpet was also gray, and a tarpaulin was used to cover the rear seats when the top was off. The body of the car was painted Burgundy Mist Candy.

Under the hood there were plenty of chrome and polish. The Mercury flathead was ported and relieved, and it featured Edelbrock finned aluminum heads and twin Stromberg 97 carburetors on an Edelbrock intake. Dual Appleton S-552 spotlights and fenderskirts were added as a final touch. The car rolled on Buick Kelsey-Hayes wire wheels that were fit with whitewall tires. The first version of the Merc was completed in 1953, and it landed the cover of Rod & Custom August 1953.

Fred's Mercury was another one of those customs which was modified as styles changed. Later on, the car received two scoops in the hood, and the original sidetrim was replaced with1952 or 1953 Buick trim spears. Small scoops were placed in the center of the curves in the sidetrim as well, and the bumper guards were sectioned. The second version was completed in 1954, and Rod & Custom April 1954 ran a Barris Korner tech article that showed how the hood scoops were made. The article was called Scooping Your Hood.

The second version of Fred's Merc appeared in the Universal-International movie Running Wild along with Bob Hirohata's 1951 Mercury. William Campbell played an under cover cop in the movie, who's ride was Fred's custom. The Hirohata Merc was the bad guy's car. The movie was released December 1, 1955.

1948 Pontiac Torpedo S Convertible coupe

The 1946-1948 Pontiacs were very similar to the 1942 model introduced before Pontiac, like most other automobile companies, focused their attention on the war effort.

The 1948 Pontiac was a dependable, value-packed, affordable car. It gained a reputation of being a 'middle-of-the-road' car - popular with middle class, middle-aged buyers and in the middle price range. The new styling features of the Torpedo convertible included triple 'Silver Streaks', round taillights, a horizontal grille with vertical shafts, Colonial grain or imitation leather and lacquered instrument boards that matched the exterior color.

The hood was accented with the words 'Silver Streak' with an '8' placed in the middle of them, representing the 104 horsepower, 249 cubic-inch eight-cylinder power plant. Price of the 1948 Pontiac Torpedo convertible was $2,000.

Designed as a cross between a luxurious and standard vehicle, the Pontiac Torpedo is one of Pontiac's lines of muscle cars. First introduced in 1940 was the Torpedo S four-door sedan, and the Pontiac Torpedo S convertible coupe arrived in 1948. Pontiac has long been GM's brand for affordable performance oriented vehicles, and has been able to offer inexpensive yet still aggressive and capable vehicles. Their models have been famed for both their agility and sporty appeal. Pontiac has consistently created performance vehicles that have triumphantly competed with top car brands.

Near the end of the war, nearly ten million Americans were in need for a new vehicle. The majority of manufacturers had launched their '46 models in the summer and autumn of 1945, but production had been delayed due to shortage of materials and due to strikes. In August of 1946 the one-millionth post-war vehicle was built and several new vehicles, including the Kaiser and Frazer were produced in the Willow Run plant.

The Torpedo was built with 6 or 8 cylinder 3.9 liter or 4.1 liter engine from 1946 through 1948. This variation of engine featured stellar horsepower and torque that allowed to Torpedo to function extraordinarily in even poor driving conditions. The interior design of the Torpedo featured upholstery and accessories that were crafted with the drivers comfort in mind. The Pontiac Torpedo Eight Series 27 sedan came with a 248•9 CID engine and a 119-inch wheelbase.

By Jessica Donaldson

Source: conceptcarz

Note: Have you ever diligently worked on a graphic element and been pleased with the results but then when you incorporated that graphic element into your layout you know, deep down, that it just doesn’t add the “pizzazz” you hope it would.......... but because you work so hard and diligently on creating the darn thing, you just can’t bring yourself to take it out? Such is the case of the ‘Silver 8 Streak’ emblem that I drew in illustrator and then brought into my artwork in Photoshop. It just doesn’t add the ‘sparkle” I thought it would and in fact, it may actually detract from the composition........... but I just can’t bring myself to remove it. I’ve moved it all over the place; up, down, to the left, to the right but regardless where I place it, it just doesn’t look right! Well the hell with it, it’s staying in the picture.............. ! (maybe ;)

Hope you’all enjoy .............. (especially you “Baby Boomers” ;)

Note: This image has been edited 9/05/15 based on the suggestion of my fellow artist friend, Neil Banich.

