CarPort

The day after Thanksgiving is called “Black Friday.” Reportedly it’s the time when eager pre-Christmas shoppers put merchants’ businesses into the black, or a least they hope so. In any case, Black Friday has become like Punxsutawney Phil, a harbinger of things to come. Excellent sales on this one day are considered a portent for a good year.

Auto dealers are not the principal beneficiaries of holiday shopping. Cars are not exactly giftware, but dealers do watch the fortunes of their retail brethren. A sagging economy affects all merchants. Actually, car dealers were feeling the pinch long before the October stock market crumble and the GM cash crunch. I was taken aback this spring to find that New London Motors, our local Lincoln-Mercury-Mazda store, was no longer selling new cars. The franchises had been sold to Whaling City Ford, diagonally across the corner on “dealers’ row,” which now calls itself Whaling City Ford Lincoln Mercury Mazda. New London Motors, we’re told, is taking a franchise for Eurospeed scooters, their launch scheduled for spring. I wonder how many they’ll sell if gasoline is still below $2.00 per gallon, as it is now.

This is not the first big change for New London Motors. In the 1960s, they were selling Lincolns, Mercurys and Triumphs from a location that is now a medical office. Nor is the Lincoln-Mercury franchise the only one to change hands. What was once the Buick dealership has evolved into a Unitarian-Universalist church, and the present full-line GM dealer M.J. Sullivan (no relation to the former Buick dealer) also handles Hyundai. Not everything is cool at M.J. Sullivan, however. Rapid expansion a few years back left them with excess showroom space. Formerly leased to a discount furniture store, this building is now available for your retailing enterprise.

Reports say that the big box stores made modest gains over last year’s Black Friday sales. For car dealers, though, I expect it was a Blue Friday, with all hints of an approaching Blue, Blue Christmas.

The name “Willys” conjures up thoughts of Jeeps and their many variations, not ordinary passenger cars. This is despite the fact that the Jeep’s ancestor, the Overland, was second only to Ford from 1912 to 1918, and that until World War II Willys trucks were relatively rare. The company’s Whippet was the third-best selling car in 1928, and in 1933 all large cars like the Willys-Knights were ditched in favor of the compact and low-priced Willys 77, which progressed through several stages, the last of which were called “Americar.” Trucks during this period comprised pickup versions of the cars.

After the war, Willys had hopes of returning to cars. In fact, some attractive designs were penned by designer Brooks Stevens and a prototype sedan was built. However, the difficulties of resuming production dictated concepts that were simple to manufacture, and so the perpendicular wagons (another Stevens design)were the closest thing to cars to emanate from the Toledo factories. Later on, of course, came the sporty Jeepster, a passenger car for sure.

Model year 1952 marked Willys-Overland’s return to cars. Styled by Phil Wright, whose prior art included the Pierce Silver Arrow and the 1935 Ford, and engineer Clyde Paton, the new Aero model was a small (108-inch wheelbase) unibody car with lots of interior room. There were three series, entry-level Lark, mid-range Wing and top-of-the-line Ace, the latter with a wrap-around rear window. An Eagle hardtop coupe was added in mid-year, with its own upmarket interior. Powered by the Willys 161 cid six-cylinder engines (L-head in the Lark, F-head in Wing and Ace), the cars were decent performers, and cheaper, though less well appointed, than Nash’s Rambler.

For 1953, a Falcon series was added above Lark, and four-door models became available in all series. In 1954, cars got new taillights and bumper guards. The Falcon was dropped and Deluxe, Custom and Special trim levels were added.

Willys Motors was acquired by Henry J. Kaiser during 1953. Kaiser was mostly after the Jeeps, but a spiffed-up Aero was trotted out for 1955, the hardtop now called “Bermuda.” After some 6,000 cars were sold the dies were shipped to Brazil, where, with new Brooks Stevens sheet metal, production continued until 1972. Thereafter, however, the closest thing to a passenger car to emanate from Willys in the USA was the Wagoneer.

