Collectible Classic: 1935-1936 Chevrolet Master DeLuxe

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Source; Internet

Essex (automobile)

Essex Logo

The Essex was a brand of automobile produced by the Essex Motor Company from 1918–1922 and Hudson Motor Company of Detroit, Michigan between 1922 and 1932.

Corporate strategy

During its production run, the Essex was considered a small car and affordably priced. The Essex is generally credited with starting the trends away from open Touring cars toward enclosed passenger compartments as the rule, not the exception.


The Essex enjoyed immediate popularity following its 1919 introduction. More than 1.13 million Essex automobiles were sold by the time the Essex name was retired in 1932 and replaced by the Terraplane

Originally, the Essex was to be a product of the "Essex Motor Company" which actually was a wholly owned entity of Hudson's. Essex Motors went to so far as to lease the Studebaker auto factory in Detroit for production of the car. By 1922 the Essex Motor Company was dissolved and the Essex officially became what it was all along, a product of Hudson.

Essex cars

Essex cars were designed to be moderately priced cars which would be affordable to the average family. Proving durable, their capabilities were checked upon and confirmed by AAA and the United States Postal Service. In 1919 an Essex completed a 50-hour, 3,037.4 miles endurance test in Cincinnati, Ohio, at an average speed of 60.75 miles per hour. The early Essex cars also captured many hill climb records. In a special Essex race car, Glen Shultz won the 1923 Pikes Peak Hill Climb.

Initially Essex marketed a line of touring cars (open four-door cars with canvas tops), which was the most popular body style of cars in production at the time. While Essex added an enclosed sedan in 1920, it was the introduction of the 1922 closed coach, priced at $1,495 (equal to $19,590 today), only $300 (equal to $3,931 today) above that of the touring car. By 1925 the coach was priced below that of the touring car. While Henry Ford is credited with inventing the affordable car, it was Essex that made the enclosed car affordable.

Essex sales remained strong through the 1920s and into 1931 before sales began to trend downward. For 1932 a redesigned Essex debuted and was named the Essex-Terraplane, a play on the word aeroplane. By 1933 the Essex was no more and the car carried on as the Terraplane.

The instrument panel of the 1932 Essex featured the first use of "warning lights" instead of gauges.

Essex production models

Essex Coach

An Essex motor car ( 4 door saloon ) was seen on the Aventine Hill in Rome outside of the church of Santa Sabina on 21 January 2010 being used in the filming of a period drama.

Source: Wikipedia

Vauxhall Velox

Vauxhall Velox 1958

The Vauxhall Velox (L-Type) is a medium sized six-cylinder saloon. By the time production ended, in 1965, it had evolved into a large family car, competing in the UK with the contemporary six cylinder Ford Zephyr. It was introduced by Vauxhall in 1948 as a successor to the Vauxhall Fourteen. Between 1948 and 1957 the Velox shared its body with the less powerful four cylinder engined Vauxhall Wyvern. Between 1957 and 1965 it shared its body with the more luxuriously equipped Vauxhall Cresta.

The Velox and its Opel contemporaries are remembered for having mirrored North American styling trends much more closely than other European models of the time: this was particularly apparent following the introduction in 1957 of the confidently styled PA version of the Velox.

Velox LIP (1948 - 1951)


Vauxhall Velox LIP

Production 1948-1951

Assembly

Luton, Bedfordshire, England

Biel, Switzerland

Body style 4-door saloon

Engine 2275 cc I6 ohv

54 bhp (40 kW)

Wheelbase 97.75 in (2,483 mm)

Length 164.5 in (4,178 mm)

Width 62 in (1,575 mm)

Height 63 in (1,600 mm)

Curb weight 2,268 lb (1,029 kg)

Related Vauxhall Wyvern

The classic four door saloon boasted a newly developed straight six cylinder engine of 2275 cc, with overhead valves. The 54 bhp (40 kW) power output provided for a claimed top speed of 74 mph (119 km/h). Power was delivered to the rear wheels via a three speed manual gear box with synchromesh on the top two ratios.

