Tag: chevy

Here Come the Doodlebugs – Bob Tomanine @AutoRestorer

Here Come the Doodlebugs – Bob Tomanine @AutoRestorer

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he sight of one doodlebug can make Model A fans dyspeptic and if that reaction is understandable, it’s also not always appropriate. “No,” said Ron Oakley, the Binghamton,

New York, owner of a 1928 Ford doodlebug. “No cutting up. That’s one thing a lot of these car clubs think, that we took a Model A. We didn’t. Nobody did that here. That thing was sitting in a gas station for years, it worked. You could duplicate one, and you could probably build one out of parts. But these are originals.”

When he said “Nobody did that here,” he was talking about the Doodlebug Club of Franklin in Franklin, New York. “Doodlebug” might also need an explanation—it’s grown obscure in automotive history since its 1920s-to- 1940s heyday—and a 1938 Sears catalog provided a good account.

“You can build your own farm tractor at low cost,” promised the description of Sears’ Thrifty Farm Tractor Unit. “Now you can transform your old Chevrolet or Ford into a practical tractor—quickly and economically. All you need to build a fine general purpose tractor is an old Model ‘T’ or Model ‘A’ Ford, or a 1926 to 1931 Chevrolet, and a Sears Thrifty Farmer Unit. With the auto body removed, you can quickly convert the old auto into a tractor that has the pulling power of two to four horses. The Thrifty Farmer will do practically every job that many of the regular-type tractors will do. The Thrifty Farmer attachment on the average used Ford or Chevrolet chassis has the speed and power to operate any of your horse- drawn tools. It works in any soil condition to work with horses and often works where horses cannot.”

Boots Oakley drives his Chevy doodlebug in the Community Parade at the Afton, New York, Fair.

The kits cost $93.50 for the Model T, $101.50 for the Model A and $106.50 for the Chevrolet. Affordable, but not cheap, as the figures in today’s dollars are $1565 for the Model A, $1704 for the T and $1788 for the Chevy. For his money, the purchaser received a half-ton package that included steel front wheels, cleated tractor wheels for the rear, a tractor-type seat, a subframe and a drawbar for implements

One who knows Model As— really knows Model As—would identify at least the major components of Ron Oakley’s doodlebug.

Sears was not alone. The 1919 edition of The Model T Ford Car and Ford Farm Tractor described Acason’s chain-driven Aca-tractor kit as well as the Make-A-Tractor conversion, emphasizing that the latter “can be fitted to other passenger cars as well.” A Model T, though, was a wise choice because “the power and reliability of the Ford engine make it possible to use this light chassis for much heavier work than you would imagine it capable of.”

There Was More Than One Approach to a Doodlebug

While less of a consideration in the Model T era than it would become during the Great Depression and World War II, an owner pondering a doodlebug knew that he would no longer have a car, but Knickerbocker Motors had the solution. A 1919 clipping headlined “pleasure car not lost in this tractor” explained that “at a time when the development of the country’s agricultural resources is of greatest import, the announcement of an attachment that will turn any one of the million-odd Fords in the country into an efficient tractor for all kinds of cultivation purposes is particularly significant and of great importance to the farmer. This device, which is called a Forma-Tractor, is simple in construction, but sufficiently rugged to stand the strain of work in the field and has the efficiency of a four-horse team… (It) is so adapted to his Ford that it can be attached and detached within less than 30 minutes and therefore will not deprive him of the use of his car as a pleasure vehicle or for carrying produce to market.”

Besides Knickerbocker, others such as Montgomery Ward and David Bradley also offered kits, but for those who couldn’t afford their cost or really didn’t need kits, plans were available. In the 1930s, Modern Mechanix published plans with the observation that “perhaps in your own backyard you have an old Model T Ford truck or passenger car that wasn’t worth a license tag.” The article described the result as a “Handy Henry,” one of the many nicknames for tractors built from cars or trucks. At the time it was reported that a Handy Henry could be built for as little as $20, a much more reasonable figure for a farmer of that era.

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Ford And Chevy Spindle Options For Solid Axle Hot Rods – Speedway Tech Team @SpeedwayMotors

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For Some It Is Straight Axle or No Axle!

Hot rodders always seem to come back to the basics. After spending several decades adapting a variety of independent front suspensions to pre-’48 vehicles, rodders are again embracing solid-axle, transverse leaf spring front suspensions. The revival of the Gasser look even has straight axles being shoved under many ’50s- and ’60s-era muscle cars.