Many months ago, the CarPort explored the marvels and mysteries of Fluid Drive. That installment covered only through 1948, a turning point of sorts. In this episode we tell, as Paul Harvey would say, the rest of the story.

Actually, changes for 1949 were fairly minor. A new M-6 transmission replaced the M-5 unit, but the differences were subtle: simplified valving and wiring. More significant was the extension of the semi-automatic box to Dodge, which called it Gyro-Matic. Chrysler and DeSoto continued into 1950 with Prestomatic and Tip-Toe Shift, respectively.

The next change was rather illusory, perhaps a marketing gimmick. For 1951, Chrysler renamed the system “Fluid-Matic,” and added a shift quadrant to the steering column. The shifter operated the same way as it had before, and could still be easily handled by “feel” since it retained a modified “H” pattern, but probably the competition’s onrush of fully-automatic transmissions, like Hydra-Matic and Fordomatic, on which an indicator quadrant was essential, convinced Chrysler that a quadrant, however unnecessary, was important.

The more significant change for 1951 was Fluid-Torque, basically replacement of the fluid coupling with a torque converter. Standard equipment on Imperials and optional on New Yorkers, Fluid-Torque was extended to DeSoto with the new Firedome hemi in 1952 and to six-cylinder Chryslers. In mid-1952, a new configuration was ushered in, one that used engine oil in the torque converter. Air cooling blades were also added to the outside of the converter.

For 1953, all Chryslers, DeSotos and Dodges offered the new Fluid-Torque, although in the case of Dodge it was dubbed “Gyro-Torque.” Interestingly, Chrysler kept the shift quadrant, but deleted the name, perhaps because all models were now “torquey.” Interestingly, while Chrysler used the “short form” of “Fluid-Torque,” DeSoto clung to its Tip-Toe Shift designation, adding “Fluid Drive” or “Fluid-Torque” as appropriate.

For 1954, this all became moot, as the fully-automatic PowerFlite, stealthily fielded in late-1953 Imperials, reached the “upper three” Chrysler marques. The PowerFlite quadrant was simple and devoid of boasts, the bragging rights being relegated to the rear of the cars.

And what of Plymouth? Ah, the frequently misunderstood Hy-Drive, a combination so intriguing it deserves its own CarPort, sometime soon.

Many American presidents have been identified with cars, either a certain type of car or somethings a particular car. Lyndon Johnson was fond of Lincoln Continental convertibles of the type current during his 1963-69 presidency. Many were the stories of LBJ driving hell-bent across his Texas ranch with the white-knuckled press corps trying to keep up. Bill Clinton liked his 1967 Mustang, albeit a six-cylinder automatic model, though while in office he only got to do a cameo, slow-speed exhibition lap at a Mustangfest at Charlotte Motor Speedway. Ronald Reagan, on the other hand, was partial to Jeeps.

The Trumans were faithful Chrysler customers, although the future president was eternally fond of his first car, a 1911 Stafford (scroll down and click). Herbert Hoover bought a 1932 Cadillac V-16 Imperial Limousine shortly before leaving office, and kept it for years afterwards. Bonhams and Butterfields auctioned the unrestored car at their Quail Lodge sale in 2007.

George W. Bush likes to swashbuckle in his F250 4×4, particularly with visiting dignitaries. His father so reveres the red 1947 Studebaker he drove from Connecticut to Texas that a restored example holds pride of place in his presidential library.

The Obamas made much of being a one-car family until it was pointed out that their one car, a Chrysler 300C, was politically incorrect. Being a smart politician, the candidate swapped it for a Ford Escape Hybrid last summer. Of course, for the next four years he won’t need a car, won’t be allowed anywhere near a driver’s seat. Instead the Secret Service will whisk him around in one of their many black Suburbans, or, on state occasions, in an incredibly ugly armored Cadillac.