Optional extras included a heater from which warm air was evenly distributed between the front and back areas of the passenger cabin and which could be set to de-ice the windscreen in winter or to provide cool air ventilation in summer. Also available at extra charge was an AM radio integrated into the facia.

The body was shared with the four cylinder Vauxhall Wyvern, a pattern that continued with subsequent versions of the Velox until 1957. The interior of the Velox was not greatly differentiated from that of the Wyvern, but it could boast superior seating materials and, for the rear seat, a central arm rest.

Early Velox and Wyvern models were assembled at Vauxhall's Luton plant in England, at the General Motors plant at Biel in Switzerland and in Australia (by Holden in Melbourne) and New Zealand at the GM plant in Petone near Wellington.

A car tested by The Motor magazine in 1949 had a top speed of 74.1 mph (119.3 km/h) and could accelerate from 0-60 mph (97 km/h) in 22.8 seconds. A fuel consumption of 22.3 miles per imperial gallon (12.7 L/100 km; 18.6 mpg-US) was recorded. The test car cost £550 including taxes.


Velox EIP (1951 - 1952)Vauxhall Velox EIP Vauxhall Velox 1955


Vauxhall Velox 1957

Production 1951-1957
235,296 made
Assembly Luton, Bedfordshire, England

Body style 4-door saloon

Engine 2275 cc I6 ohv

55 bhp (41 kW)

2262 cc I6 ohv

64 bhp (48 kW)

2262 cc I6 ohv

67.5 bhp (50.3 kW)

Transmission 3 speed manual

Wheelbase 103 in (2,616 mm)

Length 172 in (4,369 mm)

Width 67 in (1,702 mm)

Height 63.5 in (1,613 mm)

Curb weight 2,352 lb (1,067 kg) - 2,436 lb (1,105 kg)

Related

Vauxhall Cresta EIPC

Vauxhall Wyvern

Late in 1951 a completely new much larger Velox was launched, featuring a modern 'three box' shape and integral construction. The body was again shared with the 4 cylinder engined Wyvern. The car was launched with the previous model's engine but with power output increased to 58 bhp (43 kW).

A car with the original 2275 cc engine tested by The Motor magazine in 1951 had a top speed of 77.4 mph (124.6 km/h) and could accelerate from 0-60 mph (97 km/h) in 23.7 seconds. A fuel consumption of 23.5 miles per imperial gallon (12.0 L/100 km; 19.6 mpg-US) was recorded. The test car cost £802 including taxes. In the same year, the magazine tested the similarly sized Ford Zephyr Six. Ford's test car was fitted with options including a radio, a heater and leather seating: thus equipped the Zephyr came with a recommended retail price of £842.

Velox EIP/EIPV (1952 - 1957)

Less than one year after the appearance of the first ponton models, the Velox received a new over-square 2262 cc engine which had been in the development pipeline for several years. This provided either 64 bhp (48 kW) or, with a compression ratio improved to 7.6:1, 68 bhp (51 kW) of power.

1954 saw a significant facelift. Most obvious of the many cosmetic changes was a new front grill. More important was the introduction at this time of a sister model, branded as the Vauxhall Cresta. In addition to superior equipment levels, the Cresta was distinguished by a two tone paint finish.

Detroit was by now favouring annual facelifts, and Vauxhall reflected that trend, announcing a facelifted Velox for the 1955 London Motor Show and again in 1956. Technically, however, there were no further changes until the arrival of a completely new Velox in October 1957.

A further test by The Motor magazine in 1952, now with the short stroke 2262 cc engine, found the top speed had increased to 80.4 mph (129.4 km/h) and accelerate from 0-60 mph (97 km/h) to 21.4 seconds. A similar fuel consumption of 23.6 miles per imperial gallon (12.0 L/100 km; 19.7 mpg-US) was recorded. The test car cost had risen to £833 including taxes.