I started taking this photo in 2011, and finished in 2012.

Who cares if there is a d*mn bridge in the way?!

Happy New Year, everyone!

I appreciate all your views, comments, favorites, socializing, and your photographs.

It's everyone here that makes Flickr so much fun!

May 2012 bring the best of everything to everybody.

The full effect.

2 Minute exposure

Carefully started at 1 minute before midnight

f/16

ISO 100

24 mm

The usual hardware.

29/03/2012

Also #73 (A Shot in the Dark) for 112 Photos Challenge

Also Utata Thursday Walk #310

Today I went in to town for a lunch "date" and some shopping. I took my camera, meaning to take some photos while in town, but my bus arrived as I walked past the stop, so I came home instead.

So tonight I decided I would go out and take some dark photos. I actually really wanted the view south from this road, but the trees were too tall to get it. So I settled for this instead.

Frustratingly, when I got back down the hill, a police car started going up the gorge, and a train went over. So I missed both "added interest" moments!

Definitely best viewed in the lightbox / on black

Thanks for all the love everyone - According to Bighugelabs.com/scout, this made it to #96 on EXPLORE - my 4th ever, and my highest ever! YOU ALL ROCK!

In 1959 the Chevrolet Impala was redesigned. It shared bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac, part of a GM economy move. The roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,

For 1959, Pontiac dropped the name "Chieftain" and "Super Chief" models for its junior-level series and renamed it "Catalina", while demoting the former top-line Star Chief to intermediate status eliminating the two door Star Chief Catalina, the only hardtop for the Star Chief was the four door hardtop and expanding the Bonneville nameplate to a senior series that included sedans, coupes, convertibles and Safari station wagons.[1]

In the lower-priced Catalina line, Pontiac division advertising placed higher emphasis on the top trimmed two- and four-door hardtops, convertible and Safari station wagons instead of the pillared two- and four-door sedan variants despite the fact that the four-door sedan was the best seller in this line.[1]

The Catalina, though it was the lowest-priced full-sized Pontiac, was priced and trimmed below the Chevrolet Impala due to GM's overlapping price structure formula only a step below the Buick LeSabre and Oldsmobile 88 in trim and appointments but priced about $100 to $200 less. Catalinas also came standard with more amenities than Chevrolet models and included a larger and more powerful V8 engine of 389 cubic inches, compared to the Chevy's six-cylinder or 283 and 348 cubic-inch V8s. Pontiacs also benefited from a much better automatic transmission than their Chevrolet counterparts - the four-speed Hydra-Matic - versus the Chevy's two-speed Powerglide.[1]

Though the basic Catalina started out with a full rubber mat, it could be ordered with full carpeting, glovebox and trunk lights; dual front ashtrays, cigar lighter, glove compartment snack bar (two cup indents on the glovebox door that could be opened for use at drive-in restaurants) were standard, heater-defroster and a choice of cloth and Morrokide vinyl upholstery or expanded Morrokide (all-vinyl trim) optional. Pontiac buyers could add even more trimmings for a few dollars more by ordering the "decor group" which added full wheel covers, deluxe steering wheel, chrome pedal trim plates and more. Also offered from 1962 to 1970 on most Catalina models was the Ventura custom interior (which was a separate model from 1960 to 1961), which included the interior and exterior upgrades offered with the extra-cost decor group option plus a slightly more luxurious interior of cloth or Morrokide trims similar to the costlier Pontiac Star Chief or Executive depending on the year.

The 1959 Pontiacs featured a "split grille", which came about by accident when the styling studio was exploring grille design. Experimentally, a design for a conventional, full width, oval grille, containing horizontal quad headlights, was cut in two and the halves transposed. With the lights remaining at the extremities, this gave the split center, open ended look of the '59 Catalina. Along with the wider body came a 5" wider chassis in which the wheels were moved out towards the fenders. This not only improved the appearance of the car but led to improvements in ride and handling - spawning the term "wide track" ride and handling which Pontiac would use in its promotional efforts for many years to come.

