Beautiful Cars & Trucks

[Swampfox762]

[Swampfox762]

[Swampfox762]

[Schmidt Meister]

1956 Chevrolet Custom - "Miss Taboo"

[Schmidt Meister]

1950 Oldsmobile Rocket 88 Fastback 2 Door

[Schmidt Meister]

1948 Packard Super Deluxe

[Schmidt Meister]

Volkswagen Custom 4 Door Beetle Pick-Up

[Swampfox762]

What the hell is HE haulin???

[Swampfox762]

[Borg warner]

On 12/30/2021 at 9:14 AM, Swampfox762 said:

Is that a Hudson?

[Swampfox762]

[Swampfox762]

12 minutes ago, Borg warner said:

Is that a Hudson?

Not exactly sure, but I sure do like it!!!

[Swampfox762]

[gwalchmai]

3 hours ago, Swampfox762 said:

What the hell is HE haulin???

Stacey Abrams' ass.

[Swampfox762]

[Swampfox762]

[Swampfox762]

[Swampfox762]

[railfancwb]

5 hours ago, Swampfox762 said:

Love that color!

[railfancwb]

1 hour ago, Swampfox762 said:

Those things were sleek and pretty and had almost no foot room. 

[NPTim]

1 hour ago, railfancwb said:

Love that color!

My grandmother drove a dodge dart that color.

[Borg warner]

Each with a turbocharged EFI 392 Hemi and a six speed automatic with overdrive

 

 

[Swampfox762]

2 hours ago, Borg warner said:

Each with a turbocharged EFI 392 Hemi and a six speed automatic with overdrive

 

 

OMG!  Love em Both, but that bottom one....Ford?

[Borg warner]

1 hour ago, Swampfox762 said:

OMG!  Love em Both, but that bottom one....Ford?

Yep. 1949 Ford. I have an uncle who is only 4 years older than I am and when he was 16 I was 12 we use to go cruising together in his first car, a 49 ford 2 door coupe flathead V8, dark Maroon color. It had been his older brother's car before it was his.  It's always been one of my favorite cars for that reason.

Ford used that same basic body style until 1953 but the 49 was the best looking. My dad had a 53 Studebaker but his was a 4 door and a Flathead 6 and not the Starlight Coupe with the small-block which was the best of the early 1950's engines.  When introduced for 1951 at 232 cubic inches, the Studebaker V-8 had at least 25 percent more main bearing area per cubic inch than did Cadillac or Oldsmobile V-8s, and more main bearing area outright than the new 331-cu.in. Chrysler Hemi, displacing almost 100 more cubic inches! All Studebaker V-8s have forged, not cast, crankshafts riding in those 5 husky bearing webs, to which only forged connecting rods are attached.

Eighteen bolts secure each cylinder head, more than most competitors. Head gasket issues were rare and have been virtually nonexistent, even when the engine was first supercharged for some 1957 models.

Studebaker's V-8 design produced an engine that was not only strong, though somewhat heavy, but unusually powerful for its displacement. Only the new Chrysler Hemi V-8 produced more horsepower per cubic inch than did the Studebaker V-8 in 1951. From the jump, both engines produced more than ½ horsepower per cubic inch with two-barrel carburetors, a figure Cadillac and Oldsmobile couldn't muster even though their V-8s had already been in production two years. The Studebaker V-8 remained powerful to the end, too; the 1964 Studebaker R3 engine was conservatively rated at 335 horsepower from only 304.5 cubic inches. That's 1.100 horsepower per cubic inch; no small feat in 1964.

[Schmidt Meister]

1911 Reeves Octoauto, which was a Modified 1910 Overland and
1912 Reeves Sextoauto

In 1911, Milton Reeves tested that theory with an eight-wheel vehicle he called the Octoauto. The odd-looking automobile wasn’t his first creation or his last, but it was definitely Reeves’ most significant, even though it wasn’t a financial success.
Reeves, a native of Indiana who was born during the Civil War, was among the early architects of the horseless carriage in the late 1880s. In fact, his initial iteration is widely considered the fourth or the fifth American automobile ever created.
Reeves’ historic roots as an inventor officially began at age 15 when, while working in a sawmill, the teenager noticed that his coworkers could not control the speed of the pulleys used to power the saws, a problem that often caused the wood to split. Reeves provided the solution by designing a variable-speed transmission that allowed the saw blades to turn slower or faster as needed. He would go on to patent 100 inventions in his 60 years.
Reeves was in his early 20s when he was sold on the idea of motorized transportation and began to build his first automobile, a four-wheeler then referred to as a motocycle, with the financial backing of his brothers. According to silodrome.com, his variable-speed transmission was ideally suited to work in tandem with a twin-cylinder, two-stroke, 6-horsepower Sintz marine engine. Reeves’ three-seat motocycle was steered by a tiller operated from the back seat; the body was built by the Fehring Carriage Company.
Reeves also created a seven-seat “Big Seven” model, and in 1898 built the “Big Motocycle,” a 20-seat bus with huge wheels that were nearly six feet in diameter. To reduce noise from the two-stroke engine, Reeves invented a double-muffler exhaust system (an industry first), but he grew tired of the heavy fumes and decided to build a more efficient engine instead. By 1898, he had created two, a 6-hp version and a 12-hp variety.
Instead of continuing to create and develop his automobiles, Reeves closed shop in 1899 when his family decided to concentrate on agricultural and industrial products. It would be five years before Reeves picked up where he’d left off, and he quickly made up for lost time by unveiling two new models in 1904: the Model D, with a 12-hp engine, and the Model E, boasting a 18–20-hp mill.
A year later, Reeves unveiled his new valve-in-head, air-cooled engine, which featured individually cast cylinders to help with air cooling, splash lubrication, and inlet and exhaust on opposite sides of the engine to create a “cross flow” effect. The engines were so successful that they were used in vehicles built by Auburn, Moon, Chatham, Autobug, and Mapleby.
In spite of his success as an engine builder, Reeves is best known for his eight-wheel, 20-foot long Octoauto, which may seem unconventional today but made perfect sense for the time. In 1911, Reeves modified a 1910 Overland by adding four wheels and creating two sets of four in front and back. Roads in his time were generally horrendous (particularly in rural areas), and since suspension consisted of leaf springs and tire design wasn’t what it is today, passengers felt every bump and pothole. Reeves simply borrowed a design employed on railroad cars, which used quad-wheel “bogies” to distribute the weight and smooth out the ride. According to silodrome.com: “The design incorporated front twin steering coupled with steering by the wheels on the rearmost axle. The forward rear axle had no steering and was the only one that was driven, making this an 8×2. The driven axle was the only one that had drum brakes on each wheel.”
The idea worked brilliantly. So much so that few argued when Reeves began calling the odd-looking automobile “the only easy riding car in the world.” The problem was that it cost too much to build. The four-passenger Octoauto, powered by a 40-horse engine, retailed for $3200, which is nearly $100,000 today.
No amount of praise or attention could save Reeves’ Octoauto, so he remodeled it, most notably removing two wheels from up front, and in 1912 rebranded it as the Sextoauto. Reeves later took a gamble by building the six-wheeler on a new Stutz chassis, but that only increased the price. Sales were few.
Reeves never built another car, and he died in 1925, two months before his 61st birthday.
Although the Octoauto and Sextoauto were financial failures, and none are known to exist today, there’s no disputing that they were technological marvels, regardless of how many wheels they had.