Velox PA S/PA SY (1957 - 1960)



Vauxhall Velox PA 1960 Vauxhall Velox (North America)

Production 1957-1962

Assembly Luton, Bedfordshire, England

Body style

4-door saloon

5-door estate car

Engine 2262 cc I6 ohv

82.5 bhp (61.5 kW)

2651 cc I6 ohv

94.6 bhp (70.5 kW)

Wheelbase 105 in (2,667 mm)

Length 177.5 in (4,509 mm)

Width 68.5 in (1,740 mm)

Curb weight 2,520 lb (1,143 kg) - 2,576 lb (1,168 kg)

Related Vauxhall Cresta PA

At the 1957 London Motor Show Vauxhall presented radically new Velox and Cresta models: these would come to be known as the PA versions, being the first of the P series. Particularly eye catching was the new wrap-around windscreen, which combined with a huge three part rear window to create an exceptionally airy passenger cabin, providing exceptional all round visibility. The back of the Velox was graced by tail fins, a Detroit inspired trend already taken up by the car's Ford rival, and which would in the next two years be followed also by such European competitors as Fiat, BMC and Peugeot. On the inside the new Velox also followed US practice, combining a front bench seat with a column mounted gear change / shift, continuing a trend back to the first Velox of 1948.

Minor modifications to the car's six cylinder engine raised power output to 83 bhp (61 kW). As before, the Cresta was distinguished from the Velox model by superior levels of equipment and a two tone paint finish.

The Velox PA received its first facelift in October 1959 when the front grill was enlarged and the three piece rear window was replaced by a single wrap-around window. Technical improvements had to await the 1960 facelift, however.


Vauxhall Velox estate / wagon 1959

Velox PA SX (1960 - 1962)

The October 1960 facelift was marked by further modifications to the trim and to the rear lights. There was also a new engine, still of six cylinders, but now increased in capacity to 2651 cc, and delivering 95 bhp (71 kW). The UK had recently embarked on its first programme of motorway building, and the Velox now boasted a straight line maximum speed of 94 mph (151 km/h).

At the same time, the saloon models were joined by a five door estate.

In their 1960 form, the Velox and its Cresta sibling continued without further significant changes until replaced in Autumn 1962.

Velox PB (1962 - 1965)


Vauxhall Velox PB

Production 1962-1965

Assembly Luton, Bedfordshire, England

Body style

4-door saloon

5-door estate car

Engine

2651 cc I6 ohv

94.6 bhp (70.5 kW)

3293 cc I6 ohv

115 bhp (86 kW)

Wheelbase 107.5 in (2,731 mm)

Length 181.75 in (4,616 mm)

Width 70.25 in (1,784 mm)

Curb weight 2,632 lb (1,194 kg)

Related Vauxhall Cresta PB

The final version of the Velox, launched along with the Cresta PB at the London Motor Show in October 1962, was well over four and a half meters long: it was the largest Velox ever built, longer and wider than the benchmark Ford Zephyr with which it competed in the UK. The new car was considered stylistically more restrained than its flamboyant predecessor, the removal of vertical fins emphasizing the car's width. Power output was increased to 115 bhp (86 kW). Two years after launch, the Velox PB became available with a more powerful 3294 cc engine for its third and final year: this made it one of the fastest European saloons of its day.

October 1965 saw the introduction of the Vauxhall Cresta PC, equipped with that same 3294 cc engine. This time no Velox version was offered. Rather, the Cresta itself became the base model, with two headlights, complemented by the more luxurious Cresta Deluxe, with four headlights, and the vinyl roof Vauxhall Viscount with more luxurious trim and power windows.

Source: Internet

GM FuturLiner

The GM Futurliners were a group of stylized buses designed in the 1940s by Harley Earl for General Motors. They were used in GM's Parade of Progress, which traveled the United States exhibiting new cars and technology. The Futurliners were used from 1940 to 1941 and again from 1953 to 1956. A total of 12 were built, and 9 were still known to exist as of 2007.