All Pontiacs were powered by various renditions of the new 389 cubic-inch Tempest V8 (which was later renamed from 1961 as the Trophy V-8), which was basically a version of the previous 370 cubic-inch V8 with stroke increased to 3.75 inches (the 370ci was used in 1958-model Pontiacs and based on the Pontiac V8 design introduced in 1955). Catalinas came standard with a 235 horsepower (175 kW) version of the 389 with two-barrel carburetor and 8.6 to 1 compression mated to the three-speed manual transmission. When the optional four-speed Hydramatic transmission was ordered, the standard engine was 280 horsepower (210 kW) version of the same engine with higher 10.5 to 1 compression ratio. Available as a no-cost option with the Hydramatic transmission was the 215-horsepower 389 (dubbed the Economy V8) with 8.6 to 1 compression ratio which burned cheaper regular gasoline, instead of the premium and super-premium fuels required for the high-compression engines, and capable of achieving more than 20 MPG on the highway. Optionally available at extra cost were higher-power versions of the 389 V8 with four-barrel carburetion rated at 283 horsepower (211 kW) with manual gearbox or 303 hp with Hydramatic, a 4-barrel carburetor version with a horsepower rating of 318 hp, or "Tri-Power" options with triple two-barrel carburetors and 330 hp or 345 hp (257 kW).[1]

For 1960, Catalina and other Pontiacs received a minor facelifting of the '59 bodyshell with a new full-width horizontal bar grille similar to the 1930s Cord 810/812 replacing 1959's split grille (for this year only-the split grille returned in 1961) and round taillights. Bodystyles and drivetrain offerings were unchanged from 1959. New to the option list was a "Sportable Transistor" radio that could be used in the car in place of the regular "in-dash" radio or removed from the car for use as a portable with battery power, and the upgraded trim package as a two-door or four door hardtop called the Pontiac Ventura.[1] Also new for 1960 were the optional "Al-Fin" eight lug-nut aluminum wheels with integral brake drums that not only enhanced the car's looks but also provided improved stopping power. Another popular option for performance enthusiasts was the "Safe-T-Track" limited slip differential. In the suspension department the front track was increased from the 59's 63+7⁄8 in (1,620 mm) to 64 in (1,600 mm). In the engine compartment the so-called "gusher type" cooling system (with cooling liquid entering the engine over the exhaust valves, reverse of what is more normally done) was replaced by the so-called "Equa-flow" type (with conventional V-8 cooling configuration). Turn signals were standard, while the A/C was $430 and padded dash was $19. Wikipedia

Catalinas and other 1959 Pontiacs were completely restyled on a new General Motors B-body that was shared by all GM divisions from Chevrolet to Cadillac, replacing the previous A-body utilized for Pontiacs and Chevrolets that was used only for 1958. Twin tailfins, two on each side, were new and only in 1959.[6] Styling highlights include thin-pillar rooflines and greater use of glass for increased visibility. Pillared four-door sedans feature six-window styling, while two-door hardtops were dubbed "bubbletops" due to the large wraparound bubble windshield and thin c-pillar and large rear window; four-door hardtops featured flat-blade rooflines with an overhang past the rear window. Wheelbases were 122" for Catalina and 124" for Star Chief and Bonneville inches, but overall length on Catalina was 7" shorter than Bonneville and Star Chief at 213.7 inches (5,430 mm).

Volkswagen Karmann Ghia Type 14 Coupe (1955-74) Engine 1493cc HO4 OHV Production 364,401 (+ 80,837 Convertibles + 41,689 Brazilian produced cars)

Registration Number SLY 706 F (London)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

First shown as a prototype created for Ghia by Luigi Segre and shown at the 1953 Paris Autoshow.

In the early 1950's with the Type 1 Beetle selling well and the European economy improving, Volkswagen proposed a more luxurious and individual version to add to its range and contracting with German coachbuilder Karmann for its manufacture. Karmann in turn contracted the Italian firm Ghia, who adapted styling themes previously explored for Chrysler and Studebaker to a Beetle floorpan widened by 12 in

In contrast to the Beetle's machine welded-body with bolt-on fenders, the Karmann Ghia's body panels were butt-welded, hand-shaped and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers – and resulting in the Karmann Ghia's higher price.