Washington and Chicago are no place for presidential pleasure drives. If Barack Obama is to do any driving for fun, he’ll need his own ranch, perhaps in New Mexico or Colorado, probably the bluest among ranching states. Then he could buy an old car and enjoy it to the fullest. So what sort of old car should President Obama drive?. Maybe something like this Jeep station wagon that LBJ once owned. Annoyed by the difficulty in reaching the rear seat on the two-door Jeep, Johnson had rear doors installed. Tell us what you think President Obama should drive.

Chances are you’ve decorated your home for Hallowe’en, even if with a simple jack-o-lantern. A few years ago someone sent me this picture of a Vermont home with a witch driving a Crosley. She and her bevy of goblins exemplify the spirits that abound on All Hallow’s Even. What that says about the Crosley I’m not sure.

Cars, however, do make good lawn sculpture. Dennis David’s uncle keeps his a Farmall Cub in a flower bed as yard art, and some time ago we showed you a Volvo that advertises a clothing boutique in Quechee, Vermont.

It’s become quite common for garden centers to use tractors and trucks as eye-catching signs. A horticultural supply business at the end of my street has an old Farmall M out front, and our local Agway store draws in customers with a green a Willys Jeep pickup. I wondered how all that a greenery affected the engine. It doesn’t, for the engine’s been removed. Over in Wallingford is a farm shop that draws in customers with a ‘29 Chevy truck. After they’ve stopped they’re further intrigued by a McCormick 10-20 tractor in the barn.

Perhaps the ultimate automotive signboard is this posey-puking Ford F350 at a Smith’s Acres in Niantic. I make it to be a 1961-66 model. Are there any motoring marquees in your neighborhood? Send ’em in.

You’ve probably noticed that automakers frequently boast about their latest technologies by putting little emblems on their cars. I don’t mean the scripts that denote series, trim level or both. I’m referring to those that advertise new features or options.

They became especially prevalent as automatic transmissions became popular, particularly in the low-priced segment. Chevrolets sported Power Glide inscriptions on their trunk lids and 1951 Fords proclaimed Fordomatic Drive, later shortened to simply Fordomatic. Mercury, for some reason, stylized the O in Merc O Matic. Plymouth, without a real automatic, touted the oddball Hy-Drive before celebrating with PowerFlite scripts once the new Chrysler autobox became available in the low-priced Mopar. Cars with overdrive, previously unembellished, suddenly gained Overdrive scripts, among them Plymouth and the new-for-’52 Aero Willys. For Volvo, it was sufficient to say merely Automatic.

This trend began long before the 1950s, with Chrysler Corporation’s Fluid Drive, which appeared in different locations on different makes. As simple Fluid Drive evolved into Gyro-Matic and Fluid-Torque, these were duly noted, sometimes inside the car. Oldsmobile might have been the first to court transmission envy with Hydra-Matic emblems on pre-war cars.

Once autoboxes became common, of course, it was unfashionable to beat the same old drum, but other forms of technology took up the cry: Studebaker put TT emblems on cars with Twin Traction limited slip differentials, Hudson touted Twin H-Power on cars with dual carbs and V8 engines in compact cars rated a fender mention. Before the ready availability of factory four-wheel drive, the few conversion systems were proudly noted.

The trend has never really stopped. Once manufacturers got electronic fuel injection to work properly they began decorating their cars with appropriate emblems. Today, GM wants us to know that many of its cars will burn 85-percent ethanol, and Hybrid logos are everywhere, even on models that don’t have a conventional drivetrain alternative and are readily recognizable by sight.

CarPorters, what other technology badges have you seen recently? And what is the earliest such emblem you can think of? Send us some pix of your favorites.

As surely as August brings Macungie, so does October offer up Hershey, traditionally the end of the northeastern car show season. Formally the Eastern Division National Fall Meet of the Antique Automobile Club of America, carfolk everywhere know it by its location: Hershey, as in chocolate and central Pennsylvania. This year’s event was blessed with fine fall weather with nary a raindrop to be seen, which is rare in this century.