Parade of Progress

Each Futurliner displayed modern advances in science and technology such as jet engines, stereophonic sound, microwave ovens, television and many other modern innovations of the time.



The Parade of Progress was halted by WWII. The vehicles were refurbished by GM and the Parade resumed in 1953, and were discontinued in 1956, a victim of the technologies the Futurliners had featured: television.

In addition to the Futurliners, the Parade of Progress included 32 support vehicles.

After the Parade

Following the Parade of Progress, the twelve Futurliners were disposed of by General Motors.

Two Futurliners were donated by GM to the Michigan State Police. Rechristened as "Safetyliners", they were used to promote safety on the roads.



At least one Futurliner was purchased by Oral Roberts and used as a portable stage during evangelical crusades of the 1960's. This vehicle may have been taken to Central or South America.

Today

Futurliner #11 sold for a record US$4,000,000 (plus premium) on Jan 21, 2006 at a Barrett-Jackson auction in Arizona. Too large to ship, it was driven to its new home in Chandler.

Futurliner #10 is believed to be the most accurately restored of the Futurliners.



As of summer 2008 Futurliner #8 was delivered to its new Swedish owner Nicklas Jonsson who plans to restore it over a 10-year period. It's the first and only Futurliner in Europe.

Of the other six known surviving Futurliners, one is used as a motorhome and two in advertising. One is in Maine and is currently being restored. It is owned by Tom Learned and is powered by a GM V-8 with an Allison automatic transmission. The other four are generally beyond restorable condition.

Links:

Other GM Futurliners

The GM Futurliner Restoration Project

The General Motors Futurliner: A History

Source: Wikipedia

Morris Minor

The Morris Minor was a British economy car that debuted at the Earls Court Motor Show, London, on 20 September 1948. Designed under the leadership of Alec Issigonis, more than 1.3 million were manufactured between 1948 and 1971. Initially available as a 2-door saloon and tourer (convertible), the range was subsequently expanded to include a 4-door saloon in 1950, and in 1952 a wood-framed estate (the Traveller), panel van and pick-up truck variants.

The Minor was manufactured in three series, Series I, Series II (1952) and finally the 1000 series (1956).

History

Sir Alec Issigonis' concept was to combine the luxury and convenience of a good motor car at a price affordable by the working classes. The Minor was a roomy vehicle with superior cornering and handling characteristics. Internal politics inside BMC, the parent of Morris, may have led to the limited North American sales. The Minor prototype had been known as the Morris Mosquito.

More than 1.3 million of the lightweight, rear-wheel drive cars were eventually produced, mainly in Cowley, Oxfordshire, and exported around the world, with many variants of the original model. Production continued in Birmingham, England until 1971 (for the commercial variants and estate only). The last Morris Minor (commercial) was assembled at Stoke, Nelson, New Zealand in 1974.


Manapouri, New Zealand

The Minor has been described as typifying “Englishness”, a "British icon" and a "design classic".

Minor MM

Morris Minor MM

Production 1948–53; 250,

962 produced

Assembly Oxford, England

Body style 4-door saloon, 2-door coupe, 2-door convertible

Engine 918 cc (0.918 l) Morris Sidevalve engine I4

The original Minor MM series lasted from 1948 until 1953. It included a pair of 4-seat saloons, 2-door and 4-door, and a convertible 4-seat Tourer. The front torsion bar suspension was shared with the larger Morris Oxford, as was the almost-unibody construction. Although the Minor was originally designed to accept a flat-4 engine, with four distinctive gaps in the engine bay to accommodate it, late in the development stage it was replaced by a 918 cc (56.0 cu in) side-valve straight-4 producing 27.5 hp (21 kW) and 39 lbf·ft (53 N·m) of torque. This little engine pushed the Minor to just 64 mph (103 km/h) but delivered 40 miles per imperial gallon (7.1 L/100 km; 33 mpg-US).

Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of 4 inches (102 mm) is also visible in the creases in the bonnet. Exports to the United States began in 1949with the headlamps removed from within the grille to be mounted higher on the wings to meet safety regulations. These became standard on all Minors for 1951. When production of the first series ended, just over a quarter of a million had been sold, 30% of them the convertible Tourer model.

A tourer tested by the British magazine The Motor in 1950 had a top speed of 58.7 mph (94.5 km/h) and could accelerate from 0–50 mph (80 km/h) in 29.2 seconds. A fuel consumption of 42 miles per imperial gallon (6.7 L/100 km; 35 mpg-US) was recorded. The test car cost £382 including taxes.

Minor Series II


Morris Minor Series II

Production 1952–56;

269,838 produced

Assembly Oxford, England, Birmingham, England

Body style 2-door coupe, 4-door saloon, 2-door convertible, 2-door estate, 2-door pickup truck, 2-door van

Engine 803 cc (0.803 l) A-Series I4

In 1952, the Minor line was updated with an Austin-designed 803 cc (49.0 cu in) overhead valve A-Series engine, replacing the original side-valve unit. The engine had been designed for the Minor's main competition, the Austin A30, but became available as Austin and Morris were merged into the British Motor Corporation. The new engine felt stronger, though all measurements were smaller than the old. The 52 second drive to 60 mph (97 km/h) was still calm, with 63 mph (101 km/h) as the top speed. Fuel consumption also rose to 36 miles per imperial gallon (7.8 L/100 km; 30 mpg-US).

An estate version was introduced, known as the Traveller (a Morris naming tradition for estates, also seen on the Mini), along with van and pick-up versions. The Traveller featured an external structural ash (wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the body style. Rear bodies of the van versions were all steel. The 4-seat convertible and saloon variants continued as well.

The grille was modified in October 1954, and a new dashboard with a central speedometer was fitted. Almost half a million examples had been produced when the line ended in 1956.

The Motor magazine tested a 4-door saloon in 1952. It reported a top speed of 62 mph (100 km/h) and acceleration from 0–50 mph (80 km/h) in 28.6 seconds. A fuel consumption of 39.3 miles per imperial gallon (7.19 L/100 km; 32.7 mpg-US) was recorded. The test car cost £631 including taxes.

Engines:

1952–56: 803 cc A-Series Straight-4, 30 hp (22 kW) at 4800 rpm and 40 lbf·ft (54 N·m) at 2400 rpm

Minor 1000


Morris Minor 1000

Production 1956–71;

847,491 produced

Assembly
Oxford, England
Birmingham, England

Body style 2-door saloon, 4-door saloon, 2-door convertible, 2-door estate, 2-door pickup truck, 2-door van

Engine 948 cc (0.948 l) BMC A-Series I4, 1,098 cc (1.098 l) BMC A-Series I4

The car was again updated in 1956 when the engine was increased in capacity to 948 cc (57.9 cu in). The two-piece split windscreen was replaced with a curved one-piece one and the rear window was enlarged. In 1961 the semaphore-style trafficators were replaced by the flashing direction indicators, then becoming the norm for the UK market. An upmarket car based on the Minor floorpan using the larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: a version, with tail fins added, of this Wolseley/Riley variant was also produced in Australia as the Morris Major.


Morris Minor Traveller (estate)Minor Million

In February 1961 the Morris Minor became the first British car to sell more than 1,000,000 units; in Italy, the Fiat 600 notched up its first million in the same month. To commemorate the achievement, a limited edition of 350 two-door Minor saloons (one for each UK Morris dealership) was produced with distinctive lilac paintwork and a white interior. Also the badge name on the side of the bonnet was modified to read "Minor 1,000,000" instead of the standard "Minor 1000". The millionth Minor was donated to the National Union of Journalists, who planned to use it as a prize in a competition in aid of the union's Widow and Orphan Fund. The company, at the same time, presented a celebratory Minor to London's Great Ormond Street Hospital for Sick Children, but this car was constructed of cake.