All of this new interest in old suspensions can generate a lot of questions from those just entering the hobby. Heck, it can even be confusing for those who have been around for years. One common conundrum is deciding which spindles to use on your early Ford-style front axle. Today’s rodder can scrounge for one of several styles of original Ford spindles or select from reproduction versions of the same. Another popular option is using reproduction 1949-54 Chevy-style spindles on a tube axle. Given such choices, the selection process can get a little puzzling.

A Little History on Straight Axle Hot Rod Spindles

In the early days of hot rodding, spindle choice was somewhat obvious; you put a Ford spindle on a Ford axle. But even then there was some mixing and matching to be done. One common swap was to use 1937-1948 Ford spindles on earlier Ford axles. This allowed hot rodders to use the much better hydraulic drum brakes (AKA “juice brakes”) rather than mechanical drums. Later on, hot rodders learned to adapt F-100 truck brakes and larger Buick finned drum brakes to these spindles.

Early Ford and Chevy Spindle Identification Guide

As street rodding evolved in the late 1960s and 1970s a quest for better brakes led some hot rodders to adapt 1949-1954 Chevy passenger car spindles to early Ford axles. The Chevy spindles had the advantage of using hubs that were separate from the brake drums. And since Corvettes used essentially the same style spindles through 1962, you could remove the brake drum assembly from the Chevy hub and slip a Corvette disc brake rotor in its place. Then it was simply a matter of fabricating a caliper bracket out of flat plate and, Voila! you had disc brakes on your hot rod!

1949-1954 GM Passenger Car Spindles

Chevy spindles offered additional benefits beyond disc brakes. Back in the ’70s and ’80s, they were much more plentiful in junkyards than early Ford pieces. And unlike Ford spindles, the Chevy pieces had separate bolt-on steering arms, making it easy to fabricate custom dropped arms for dropped axles. It also made it easier to flip the steering arms around and locate the tie rod in front of the axle, a common practice on T-buckets at the time. In a similar vein, hot rodders building straight-axle Gasser-style cars could mount the steering arms on the tops of the spindles, making it easier to connect a steering system on these jacked-up rides.

The Chevy spindle swap required a bit of work to pull off on stock Ford beam axles. You had to bore out the kingpin boss on the axle to accept the larger Chevy kingpin and machine the ends since the Chevy kingpin was shorter. The Chevy spindles were also designed for a different kingpin inclination than Fords, so it was necessary to heat and bend the axle ends to get proper camber. To help avoid this work, many manufacturers began building tube axles specifically designed to accept Chevy spindles.

As time went on, other disc brake choices became available for Chevy spindles. One option employed Volvo parts. Others used later-model GM rotors and calipers, which required some machine work on the spindles. In fact, Speedway Motors offers a machining service for customers who want to modify their original Chevy spindles to accept newer disc brakes.

Which Spindle Fits Your Straight Axle

To know what spindles you need for your traditional straight axle front suspension build we need to start with the foundation of it all, the straight axle itself. Unless you have the experience to know what you’re looking at it is going to take some careful measuring to determine if the straight axle you have is a Ford or Chevy version (that is unless you bought a new axle of course). The primary difference can be found in the kingpin boss area.

1932-1934 Ford Straight Axle

To confirm if your axle is Ford or Chevy spec you will need to measure the axle’s king pin boss. The king pin diameters and axle boss height are different between the axles. There is a kingpin inclination difference as well, but that is much harder to measure accurately. To take these measurements we suggest dial calipers or digital calipers. In our photo here the Ford axle is shown above the Chevy. Even with the naked eye you can see the angle differences between the two. Care to learn more about straight axles? If so, be sure to read our Toolbox buyer’s guide on straight axles to get all the details before you buy.

Ford vs Chevy Straight Axle Kingpin Angle Differences

1937-1948 Ford Axles

  • 2.375-inch axle boss height
  • .813-inch king pin diameter
  • 5.5-inch pin length (37-41), 6-inch pin length (42-48)

1949-1954 Chevy Axles

  • 2.125-inch axle boss height
  • .867-inch king pin diameter
  • 6.3-inch pin length

King Pins: Bushings vs Bearings

While we’re on the subject of kingpins, we wanted to briefly touch on the original bushed kingpin design and the more modern bearing supported update design that has become popular. Original kingpins used a bronze bushing that is pressed into the spindle and then reamed to the proper size. We offer a standard kingpin bushing set for the popular 1937-1941 Ford spindle. Bearing style king pins have a precision needle bearing which is pressed into the spindle. The needle bearing pivot provides superior strength and smoother, easier turning than bushings. While the bearing style kingpin kit costs more, it is a very worthy upgrade in our opinion.

