Innholdsfortegnelse for September 2024 i Hemmings Classic Car

“Adrenaline pulsed through my veins as soon as our feet hit the ground—Dave and I must have looked like a pair of kids set free in a candy store on Black Friday.” PENNSYLVANIA has become a second home to me during the last 28 years, all thanks to my oft-mentioned 1952 Buick Roadmaster. Although the car came with enough parts to build an exact match, save for a frame, an engine block, and a body shell, I felt a sense of urgency to shop for NOS and nice used parts–you know, in case something went horribly wrong during a drive through my native Connecticut countryside. It was a life-long family friend, swap meet veteran, and fellow vintage vehicle enthusiast who pointed me to the Keystone State as fertile hunting grounds,…

IT WAS A PLEASURE TO SEE that beautifully restored 1955 Plymouth Belvedere in the May issue. I bought a well-worn ’55 in 1962 to commute to classes during my freshman year of college. A fascinating design feature is the symmetry of the dashboard layout. It was odd to have the oil pressure and temperature gauges in front of the passenger while the driver had only the fuel gauge and the ammeter. There was one error concerning available options. The two-speed PowerFlite automatic used a one-year-only dash-mounted gear selector rather than one that was column-mounted. −CHARLES L. WOODSIDE Schertz, Texas Matthew Litwin replies: We received a lot of comments regarding the column-mounted shifter. Somehow, we missed that error during our final edit. DAVID CONWILL’S ARTICLE in the June issue about the 1953…

“…The Michigan fiberglass-body plant Dry and Orcutt hired burned down, and recreating the mold was cost prohibitive.” OLD-CAR enthusiasts owe a lot to the special people who are somehow able to locate, acquire, and restore old prototype vehicles various automakers created. Regarding prototypes made by independent manufacturers, that debt of gratitude is greater because of their obscurity. Thus, I feel Lee Seats, president of The International King Midget Car Club, deserves a medal for his restoration of the nearly forgotten King Midget Model 3 prototype. Since its 1946 inception, King Midget produced four distinct “regular production” series, the first being a tiny one-seater that looked, appropriately, like a midget race car. The Model I was followed circa 1951 by the Model II, which was larger and wide enough to hold…

1. JAGUAR SIX SOLUTION MOSS MOTORS 800-444-5247 If your Jaguar’s timing cover is suffering from corrosion, it may be time to replace it. These new covers will fit Jaguar 3.4-, 3.8-, and 4.2-liter six-cylinder engines built from 1956-’87, and the high-pressure die castings are superior to sand-cast reproductions. Each timing cover was made to accommodate early and late water pumps, but it will not fit XK120; XK140 before engine G.1907; Mk VII A-Series engines; Mk VII B-Series engines or Mk VII Engine D.1001 to D.6722. It will replace Jaguar factory numbers C8614, C8614/1, C28480, and EAC2061. They come with studs, gaskets, and other mounting hardware, and final “decking” is required to ensure it is coplanar with the engine block. Inquire about p/n 861-411 for more information. $299.99 mossmotors.com 2. COOL RUNNING…

A NUMBER OF FACTORY customs were built for or at the behest of Semon “Bunkie” Knudsen during his tenure as Chevrolet’s general manager, from 1961-’65. They included a couple of well-known Corvette styling cars, but also a unique, turbocharged 1964 Corvair Monza Spyder that was recently acquired by Amelia Island Concours d’Elegance founder Bill Warner. It’s undergoing restoration at Werner Meier’s facility Masterworks Automotive Services, just north of Detroit. The car was one of five special builds commissioned under Knudsen and was pulled off the Willow Run assembly line and sent to the Chevrolet Engineering Center to receive several custom touches, including a repaint in Firefrost Blue. The Firefrost and later Firemist colors were unique metallic blends with brighter flake pigments and were mostly available on Cadillac models. In addition…

An enduring trend in visual presentation at high-end auctions is carefully manicured dust, cobwebs, and straw, an affectation intended to authenticate the claim that a hitherto unknown, yet desirable car was “found” in a “barn.” Seeing a car displayed at a show in a similarly unkempt manner is even more shocking because the car show field is traditionally the home of detailing spray and polishing cloths. But it doesn’t have to be, as one vintage Stude-baker proves. Honesty and a sense of humor are the motives behind the presentation of our feature 1937 Studebaker President 8 Custom Coupe by its owners, Colebrook, Connecticut, residents Jon and Sherri Gray. The car proudly wears its dull, pockmarked 87-year-old paint and more-rust-than-shine chrome, its factory-installed wool headliner, and imitation-leather rumble seat upholstery. And…

“Indeed, the problem wasn’t speed. It was paved roads. There weren’t any. Not at the dawn of the 20th century, except for the brick streets of the cities.” TODAY’S CARS are faster, safer, longer lasting, and more dependable than cars of the past. That’s obvious. One hundred thirty years of refinement made that happen. But what isn’t so obvious is that the cars of 100 or even 50 years ago were designed for different roads, different purposes—and different people—than what’s common today. For example, it is often pointed out that the early horseless carriages were slow. A standard production 1904 curved-dash Oldsmobile had a hair-tousling top end of 20 mph. But that wasn’t because Ransom E. Olds was brisk averse or didn’t know how to go fast. In fact, the…

MY MOM’S AUNT ESTHER was a slim woman who always dressed to the nines and drove a chestnut-colored 1963 Chevrolet Impala Sport Sedan. One memory so strong to my 8-year-old self was running my eyes up and down the length of the car, captivated by its chrome, white painted top, and that expansive bench seat. Right away, it became a car that I hoped would be in my future, somehow, some way. I recall that, at age 11, I said, “I’d really like to have that car someday,” to which my great-aunt replied with a warm smile. By the time I was 12, I was fully infected with the car bug and began riding my bike downtown, where all the primary dealerships were located. Not one of them is there…

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