Morris Minor 1000 Pickup (1960 North American model)ADO59

The final major upgrades were made to the Minor 1000 in 1962, when it gained another larger version of the A-Series engine. Developed in conjunction with cylinder head specialist, Harry Weslake, for the then new ADO16 Austin/Morris 1100 range, this new engine used a taller block with increased bore and stroke bringing total capacity up to 1098cc. Although fuel consumption suffered moderately at 38 mpg, the Minor's top speed increased to 77 mph (124 km/h) with noticeable improvements in low-end torque giving an altogether more responsive drive. Other changes included a modified dashboard layout with toggle switches, textured steel instrument binnacle, and larger convex glove box covers. A different heater completed the interior upgrade, whilst the larger, more modern combined front side/indicator light units common to many BMC vehicles of the time, were fitted to the front wings.

During the life of the Minor 1000 model, production declined. The last Convertible/Tourer was manufactured on 18 August 1969, and the saloon line was discontinued the following year. 1971 was the last year for the Traveller and commercial versions. Almost 850,000 Minor 1000s were made in all. The car was officially replaced by the Morris Marina, which replaced it on the Cowley production lines. For the management of what had, by 1971, mutated into the British Leyland Motor Corporation, the Morris Marina was seen primarily as a "cheap to build" competitor to Ford's top selling (and in many respects conservatively engineered) Cortina, rather than as a replacement for the (in its day) strikingly innovative Morris Minor.

Safety

Despite the four major updates of the Minor in its 23-year production run, very few actively designed 'safety features' were ever installed. Provisions were made for seat belt fittings in the early 60's, but the rigid structure of the car's monocoque body made it dangerously unabsorbent to impact. For a short time in 1968, the thickness of the steel used in the bonnet and doors was decreased from 1.2mm to 1.0mm to act as a form of 'crumple zone', but as the wings continued to be made of 1.4mm mild steel, the modification was largely ineffectual and was reversed in 1969.

Commercial versions

Closed van and open flat-bed ('pick-up') versions of the Minor were built from 1953 until the end of production. They were designed for commercial use with small businesses, although many made their way to larger corporations. Van versions were popular with the General Post Office, the early versions of these (to around 1956) having rubber front wings to cope with the sometimes unforgiving busy situations in which they were expected to work. Both the Van and the Pickup differed from the monocoque construction of the Saloon and Traveller variants by having a separate chassis. They also differed in details such as telescopic rear dampers, stiffer rear leaf springs and lower-ratio differentials to cope with heavier loads.

Engines

1956–62:948 cc A-Series Straight-4, 37 hp (28 kW) at 4750 rpm and 50 lbf·ft (68 N·m) at 2500 rpm

1962–71:1098 cc A-Series Straight-4, 48 hp (36 kW) at 5100 rpm and 60 lbf·ft (81 N·m) at 2500 rpm

Morris Minor today


Morris Minor rally

Today the Morris Minor and 1000 are among the best served classic family-sized cars in the old vehicle movement and continue to gain popularity. The enduring affection for the "Moggie" (also a common British nickname for an undistinguished cat, or a Morgan) or "Morrie" (as it is often known in Australia and New Zealand) is reflected in the number of restored and improved Morris Minors currently running in Britain, Australasia and in India. In addition to more powerful engines, desirable improvements necessitated by the increase in traffic density since the Minor was withdrawn from volume production include the replacement of the original equipment drum brakes with discs. Other important upgrades include the 1,27cc (77.8 cu in) version of the A-series engine, derided by Morris Marina enthusiasts as a key reason why many Marinas were scrapped. Top Gear presenter Jeremy Clarkson once stated that the Morris Minor is Britain's Volkswagen Beetle.

The Morris Minor is still being built today, by the Durable Car Company in Sri Lanka.