Speedway Motors Deluxe 1937-1941 Ford Spindle King Pin Bearing Kit

Modern Spindle Options That Will Fit Your Straight Axle

1928-1948 Forged Ford Spindle With 1937-1941 Round Back Design

We consulted the seasoned tech experts at Speedway Motors to help make sense of the straight-axle spindle choices available to modern hot rodders for their builds. Speedway Motors manufactures both Ford- and Chevy-style spindles. Each style is made using a high-quality forging process and high nickel content steel, so they are exceptionally strong and durable, especially in the case of the Ford spindle, as originals were not forged and were weaker than their original Chevy counterparts. They are also manufactured with updated designs that make them superior to original components. This offers hot rodders plenty of versatility without the need to scrounge for old parts or farm out expensive machine work. So if strength and availability are no longer issues, what criteria should you use to choose between Ford- and Chevy-style spindles?

Hot rodders seeking an authentic nostalgic look will naturally gravitate toward Ford-style spindles. Speedway’s reproduction versions are the round-back, 1937-41 style, and are designed to use bolt-on steering arms for more versatility. You can use them with drum brakes, such as our awesome looking Buick-style finned drum for a true period appearance. We even offer our Buick-style finned drums in a complete drum brake kit with Ford spindles. Or select from several different styles of disc brake kits, including 5 on 4-1/2 Ford bolt pattern or 5 on 4-3/4 Chevy bolt pattern for improved modern braking. Ford-style spindles will almost always be your best choice when using an original Ford axle or aftermarket beam axle.

Chevy-style spindles are a great choice for a variety of applications using tube axles. A shorter, thicker axle stub makes it a stronger design than the Ford spindle, which is worth considering on larger, heavier street rods. Speedway Motors’ version of the spindle is built to direct mount common GM and Ford disc brake rotors, giving you the same choice of 5 on 4-1/2 Ford bolt pattern or 5 on 4-3/4 Chevy bolt patterns using either 9-1/4-inch Mustang II rotors or 11-inch rotors, without machine work or adapters. It also has improved kingpin geometry to work better with modern radial tires. Speedway offers two styles of steering arms for these spindles in zinc or chrome finishes; for both traditional or cross steering and, as noted earlier, the arms can easily be mounted to the top or bottom of the spindle. This makes them a good choice for Gasser-style straight axle setups.

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1947-2013 Chevy Truck Generations – Quick Reference Guide @Classic Industries

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Over the course of six decades from 1947 to 2007, Chevrolet trucks went through many changes. The most substantial of these changes serve as the dividing lines between Chevy truck generations. If you’re a classic truck enthusiast, you’re probably able to spot these body style cues and recall the corresponding model year ranges, but those who are new to classic trucks may not be so well-versed. With this in mind, we put together a clear and concise visual guide to 1947-13 Chevy truck generations.

1947-1955 Chevy Advance Design

The first of the Chevy truck generations we’ll discuss is known as the Advance Design. This was GM’s first postwar truck platform, and is usually listed as 1947-55 1st Series

• 1947-53 models featured a horizontal bar grille design, 2-piece windshields, with angle-topped bed sides.

• 1950 saw the introduction of modern tubular shocks.

• 1951 saw the introduction of door vent windows.

• 1954-55 models received rounded tail lamps, a crosstype bull nose grille, a 1-piece curved windshield, a redesigned dashboard, and a deeper bed with fl at-topped bed sides.

• Chevrolet 1955 1st series models were the last to be offered with 6-volt electronics. GMC continued to offer 12-volt electronics as an option.

1955-1959 Chevy Task Force

As Chevrolet tooled up for the “Task Force” platform, some factories continued to produce the earlier design as the 1955 1st Series, while the new design was produced as the 1955 2nd Series.

• 1955 was the first year for the optional 265ci Small Block V8.

• 1955 2nd Series Models featured a wrap-around windshield.

• The rare and desirable fiberglass-bed Chevrolet Cameo pickup is offered from 1955-58. 1958 trucks introduced dual headlamps.

• Fleetside pickups replaced the Cameo in late 1958.

1960-1966 Chevy C/K Series

The 1960 redesign featured a drop-center ladder frame, which allowed the cab to sit lower. It also marked the introduction of the C/K designations for Chevrolet, “C” for 2-wheel drive models, “K” for 4-wheel drive models. A more sophisticated suspension design provided a more car-like ride.