With some 10,000 vendor spaces, one can find most any car component or tool: carburetors, spark plugs, distributors, mufflers in all shapes and sizes, hubcaps, lenses and automobile jacks. A few dealers bring western sheet metal, though not all of it is rust-free. Toys, too, are plentiful, both old and new, as are pedal cars.

There are plenty of cars for sale, both on the fields and in the Car Corral, the latter offering such diverse wares as a vintage Bentley and a well-preserved 1979 Honda Civic. Others ranged from nearly new 1978 Mercury to Willys 77 to a ’51 Ford with the desirable and rare 429 V8 option. There were foreign-bodied Fords like this Gläser cabriolet, incontinent Triumphs, and woodie Chryslers coming apart at the seams. Nissan/Datsun Z cars were plentiful, some of them, like this 280Z, in need of considerable help. Many prominent collectors attended, though Dan Strohl eschewed Hershey this year and missed out on a rare and desirable 1973 Hornet X. Popular racing driver and publisher Joe Freeman stopped by my space on his bike, which sports a rare and valuable Nantucket license plate.

Many clubs and organizations have headquarters on the fields. The Society of Automotive Historians opened their annual History Tent in the Orange Field, wherein a member proudly showed his newly acquired Fisher Coach. While wandering one could contemplate an Overland project, or buy a Bébé Peugeot from Connecticut dealers George and Manny Dragone.

Each year RM Auctions holds a Friday afternoon sale. The well-attended event featured a number of celebrity pedal cars auctioned to benefit the AACA Museum, some of which brought astronomical prices. Top money magnet among the 86 cars offered was a Duesenberg SJ phaeton knocked down for a cool $1.6885 million.

Saturday morning brings the Really Big Show, thousands of cars entered for AACA judging. Where else could one find not only a matched pair of EMF 30s but their cousin, the Everitt. Other notables included Stoddard–Dayton, Jordan, Rickenbacker (of the hat-in-the-ring mascot) and a plaid-side Willys-Knight. AACA eligibility now extends to 1983, so one sees things as modern as a VW Rabbit, and there’s even a class for Second Generation Collector Vehicles, the sole inhabitant of which was a Shay Model A replica. My daughter Harriet checked out a VW nearly identical to the one she’s restoring, and I coveted a patinated Crane Simplex in the Historic Preservation of Original Features class.

Some time ago I wrote that Advance Design Chevy trucks are seldom seen at car shows. Hershey proved me wrong. There were at least eight on hand, easily rivaling the Fords. By noon time, many were getting tired, these Valiants unable to stifle a yawn.

What car, you may ask, did I most want to take home? The Crane Simplex was outside my price range, if it was for sale at all. More feasible was a Hillman Husky in the Car Corral, a once-popular model I haven’t seen in nearly 40 years.

Outbid by former boss Billy Durant, Walter Chrysler was disappointed to lose out at the auction for the old Willys plant in Elizabeth, New Jersey. Perhaps more important was the prototype automobile sold with the plant, a six-cylinder car designed by engineers Fred Zeder, Owen Skelton and Carl Breer. Durant, however, was on a roll, forming his third automotive empire (the first two being different eras of General Motors). He wanted an upscale car to compete with GM’s Buick, and the Willys prototype, with some modifications, filled the bill. Thus was born the Flint, which could be called “Billy’s Buick,” built variously on Long Island, at Elizabeth and in Durant’s old home town and the car’s namesake city, Flint, Michigan. It was introduced in New York City in January 1923.