The design and prototype were well received by Volkswagen executives, and in August 1955 the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, and more than 10,000 were sold in the first year.

The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14's engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 60 hp

In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli, designer of Type 34, oversaw the various restylings of Type 14.

Diolch am 93,143,658 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 93,143,658 amazing views, every one is greatly appreciated.

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-461

A scale model car was set along my model train tracks in my backyard with two flashlights positioned below the car to mimic headlights. I then put the camera behind the car and ran the train past with a long shutter as the sun was setting. I added the tail lights via photoshop. The figure is inside the car and was one I've used before inside of passenger train cars.

Ford Mustang Hardtop (1st Gen) (1964-73) Engine 289cu in (4700cc) Windsor V8 225bhp

Registration Number JEY 577 F (Anglesey)

FORD USA SET

www.flickr.com/photos/45676495@N05/sets/72157623789312836...

The Mustang was introduced in mid 1964 with the first generation running 1964-73 and the first major redesign coming in 1967.

Several changes to the Mustang occurred at the start of the normal 1965 model year production, five months after its introduction. These cars are known as late 65's," and were built after factory retooling in August 1964. The engine line-up was changed, with a 200 cu in (3.3 L) T-code engine that produced 120 hp (89 kW; 122 PS). Production of the F-code 260 cu in (4.3 L) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp (150 kW) C-code 289 cu in (4.7 L) engine with a two-barrel carburettor as the base V8

The 1967 model year Mustang was the first redesign of the original model. making the car bigger and heavier than the original, increasing interior size and boot capacity. The major mechanical feature was to allow the installation of a big-block V8 engine. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp (250 kW; 340 PS) 390 cu in (6.4 L) FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor

Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, FORD lettering removed from hood, rear view mirror moved from frame to windshield, a 302 cu in (4.9 L) V8 engine was now available, and C-Stripe graphics were added.

The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback. Two vehicles were used in the filming of the movie one of which still exists.

The 1969 model year restyle added more heft to the body with body length extended by 3.8 inches (97 mm) (the wheelbase remaining at 108 inches), width increased by almost half an inch, again increasing the Mustangs weight. 1969 was the first model to use quad headlamps placed both inside and outside the grille opening. The corralled grille pony was replaced with the pony and tribars logo, set off-centre to the drivers side. The car was longer than previous models and sported convex rather than concave side panels. The fastback body version was renamed Sportsroof, styled as SportsRoof in Ford's literature. The 1969 model year saw the introduction of the Mach 1, with a variety of powerplants options and many new styling and performance features.

Diolch am 92,570,261 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 92,570,261 amazing views, every one is greatly appreciated.

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-181

This great looking 1957 Buick Special was displayed at the 2024 Gardner-Edgerton High School Auto Tech Car Show.

Throughout its long and illustrious history as the cornerstone division of General Motors, Buick has consistently represented style, advanced engineering, value, and prestige. By July of 1957, Buick had built its nine millionth vehicle and over 407,000 units were produced that year, earning its 4th place in American automobile sales rankings.

The Special was a mainstay of the Buick division line-up for many years, offering attractive styling, impressive performance, and the most affordable product in the lineup. It was responsible for much of Buick's success during the 1950s, further bolstered in 1955 with all-new styling, sweepspear moldings, new round ventiports on the front fender, and powered by a 264 cubic-inch V8 with overhead valves and delivering 188 horsepower. New taillights and a slightly forward-thrusting grille greeted buyers in 1956, and all body styles now had round rear wheelhouse cutouts.

The 1957 Buick Special became wider and lower, with red-filled sweepspear traveling along the body side, with a chromed rear fender lower panel, and a centered fuel filler door positioned in the rear bumper. The three ventiports continued to occupy the front fenders, and series script adorned the deck and grille emblems. The 364 cubic-inch V8 with overhead valves used hydraulic valve lifters, a Stromberg two-barrel carburetor, five main bearings, a 9.5:1 compression ratio, and delivered 250 horsepower at 4,400 RPM.