• Series 10, 20, 30, and 40 (C or K) were badged as “Apache”, etc.

• Series 50 and 60 series trucks were badged as “Viking.”

• The largest 70, 80, and 90 series models were badged as “Spartan”, etc.

• Chevrolet trucks were available with smooth Fleetside” or fendered “Stepside” beds. GMC called these “Wideside” and “Fenderside.”

• 1960-62 models used a torsion bar front suspension and a coil spring rear suspension.

• 1963-66 models upgraded to a coil spring front suspension.

• 1964-66 models changed to a flat windshield design.

• 1966 introduced the 327ci V8 and Turbo-Hydramatic (TH) transmission

1967-1972 Chevy C/K Series

The 1967-72 Chevrolet and GMC trucks were dubbed “Action Line.” Most models in this truck generation were built with coil spring rear suspension. All 1967-72 four-wheel drive trucks had leaf springs on both axles.

• 1967 was the last model year without side markers.

• In 1968, a 50th Anniversary package for Chevrolet trucks featured a distinctive white-gold-white paint scheme.

• The Longhorn 3/4 ton trucks debuted in 1968, adding an extra 6″ to the bed.

• The short wheelbase K5 Blazer debuted in 1969 along with the GMC version, known as the Jimmy.

• For 1970, the 396ci big block V8 was enlarged to 402ci, yet still sold as a 396.

• 1971 introduced the Cheyenne comfort trim package for Chevrolet and the Sierra package for GMC.

• 1971 brought front disc brakes on all light-duty trucks.

1973-1986 Chevy C/K, 1987-1991 Chevy R/V Series

For 1973, Chevrolet and GMC trucks were tested in a wind tunnel and designed for better aerodynamics. The wheelbase was extended and a dual rear wheel option was offered on one-ton pickups. Some enthusiasts refer to this generation as the “Square Body” Chevy truck.

• An all-new carbon steel ladder frame designed with a “drop center” was introduced.

• The fuel tank was moved outboard of the frame rails beneath the cab floor to offer up to 40 gallons of fuel capacity.

• 1973 introduced the Crew Cab option with the choice of 3+3 seating or lockable storage in the rear cab.

• Two-wheel drive trucks used independent front suspension.

• Power windows and locks were offered as an option in 1977.

• 1978 introduced the first diesel engines.

• For 1987, the C/K designation was changed to R/V to distinguish these trucks from the upcoming GMT400 generation.

1988-1998 Chevy C/K Series (GMT400)

All 4th generation C/K trucks, including four-wheel drive models, received independent front suspension. This Chevy truck generation was officially designated GMT400, but some enthusiasts refer to it as “OBS,” short for Old Body Style.

• From 1990-93, a performance model called 454SS was offered with a 454ci V8, sport suspension, and quick ratio steering.

• An updated fascia debuted along with the mandated center high-mount stoplight.

• A turbo-diesel was made available beginning in 1992.

• Vortec V8s debuted in 1995 with high-flow cylinder heads, new camshaft, roller valve lifters, and higher compression for increased power and efficiency.

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Exploring Chevy’s 1988-’98 pickups as affordable projects – Terry McGean @Hemmings

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The New Vintage

As the humble pickup truck’s place in American culture steadily evolved from simple-but-valued tool to modern fashion statement, it gained a huge fan base. While admiration grew and trucks aged, restorers began returning some of them to showroom shape. Meanwhile, hot-rodders and customizers crafted their own interpretations of the classic pickup.

The years rolled on and certain models emerged as favorites, spawning a vast aftermarket blooming with reproduction and upgrade parts and kits. So widespread is this enthusiasm for classic pickups today that values of the most popular models have swelled substantially during the past decade or so. It’s good news if you already have one, but not so great for anyone on the hunt for a budget-friendly alternative to pony cars or muscle machines.

This 1997 C1500 short-bed Fleetside was located in the Carolinas and hauled north to Vermont, where 1967-’72 Chevy truck enthusiast Glen Sauer picked it up for short money as a low-budget project to build with his son. It had essentially zero rust, but a worn and baked interior and over 200,000 miles.

Consider the 1967-’72 Chevrolet trucks, popular from new and long adored by enthusiasts. Today, they’re nearly as sought after as the muscle cars of the same era, and values have followed suit, making them less accessible to the younger builders trying to get into a vintage project. More recently, the following generation of Chevy trucks— the 1973-’87 “square-body” era—has been following the same trajectory, with values escalating rapidly.