Priced from $1,195 to $2,085, the Flint Model E was indeed in Buick territory, whose prices ranged from $865 to $2,195. Its 120-inch wheelbase was between that of the two larger Buicks, and its 65 hp Continental engine slightly more powerful. For 1925 there were two Flints, a 49-hp, 115-inch H-40, and the E was now called “E-55,” handsome from all angles. Three Flints were offered in 1926, a 40-hp, 115-inch Junior, a Model 60 that was a renamed H-40, and the E-55 had become the Model 80. For 1927 these became the Z-18, B-60 and E-80, respectively, but Flint was more out than in. With just 2,000 built that year, production was halted, though Billy’s third automotive empire would struggle on a for a few more years. An excellent explanation of Flint’s career can be found on line at Durant Cars.

The Flint atop this page was once in Ed Moore’s eclectic yard at Bellingham Auto Sales in Massachusetts. It has now gone to a new owner, carefully loaded with a fork lift, such was its condition.

Walter Chrysler, however, had the last laugh. He set Zeder, Skelton and Breer to work on a new design, which appeared as the Chrysler B-70 in 1924. The Chrysler was an immediate hit, selling nearly 80,000 cars the first year. Buick was flying even higher, with 125,000 sixes going out the door. Flint, meanwhile, managed barely 15,000 in two years.

Last week I attended an intriguing media event. The folks at Consumer Reports hosted a confab on “The Future of the Car” at their automotive testing site in East Haddam, Connecticut. CR had invited manufacturers to bring their latest alternative fuel vehicles for show-and-tell, and also brought in some local privateers to show what enthusiasts themselves can do.

GM and Ford were on hand, as well as import manufacturers Audi, BMW, Honda, Mercedes-Benz, Nissan and Smart. Not only did we get presentations on the automakers’ forward-looking development programs – they let us drive some of the cars over CR’s extensive road course, despite atrocious weather.

The range of technologies was extensive. GM had a hydrogen fuel cell Equinox, while Ford showed diversity of propulsion with both an Escape plug-in hybrid and a Lincoln MKS powered with their new EcoBoost twin turbo engine. EcoBoost is a further development of the familiar turbocharger, which provides boosted acceleration from a small engine during the infrequent periods that full-throttle driving is required, and fuel-sipping operation otherwise. Ford sees a big payoff for its light truck lines.

Audi had a new Q7 diesel, and BMW had two oil burners, a 335d and the new “baby Bimmer” 123d. BMW, however, sees the future as hydrogen-powered internal combustion, so a 7-series “H7” sedan was on demo for the journos to experience.

Honda really did show us the future, for their demo car was all-new, the Clarity with Hydrogen fuel cell power. Nissan was a bit more conventional, with an Altima hybrid and X-Trail fuel cell vehicle. Mercedes’ gambit was their “BlueTEC” diesel, in both M-Class and G-Class forms. Unlike any of the others was the now-familiar smart. I’ve written about smarts before, but this was my first chance to drive one, so I eagerly joined the queue that quickly formed.

The organizers had invited some local members of the Electric Auto Association, Bob Rice, who has converted a 1989 VW Jetta as a battery electric, eschewing all forms of petroleum power, and David Delman, whose DeLorean indeed seemed headed back to the future – with an engine compartment full of batteries, a clean electric motor installation and control equipment in the forward compartment (so where would you put your golf clubs…?). Undriven and unexplained was the Myers NmG, which seems to be a revival of the Corbin Sparrow.

I drove the Equinox fuel cell vehicle, the Escape plug-in hybrid, a Mercedes BlueTEC and two of the Bimmers. The first three of these demonstrated how seamless these vehicles have become. They all acted and felt much like any contemporary internal combustion car with an automatic transmission. The two Bimmers impressed me particularly, the 7H because it was running on pure hydrogen and the 335d because of its incredible torque. Of all the cars, the 335d was my favorite because of its visceral appetite for acceleration. The contrast between it and the 7H was perhaps partly down to the difference between a straight six and a V-12. I’d have to sample the corresponding gasoline cars to be sure.