Body styles included a sedan priced at $2,660, a four-door hardtop sedan at $2,780, a two-door sedan at $2,600, and a hardtop coupe at $2,700. The Riviera Station wagon was $3,170 and the station wagon was slightly less expensive at $3,050. The two-door convertible coupe with seating for six was priced at nearly $3,000.

Standard equipment included a glovebox lamp, dual horns, directional signals, dual sunshades, a trip mileage indicator, an outside left-hand rearview mirror, a color-coordinated dash panel, and a Red Liner speedometer. Closed body styles were upholstered in nylon and Cordaveen combinations while the Riviera Estate Station Wagon was done in cloth and Cordaveen upholstery. The convertible received two-tone Cordaveen.

The most popular 1957 Buick Special body style was the two-door hardtop coupe with 64,425 units built, followed by 59,739 of the sedan, and 50,563 of the four-door hardtop. 23,180 examples were two-door sedans and 8,505 were convertibles. The lower-priced station wagon was slightly more popular than the Riviera, with 7,013 of the former and 6,817 of the latter.

Buick Specials for 1958 received a higher level of chrome trim and were devoid of ventiports for the first time since 1948. The 'drawer-pull' style grille was new and comprised of rectangular chrome squares. A Custom interior trim level was offered for an additional cost, adding a plusher experience for the occupants.

1958 was the final year for the Buick Special, replaced the following year by the Buick LeSabre serving as the entry-level model. After a brief retirement, the Special name was revived for the 1961 model year and would remain part of the lineup through 1979. The final generation of the Buick Special was built from 1991 through 1996.

Went to the Museum of Civilization and as usual fell in love with it's beautiful curves. I decided to add some light curves.

As usual, better for the eyes and soul in the light box

279/365

Chevrolet Impala (2nd Gen) 4 door Sports Sedan (1959-60) Engine 348 cu in (5700cc) W Series Turbo Thrust V8

Registration Number 910 UXT (London)

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,

he Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)

The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .

Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 66,296,805 amazing views, enjoy and stay safe

Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-073

Since it's a creative week, I decided to try something in the sci-fi vein with this one. I took an iconic street shot that people normally photograph here in Toronto and added a little bit more story to it.

"The citizens of the large metropolis feel at ease when the waning light of the day filters in perfectly to reveal the large protection grid encompassing the city. Most of the population calls this time 'Blue Hour'."

hard to avoid bright light but I quite like the taillights. added some 'cool' light in lightroom

20221203-DSC04081-Edit 1400x1050

Plymouth Road Runner(1st Gen) (1968-70) Engine 440cu in (7206cc) V8

Registration Number MFX 628 G (Dorset)

PLYMOUTH SET

www.flickr.com/photos/45676495@N05/sets/72157623690509863...

Chrysler paid Warner Brothers $50,000 for the use of the the name and likeness of their Road Runner cartoon character (as well as a beep, beep horn, which Plymouth paid $10,000 to develop),

The first generation Plymouth Road Runner was produced between 1968-70 on the Chrysler B platform.

Plymouth set out to build a back-to-basics muscle car. Everything essential to performance and handling was beefed-up and improved; everything nonessential was left out. The interior was spartan with a basic cloth-and-vinyl bench seat, lacking even carpets in early models, and few options were available - just the basics such as power steering and front disc brakes, AM radio, air conditioning (except with the 426 Hemi) and automatic transmission. A floor-mounted shifter (for the four-speed) featured only a rubber boot and no console so that a bench seat could be used.

The earliest of the 1968 models were available only as 2-door pillared coupes (with a B-pillar between the front and rear windows), but later in the model year a 2-door hardtop model (sans pillar) was offered. The Road Runner of 1968-1970 was based on the Belvedere, while the GTX was based on the Satellite, a car with higher level trim and slight differences in the grilles and taillights.

The standard engine was an exclusive-to-the-Road Runner 383 CID (6.3 L) Roadrunner V8 rated at 335 bhp using the radical cam from the 440 Super Commando. When air conditioning was ordered, the cars received the 330 hp (246 kW) version, as the radical cam specs of the 335 bhp (250 kW) version didn't create enough vacuum to accommodate a/c.