So, where does that leave the aspiring young builder on a budget? Or even the seasoned tinkerer looking to start a new project with a casual cash commitment? Fortunately, GM kept right on building pickups, and its next generation proved to be a winner.

This truck left the factory with a blue cloth interior, but after more than 20 years and many miles worth of service, along with years spent under the southern sun, it was showing its age. Plus, a blue interior didn’t suit Glen’s taste for this project, so this will all be removed.
The familiar Chevy small-block V-8 powered most GM ½-ton trucks of the 1988-’98 period. Beginning with the 1996 model year, GM used the Vortec version of its 5.7-liter V-8, with improved cylinder heads and updated fuel injection. This one was rated for 255 hp, and even with more than 200,000 on the odometer, it still runs just fine. Apart from basic maintenance items, they’re going to leave it alone for now.

For the 1988 model year, GM introduced a new line of light trucks under the internal designation “GMT 400.” To the public, the new generation of trucks was often referred to as the “C/K” series, combining the familiar C designation of two-wheel-drive models with the K of 4x4s. The new C/K line offered increased interior space, while appearing leaner and more svelte on the outside thanks to a “cab forward” design with a sloping hood and rounded prow. This was the first time GM had offered extended-cab variations on its pickups, and the traditional “step-side” bed was finally replaced with a new fiberglass Sportside interpretation.

Viewed today, the GMT-400 era of trucks was an excellent blend of then-modern technology merged with traditional pickup dimensions. Though some details are very of-the-period, like the mini quad headlamps of the earlier models and the plasticky dark-argent egg-crate grilles, GM’s stylists smoothed out many of the trim details as the generation evolved, and overall these trucks have aged well. Park a GMT 400 next to a 1967-’68 Chevy pickup and you might even wonder if GM’s stylists looked back for inspiration.

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Exploring Chevy’s 1988-’98 pickups as affordable projects – Terry McGean @Hemmings

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As the humble pickup truck’s place in American culture steadily evolved from simple-but-valued tool to modern fashion statement, it gained a huge fan base. While admiration grew and trucks aged, restorers began returning some of them to showroom shape.

Meanwhile, hot-rodders and customizers crafted their own interpretations of the classic pickup.

The years rolled on and certain models emerged as favorites, spawning a vast aftermarket blooming with reproduction and upgrade parts and kits. So widespread is this enthusiasm for classic pickups today that values of the most popular models have swelled substantially during the past decade or so. It’s good news if you already have one, but not so great for anyone on the hunt for a budget-friendly alternative to pony cars or muscle machines.

Consider the 1967-’72 Chevrolet trucks, popular from new and long adored by enthusiasts. Today, they’re nearly as sought after as the muscle cars of the same era, and values have followed suit, making them less accessible to the younger builders trying to get into a vintage project.

More recently, the following generation of Chevy trucks— the 1973-’87 “square-body” era—has been following the same trajectory, with values escalating rapidly.So, where does that leave the aspiring young builder on a budget? Or even the seasoned tinkerer looking to start a new project with a casual cash commitment? Fortunately, GM kept right on building pickups, and its next generation proved to be a winner.

Read on

Which one of these four pony performers from the ’80s would you choose for your Dream Garage? – Matt Litwin @Hemmings

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In our latest round of This or That we deliver to you a fresh round of four options to fill yet another bay in your unlimited Dream Garage, this time from the pony car market. But rather than offer up your typical selection of Sixties steeds, it’s time to dig out your favorite cassette tapes and the old stone-washed denim jacket: We’re going back to the Eighties. Let’s examine a few that are available now in the Hemmings Classifieds and hopefully serve as thought-starters for your automotive wish list.

Today we’ll start with one of the more obscure performance pony cars from the decade: this 1985 Mercury Capri ASC/McLaren convertible. Unlike other ASC/McLaren conversions of the era, folks within the Mercury division were more focused on image that outright performance, so the stock 5.0-liter engine remained unaltered while the body and suspension were modified. The ASC/McLaren Capris were built in limited numbers, as explained by Mark McCourt in his detailed report of an ’86 edition that appeared in the February 2005 edition of Hemmings Muscle Machines magazine. As to this one currently available, the seller states:

This car, along with one other Mclaren, was purchased by a Canadian man from Hines Park Lincoln Mercury, Plymouth Mi., and brought to BC., where the purchaser mainly stored the two cars for 25 years. He drove one car occasionally. He eventually moved to Atlanta, Georgia, taking only one of the Mclarens with him, and passed my car on to its second owner, who also mainly stored it for 6 years. He intended to pass it on to his son, however, the son showed no interest in the car and it was sold to me. I have driven it infrequently….mainly to car shows.