About getting smart: This car is a genre unto itself, sharing nothing with the others. It is small, economical and inexpensive, things the others were not. It also creaks and rattles, its short wheelbase rocks over bumps and the automatic manual transmission lunges on full throttle acceleration. Before dissing it completely I’d have to try its actual US marketplace competition, the econoboxes from Kia, Hyundai or Chevrolet/Daewoo. An electric smart has been shown in Paris, so perhaps we’ll see an alternative fuel model on our shores in the near future.

A discussion followed, in which manufacturers explained their visions for the future and answered questions. They had demonstrated that all the concepts will work. Which one(s) will become viable depend on things like infrastruture and cost. I have seen and driven the future. I just don’t know which one(s) it will turn out to be.

Each automotive event has its place in the season. In Britain in September, all enthusiasts head for Beaulieu to the annual Autojumble. Held on the grounds of the Beaulieu estate in Hampshire, home also to the National Motor Museum, Autojumble was inspired by the gigantic Hershey swap meet, but in four decades has developed its own flavour and character.

The name is credited to Michael Ware, early event organizer and director of the museum, now retired. Since “swap meet” had no context in Britain, Michael suggested combining “auto” with “jumble,” the British term for a rummage sale. Autojumble was born in 1967, and this year celebrated its 42nd event on September 13th and 14th.

As at Hershey, one can find all things automotive: sheet metal, seats, bodies, radiators, lighting, automobilia, mascots, signs, model cars, pedal cars both entry level and prestige, even intricate demonstration models like this German chassis. You can even buy new wood for your Morris Traveler. Fanciers of Austin Sevens are especially well catered for. On the grounds they can find engines, chassis, both basic and complete, even a kit to build your own car.

Equivalent to Hershey’s Car Corral is the Automart, a large area for selling cars. This year’s crop included such treats as a 1929 Essex, E-Type Jaguar and a Wolseley used in the PBS-broadcast series “Foyle’s War,” though whether it was driven by Honeysuckle Weeks was not noted. What looked like a Durant bore the Rugby badge of the export version, and nowhere else on earth would you be likely to see a clapped-out Austin Cambridge sidled up to a restored Falcon Knight. Also in the Automart were two cars by custom virtuoso Andy Saunders, the Lancia-based Zero and All-Ego, an Austin Allegro converted in three days for the British television programme “Juice My Lemon.” Both, plus nine other Saunders cars, will be offered in RM’s London sale on October 29th.

Each year Bonhams holds an auction on the Autojumble grounds. This year’s sale included restorable examples of Aston-Martin, Model N Hupmobile, Sunbeam Harrington LeMans V8 coupe, a rather sad 1931 Lincoln, and a trio of GN cyclecars, the most unassuming of which, a 1922 Vitesse, nearly doubled its pre-sale estimate. A work-in-progress, the 1910 Hudson Model 20, went for £14,800 (about $26,490 at time of sale). Bargain of the sale was a ready-to-drive 1948 P3 Rover, which sold for £2,200 ($3,940). Auctioneer James Knight coaxed a top bid of £155,000 ($277,450) for the Brighton-eligible 1905 Renault, not enough to satisfy the vendor, while a 1940 Chevy convertible was knocked down for £40,000 ($71,600). Buyer’s premiums were added to all successful bids.

Autojumble is home to many club stands and on the grounds one sees interesting contraptions like the one-passenger French-built Mini-Comtesse. There are occasional side shows, like a Curtiss OX-5 aero engine that gave live demos throughout the weekend. At 2,200 spaces, Beaulieu is but a shadow of Hershey, but covering it all in two days can still be exhausting. A feature not found at Hershey is the ability to leave large parts at a central depot and have them transported, free, to one’s car at the end of the day. Although the organizers put metal roadways in high traffic areas, wet weather this summer left some areas a bit muddy. By show’s end, a few vendors had to be extricated Hershey-style.

Next year’s Autojumble will be September 12th-13th. It’s not too early to start making travel plans.