The 1969 model kept the same basic look but with some slight changes such as tail lights and grille, side marker lights, optional bucket seats, and new Road Runner decals. The Road Runner added a convertible option for 1969.i n 1969 the 383ci engine was the standard powerplant, and the 426 cubic inch Hemi was the only engine option available for the Road Runner until mid year production. The standard 383ci V8 had 335 horsepower, and was marketed as the 383 Roadrunner Engine, which is also what the air cleaner read. The (A12) 440 engine option with 3X2 barrel Holley carburettors was added to the line-up at mid-year. The "440 Six Pack had no wheel covers or hubcaps, only the 15x6H stamped steel black wheels with chrome lug nuts. It featured a black fiberglass lift-off hood with 4 hood pins and a large functional hood scoop with a red sticker on each side saying 440 6BBL

The 1970 model year brought new front and rear end looks to the basic 1968 body, and it would prove to be another success. Updates included a new grille, a cloth & vinyl bench seat, hood, front fenders, quarter panels, single-piston Kelsey-Hayes disc brakes, and even non-functional scoops in the rear quarters. The 440 Six Barrel remained an option for 1970. The 1969 M Code Edelbrock aluminium intake was replaced by a factory-produced cast iron piece; however there were some early cars built prior to January 1, 1970 that were equipped with the left over aluminium Edelbrock intake from the year prior. Sales of the 1970 Road Runner dropped by more than 50 percent over the previous year to around 41,000 units (about 1,000 ahead of Pontiac's GTO but still about 13,000 units behind Chevy's Chevelle SS-396/454).

Diolch am 91,707,589 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 91,707,589 amazing views, every one is greatly appreciated.

Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-274

Photographed at the 2012 International Route 66 Mother Road Festival in Springfield, Illinois on September 21-23, 2012.

Please visit my Motor Vehicles Collection on Flickr where you will find more than 10,000 photographs that have been thoughtfully categorized into dozens of sets, and carefully organized by model year, manufacturer, vehicle type, and more. This project, which began in 2008, continues to expand with new material added daily.

The Chevrolet Bel Air is a full-size car produced by Chevrolet for the 1950–1975 model years. Initially, only the two-door hardtops in the Chevrolet model range were designated with the Bel Air name from 1950 to 1952. With the 1953 model year, the Bel Air name was changed from a designation for a unique body shape to a premium level of trim applied across a number of body styles. The Bel Air continued with various other trim level designations, and it had gone from a mid-level trim car to a budget fleet sedan when U.S. production ceased in 1975. Production continued in Canada, for its home market only, through the 1981 model year.

The Bel Air received new, revamped styling for the 1955 model year. The Bel Air was 3,456 lb and 16 ft long. It was called the "Hot One" in GM's advertising campaign. Bel Airs came with features found on cars in the lower models ranges plus interior carpet, chrome headliner bands on hardtops, chrome spears on front fenders, stainless steel window moldings, full wheel covers, and a Ferrari-inspired front grille. Models were further distinguished by the Bel Air name script in gold lettering later in the year. For 1955 Chevrolets gained a V8 engine option and the option of the 2 speed Powerglide automatic, or a standard three speed Synchro-Mesh manual transmission with optional overdrive. The new 265 cu in V8 featured a modern, overhead valve high compression ratio, short stroke design that was so good that it remained in production in various displacements for many decades. The base V8 had a two-barrel carburetor and was rated at 162 hp and the "Power Pack" option featured a four-barrel carburetor and other upgrades yielding 180 bhp. Later in the year, a "Super Power Pack" option added high-compression and a further 15 bhp. Warning lights replaced gauges for the generator and oil pressure. This was not the first Chevrolet with a V8 engine; the first Chevrolet with a V8 engine was introduced in 1917 and called the Series D, which was built for two years, and was manufactured before Chevrolet joined General Motors.