The car is as it left the dealership, with absolutely no changes to it other than a battery or two, and possibly tires. It is possibly the purest ASC Mclaren on the market. The accompanying photos show its originality, and that it is a true survivor.

Read on for the rest!

How Chevrolet sold full-sizes, midsizes, compacts, and SUVs all with the same footprint as a 1955 Bel Air – Jeff Koch @Hemmings

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The 1955 Chevrolet is the right sized car for America. Don’t believe me? Then why does America keep buying cars that take up its footprint?
The size is perfect: It’s large enough to seat who you need to, six in a pinch, but small enough that you don’t lose the corners in the supermarket parking lot and start pranging curbs and carts. It’s so right that GM itself has continued to make vehicles of its size throughout the post-war era, and made bank off their backs: the Tri-Five era that beat Ford in the sales race two years out of three, the midsize Chevelle that helped democratize high-performance to a generation, the compact (and increasingly plush) Nova, then again in the late ’70s when the midsize line got downsized. To this day, Chevy still sells a hundred thousand of this size vehicle a year, though not in a format you’d expect.

Honda Restored A Chevy Truck Because History Matters More Than Brand – Christopher Smith @Motor1.com

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Honda Restored A Chevy Truck

It was done to help celebrate American Honda’s 60th anniversary.

Mention Honda to the typical Motor1.com reader and you’ll probably get a response relating to the CivicPilot, or possibly the NSX. That should be no surprise because these days, Honda is among the most successful automobile manufacturers in North America. In 1959, however, things were a bit different. Back then, the manufacturer was just beginning its American journey, and it didn’t start with cars. It started with motorcycles, and to get them into brand new Honda dealerships opening across Southern California, the company bought a small fleet of Chevrolet pickup trucks. You probably see where this is going.

 

Honda Restored A Chevy Truck

Read the rest of the article here 

Related – 100 Years Of Chevy Trucks

An affordable classic: Chevrolet’s second-generation Corvair – Kurt Ernst @Hemmings

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Chevrolet’s redesigned-for-1965 Corvair debuted to high praise from the automotive press, with Car and Driver’s David E. Davis, Jr. declaring it “the most beautiful car to appear in this country since before World War II.” American consumers agreed, buying 23-percent more ’65 Corvairs than they did the year before. Trouble, in the form of the Ford Mustang, was brewing, and Corvair sales began a slide in 1966 from which they’d never recover. Today, the second-generation Corvairs, model years 1965-’69, represent a relatively affordable point of entry into the classic car hobby. Is the time right to shop for one?

Read the rest of the article here

Related – A shrine celebrating all things Corvair opens in Illinois

1950 Chevrolet 6 Cylinder with Speed Equipment, alternative Hot Rod power?

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1950 Chevrolet 6 Cylinder with Speed Equipment

1950 Chevrolet 6 Cylinder with Speed Equipment, alternative Hot Rod power?

Saw this engine for sale on Hemming’s and it occurred to me that this would make a really cost effective alternative to either a hopped up four banger or a Flathead V8.

If it’s to go into Model A or B, then any Ford v Chevy sensibilities would need to be put to one side.

Based on the engine number: HAM196465, this appears to be a 1950 216 ci. It has Offenhauser valve cover, Newhouse intake, 2 Rochester carbs with linkage, Fenton exhaust.

This engine was running in a 1954 Chevy when I bought it many years ago. I bought it to go in an early Chevy pickup, but never used it. I have not run it since I bought it. Does not include engine stand. Would be best if you pick up.

The listing is here

Related – Hot rod Stovebolts and other Chevrolet six-cylinder memories

The Chevrolet inline 6 engine was Chevrolet’s sole engine from 1929 (when it replaced their 171-cubic-inch (2.8 L) inline 4) through 1954, and was the company’s base engine starting in 1955 when they added the small block V8 to the lineup. It was completely phased out in North America by 1990; in Brazil, GM held on to their fuel-injected version through the 1998 model year. It was replaced by more recently developed V6 and four-cylinder engines. Many popular cars and trucks, including the Chevrolet CamaroChevrolet Impala, and Chevrolet Suburban used the inline 6 as the base engine. Chevrolet did not offer another inline 6 until the 2002 General Motors Atlas engine‘s debut in the Chevrolet TrailBlazer. (from Wikipedia)