Source: Wikipedia

Riley RM

The Riley RM Series was the last automobile series developed independently by Riley. RM vehicles were produced from 1945, after the Second World War, through the 1952 merger of the Riley's Nuffield Organisation with Austin to form BMC. They were originally made in Coventry, but in 1949 production moved to the MG works at Abingdon.

There were three types of RM vehicles produced. The RMA was a large saloon, and was replaced by the RME. The RMB was an even larger car, and was replaced by the RMF. The RMC and RMD were limited-production roadsters.

All of the RM vehicles featured the pre-war Riley designed 1.5 L (1496 cc) 12 hp (RAC Rating) or 16 hp (RAC Rating) 2.5 L "Big Four" straight-4 engines with twin camshafts mounted high at the sides of the cylinder block and hemispherical combustion chambers.

Riley RMA


Riley RMA 1951 Riley RMA

Production 1945–1952

10,504 produced.

Successor Riley RME

Body style 4-door saloon

Engine 1.5 L Straight-4

The RMA was the first post-war Riley. It used the 1.5 L engine and was equipped with hydro-mechanical brakes and an independent suspension using torsion bars in front. The frame was made of wood in the English tradition, and the car featured traditional styling. The car was capable of reaching 75 mph (121 km/h). The RMA was produced from 1945 until 1952 when it was replaced by the RME.

Riley RMB


Riley RMB Riley RMB 2½-Litre 4-Door Saloon 1950

Production 1946–1952

6900 produced

Successor Riley RMF

Body style 4-door saloon

Engine 2.5 L Straight-4

Wheelbase 119 in (3,023 mm)

Length 186 in (4,724 mm)

Width 63.5 in (1,613 mm)

Height 59 in (1,499 mm)

The RMB was an enlarged RMA and was launched a year later in 1946. It used the 2.5 L (2443 cc) "Big Four" engine with twin SU carburettors, starting with 90 hp (67 kW) but increasing to 100 hp (75 kW) for 1948 with a 95 mph (153 km/h) top speed. The RMB was replaced by the RMF for 1952.

A car tested by The Motor magazine in 1949 had a top speed of 90 mph (140 km/h) and could accelerate from 0–60 mph (97 km/h) in 16.8 seconds. A fuel consumption of 19.6 miles per imperial gallon (14.4 L/100 km; 16.3 mpg-US) was recorded. The test car cost £1224 including taxes.

Riley RMC


Riley RMC Riley RMC

Production 1948–1951

507 produced

Body style 2-door 3 seat convertible

Engine 2.5 L Straight-4

The RMC was a 3-passenger 2-door convertible version of the RMB with a large rear deck area and fold flat windscreen. It shared that car's 2.5 L 100 hp (75 kW) engine and could reach 100 mph (161 km/h). The car was primarily designed for the North American export market, and just over 500 were built from 1948 until 1951. The gear change lever was moved to the steering column on left hand drive models.

Riley RMD


Riley RMD (prototype with 1½ litre engine pictured)

Production 1949–1951

502 produced

Body style 2-door convertible

Engine 2.5 L Straight-4

The RMD was a traditional 2-door drophead coupé, the last convertible to wear the Riley name. It used the same 2.5 L 100 hp (75 kW) engine as the RMB, on which it was based. Just over 500 were produced between 1949 and 1951.

Riley RME


Riley RME Riley RME 1,5-Litre 4-Door Saloon 1953

Production 1952–1955

3446 produced

Predecessor Riley RMA

Successor Riley One-Point-Five

Body style 4-door saloon

Engine 1.5 L Straight-4

The RME was an updated RMA. It still used the 1.5 L four and featured a fully hydraulic braking system. The body had an enlarged rear window with curved glass and from 1954 no running boards. To improve acceleration the rear axle ratio was changed from 4.89:1 to 5.125:1.

Produced from 1952, it was replaced by the Riley One-Point-Five in 1955.