The 1955 Bel Air was very well received. Motor Trend magazine gave the Bel Air top marks for handling. Popular Mechanics reported acceleration for a V8 Bel Air with Powerglide as being 0-60 mph in 12.9 seconds, plus a comfortable ride and good visibility. On the other hand, the horn ring blocked some of the speedometer, regular gasoline made the engine knock and the first V8 engines off the line burned too much oil. Front legroom was 43.1". Brakes were 11" drums. A new option for V8-equipped 1955 models was air conditioning, with outlets on each side of the dashboard; a heavy-duty generator was included on cars equipped with this option; in 1955 and 1956, air conditioning could be installed on cars ordered with the standard three-speed manual transmission, overdrive or Powerglide, but from 1957 onward, an automatic transmission (or minus that, 4-speed manual transmission) was a pre-requisite option.

The 1956 Bel Air received a face-lift with a more conventional full-width grille, pleasing those customers who didn't favor the Ferrari-inspired '55 front end. Two-tone bodyside treatments and front and rear wheel openings completed the "speedline" restyling. Single housings incorporated the taillight, stoplight, and backup light, and the left one held the gas filler – an idea popularized on Cadillacs. Among the seven Bel Air models was a new Sport Sedan, a pillarless four-door hardtop that looked handsome with all the windows rolled down and allowed easy entry into the back seat. Production exceeded 103,000, compared to 128,000 two-door hardtops. Shapely two-door Nomad wagons topped the price chart at US$2,608, but now carried the same interior and rear-wheel sheet metal as other Bel Airs, lacking the original's unique trim. Only 7,886 were built. The least costly Bel Air, at US$2,025, was the two-door sedan. Seatbelts, shoulder harnesses, and a padded dashboard were available, and full-size cars could even get the hot Corvette 225-horsepower engine. In 1956 sales material there was an optional rain-sensing automatic top, which was first seen on the 1951 LaSabre concept car. However, it is believed that it was never installed on a car. Popular Mechanics reported only 7.4% of owners in their survey ordered seat belts. A '56 Bel Air 4-door hardtop, prepared by Chevrolet engineer Zora Arkus-Duntov, set a new endurance/speed record for an automobile ascending Pikes Peak.

In 1957 engine displacement grew to 283 cu in with the "Super Turbo Fire V8" option (shared with the Corvette), producing 283 hp with the help of Rochester Ramjet continuous mechanical fuel injection (closed-loop). These so-called "fuelie" cars are quite rare, since most Bel Airs were fitted with carburetion.

The 1957 Bel Air is considered by many to be "an icon of its age. . .right alongside Elvis, Marilyn Monroe, and Leave it to Beaver," and is among the most recognizable American cars of all time; well-maintained examples, especially sport coupes and convertibles are highly sought after by collectors and enthusiasts. They are roomy, with tastefully restrained, period use tail fins and chrome. A second automatic transmission, Turboglide was optional. While the original two-speed Powerglide continued unchanged, Turboglide provided a continuously variable gear-ratio which made "shifting" imperceptible. The shift quadrant on Turboglide cars followed a "P R N D Gr" pattern.

From 1955 to 1957, production of the two-door Nomad station wagon was assigned to the Bel Air series, although its body and trim were unique to that model. Prior to becoming a regular production model, the Nomad first appeared as a Corvette-based concept vehicle in 1954. Chevrolet has since unveiled two concept cars bearing the Nomad name, most recently in 1999. The 1955–1957 Chevrolets are commonly referred to as Tri Fives.

The 1955–1957s were made in right-hand drive and shipped from Oshawa Car Assembly in Oshawa, Ontario, for local assembly in Australia (CKD), New Zealand (SKD) and South Africa. All three model years had a reversed version of the '55 LHD dashboard and did not get the LHD models' 1957 redesign.

A black 1955 Chevrolet Bel Air was featured in the 1973 movie American Graffiti. This '55 features a big hood scoop, and a signature cowboy hat in the rear window. In the movie, it races against a yellow 1932 Ford Deuce Coupe and crashes into a ditch. The Bel Air had a 454 cubic inch Chevrolet motor, with aluminum heads, tunnel ram intake and dual Holley carburetors.

Lots of color Red.

If you want further info about what a Rainting is, just ask me. There is no cost nor obligation at all.

(DSCN1319JohnsMktareaCarTaillights&TrafficLights)

As the Milky Way core returns to the night sky in the early morning hours, I had the privilege of capturing its brilliance in Joshua Tree National Park at the beginning of February.

While scouting for compositions in the afternoon, I discovered this elegant S-curve in the road, framed beautifully by a striking Joshua Tree on the right. Using the PlanIt Photo app, I confirmed that the rising Milky Way would align perfectly with the scene - an opportunity I couldn’t pass up.

To add an extra dynamic element, I timed my shot to capture a passing car, its headlights illuminating the tree and its taillights painting a vivid red trail along the road, creating a leading line towards the star-filled heavens.

EXIF

Canon EOS-R, astro-modified by EOS 4Astro

Sigma 28mm f/1.4 ART

IDAS NBZ filter

iOptron SkyTracker Pro

Sunwayfoto T2840CK tripod

Sky:

Stack of 7x 45s @ ISO800, unfiltered & 3x 105s @ ISO3200, filtered

Foreground:

Single exposure of 30s @ ISO320, f/8 during twilight

Red traffic light with additional emphasis from a larger than life Calvin Klein underwear model. Add a flourish of color and light from the lights of stopped and turning traffic. I think I shot this from my car while waiting to make a left hand turn. Lafayette St. & E. Houston, Nolita, NYC -- November 18, 2022

Mini Countryman Cooper S (2nd Gen - F60 . Facelift) (2017-23) Engine 1998cc S4 Turbo

Registration number VO 21 YZX (Worcester)

MINI (BMW) ALBUM

www.flickr.com/photos/45676495@N05/sets/72157624035379786...

The second generation (BMW) Mini Countryman was introduced at the 2016 Los Angeles Motor Show with a February 2017 European launch. It was launched with three variants: Cooper (FWD or ALL4), Cooper S (FWD or ALL4), and in June 2017, the new Cooper S E ALL4 plug-in hybrid. The new model is 8 inches longer and 1 inch wider than the first generation

The Cooper Countryman is powered by a 1500cc turbocharged 3-cylinder engine, while the Cooper S will use a new 2.0-litre turbo S4.

The Countryman received a facelift in the latter half of 2020, as the F60 LC1, with a sportier look, adding switchback LED DRLs/blinkers, new taillights to represent the British flag, and a new interior. It receives redone 18-inch alloy wheels, revised grille, and revised front and rear bumpers

Diolch am 91,683,750 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 91,683,750 amazing views, every one is greatly appreciated.

Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-242

1951 Mercury Lead Sled

I found the information below on this car from Motor Trend magazine.

Rich Spanovich's light green '51 Merc custom was a father-and-son project that took several decades to complete.

Spanovich's 13-year-old son Rick was with him when he towed the Merc home to Bethel Park, Pennsylvania, from the used car lot where he'd bought it. You could still buy '51 Mercs from used car lots in 1973.

This car was bought to fulfill a dream to build a Merc in the style of the Barris brothers. Due to other car projects and other distractions, it was several decades before that would happen. In 2002, Rick—who had followed the lead of his father and built several customs of his own—turned his attention to the Merc. When he was done, the body had been modified with shortened rear quarters and lengthened doors—plus a hood grille shell and front fenders borrowed from a '50 Merc. Rich had planned for a DeSoto grille, but plans changed to a combo of '47 Olds grille pieces, hardware store rack teeth, and dummy spot housings. Side trim came from a '53 and '54 Merc. The taillights are from a 1951 Buick. Rick sprayed the PPG Rock Moss Green paint.

The stock chassis was retained, with drop spindles, de-arched springs, and lowering blocks used to put the Spanovich's custom 5 inches lower than stock. Mopar caps cover the 15-inch steel wheels, wrapped in whitewall Firestone/Coker rubber.

More of that light green paint shows up on the Chevy 350 small-block. The senior Spanovich assembled the engine, which is aspirated by a four-barrel carb crowned with a custom dual snorkel air cleaner. The TH350 transmission and a 2.41:1-geared Camaro rearend back up the small-block.

The interior is mild and modest. Upholsterer Margie Winters used two tons of Naugahyde to finish the stock bench seat—evergreen for the outsides and oyster for the rolls 'n' pleats inserts. Stewart Warner gauges were added to the '51 dash. Lokar provided the shifter. One modern amenity—a CD player—is installed covertly in the glovebox.