An RME tested by The Motor magazine in 1952 had a top speed of 75 mph (121 km/h) and could accelerate from 0–60 mph (97 km/h) in 29.5 seconds. A fuel consumption of 24.2 miles per imperial gallon (11.7 L/100 km; 20.2 mpg-US) was recorded. The test car cost £1,339 including taxes.

Riley RMF


Riley RMF Riley RMF 2½-Litre 4-Door Saloon 1953

Production 1952–1953

1050 produced

Predecessor Riley RMB

Successor Riley Pathfinder

Body style 4-door saloon

Engine 2.5 L Straight-4

The RMF replaced the big RMB limousine in 1952. It shared that car's 2.5 L "Big Four" engine as well as the mechanical updates from the RME. The RMH Riley Pathfinder, last of the Riley "Big Fours", and thus considered to be the last "real" Riley by purists, took its place after 1953 and continued in production until 1957.

Source: Wikipedia

Willys-Overland Jeepster

The Jeepster was an automobile originally produced by Willys-Overland Motors from 1948 to 1950.

The Jeepster name was revived in 1966 on a new model, the C-101 Jeepster Commando, and American Motors (AMC) (successor to Willys-Overland) removed the Jeepster name for 1972, ending production after 1973.

VJ

The original Willys-Overland Jeepster ("VJ" internally) was produced from 1949 through 1950, although some leftover models were sold under the 1951 model year. After World War II, Jeep trademark owner, Willys, believed that the market for the military-type Jeep would be limited to farmers and foresters, therefore they began producing the "CJ" (or Civilian Jeep) to fill this growing segment as well as producing the new Jeep Wagon in 1946, and then the Jeep Truck in 1947.

Realizing a gap in their product line up, Willys developed the Jeepster to crossover from their "utilitarian" type truck vehicles, to the passenger automobile market. The car was originally only offered with rear-wheel drive, thus limiting its appeal with traditional Jeep customers. While its distinctive boxy styling (created by industrial designer Brooks Stevens) was a hit with critics, it did not catch on with the intended market segment. Sales were also limited by sparse advertising. In the end, 19,132 original VJ Jeepsters were produced (1948 - 10,326; 1949 - 2,960; 1950 - 5,836).

The VJ Jeepster was powered by the 62 horsepower (46 kW) "Go Devil" engine, a 134 cu in (2.2 L) straight-4 also used in the CJ. A 3-speed manual transmission with optional overdrive was used, as were drum brakes all around. The vehicle's front end and single transverse leaf spring suspension, was from the Willys Station Wagon, as was the rear driveline. The flat-topped rear fenders were copied from the Jeep truck line, as were the pair of longitudinal rear leaf springs.


1948 Willys Jeepster

Engines:

1948-1950 - L134 Go Devil I4 — 134.1 CID (2,197 cc)
1949-1950 - L148 Lightning I6 —148.5 CID (2,433 cc)
1950 - F134 Hurricane I4 —134.2 CID (2,199 cc)
1950 - L161 Lightning I6 —161 CID (2,638 cc)

Model Variations

VJ-2

The VJ-2 Jeepster was built on a Willys chassis and began production with a one-model/one-engine offering. Due to poor marketing, high price and weak performance sales were low and few were produced. The following year the VJ-3 was produced.

VJ-3

The VJ-3 Jeepster had very little standard equipment. This time there were two engines offered, changing the Jeepster's designations to VJ-3 4-63 for the four-cylinder and VJ-3 6-63 for the Lightning-equipped six-cylinder. In 1950, there was a redesigned front end and new engines and designations dependent on what part of the year it was. Early 1950s four-cylinder Jeepsters were VJ-3 463, and the six-cylinder Jeepsters were VJ-3 663. The later-year Jeepsters were VJ-473 and VJ-673, respectively. The hood and grille also put the V in VJ in 1950, when the design took on that shape.

External Links

Willys Overland Jeepster Club

Hurst Jeepster Pages

Jeepster History

Midstates Jeepster Association

Source: Wikipedia