#convertiblebodystyle

[isottafraschini]

Cord L-29 Hayes Coupe '1929

Cord L-29 Hayes Coupe

Cord L-29 Hayes Coupe

Errett Lobban Cord went down in history as an ambitious American businessman in the late 1920s. who created an entire industrial empire on the basis of a small car company Auburn. Having redeemed the shares of the largest transport corporations for a pittance, he merged them under the control of the Cord Corporation holding. The latter included the Auburn-Cord-Duesenberg group, known for making the finest American cars before the war.

Design Cord L-29 Hayes Coupe

The Cord L-29 was the first American production car with front-wheel drive. It was created in 1929, months ahead of its Ruxton counterpart, and filled the price gap between the cheaper 8-cylinder Auburn and the luxurious Duesenberg Model J. Auburn and Duesenberg owner Errett Lobban Cord decided to sell the L-29 under a separate brand. designated by his name.

Design Cord L-29 Hayes Coupe

The Cord L-29 was developed by engineers John Oswald and Cornelius Van Ranst, and the body was designed by stylist Alan Limi. The absence of a propeller shaft made it possible to make the car lower than any American car of that time. There were four factory bodies to choose from: Sedan, Brige, Phaeton Sedan and Convertible Coupe. In addition, third-party bodies were installed on 43 chassis.

Design Cord L-29 Hayes Coupe

Technically, the Cord L-29 was radically different from the rear-wheel drive models of the same class. It was based on an almost flat steel frame with an X-shaped cross brace in the middle. The Lycoming-built 4.9-liter in-line, 8-cylinder aluminum head engine develops 125 horsepower. With a total weight of more than 2 tons, the power was clearly not enough, so the maximum speed was only 130 km / h. An increase in the volume of cylinders to 5275 cm3 in 1932 did not solve the problem.

Design Cord L-29 Hayes Coupe

The innovative front-wheel drive design with two paired cardan joints was borrowed from Harry Miller's racing cars. The engine stood backwards under the hood, with the clutch, 3-speed manual transmission and differential in front of it. As a consequence, the gear lever was not mounted on the floor, but on the dashboard.

Design Cord L-29 Hayes Coupe

The front brake drums were installed inside the body, next to the differential. The continuous rear axle was connected to the frame using semi-elliptical springs, and the de Dion front suspension consisted of a rigid beam and four inverted quarter-elliptical springs.

Under the hood Cord L-29 Hayes Coupe

At the end of the 20s. the front-wheel drive system was still too imperfect and had many shortcomings: unreliability of the drive axle hinges, poor handling, noise in the transmission, indistinct gear changes and insufficient traction when driving uphill.

Interior Cord L-29 Hayes Coupe

Introduced early in the Great Depression, starting at $ 3,095, the Cord L-29 was too expensive for most Americans. In 1932, due to lack of demand, production stopped. In total, the firm produced 4429 copies.

Design Cord L-29 Hayes Coupe

The most beautiful bodywork ever mounted on the Cord L-29 chassis is a two-seater coupe from Hayes. It was created by the Russian émigré Count Alexis de Sakhnovski, who worked as a designer at the Hayes coachbuilding firm in Grand Rapids, Michigan. The car was built in a single copy and in 1930 sent to Europe to participate in several elegance competitions. After that, he returned to the United States and belonged to the director Hayes, and in 1941 fell into the hands of the famous American stylist Brooks Stevens. After being refurbished in 1987, it won the Pebble Beach Concours d'Elegance and continues to impress fans of the brand today.

About $ 20,000 was spent on the development of the Cord L-29 Hayes Coupe. To the long bonnet and sleek front fenders, Sakhnovski added curved door lines and a streamlined trunk lid. The soft roof was made of faux leather and the interior was made of wood and wool. Noteworthy details such as the external sun visor on the vertical windshield, the small elliptical rear window, the absence of sills and smooth tapered steel rims on all wheels.

I will introduce you to the Cars of the World of different years of release.

Introduce you to the Beauty of the Automotive world.

Cord L-29 Hayes Coupe '1929

Support my channel and subscribe

Vintage Motors Car The Sound Engines

https:www.youtube.com/channel/UC6jpDjNAf_VcTteAYn6MYlg

Who will reblogged, I will block, I warned.

[isottafraschini]

Stutz DV32 Convertible Victoria by Rollston '1933

Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Stutz was founded in Indianapolis in 1911 when a car designed by Harry Clayton Stutz finished 11th in the first Indy 500 race. Until the end of the 10s. cars from the factory team "The White Squadron" performed in the Indy 500 with great success, and their production versions, known as the Stutz Bearcat, sold well under the advertising slogan "Car that made good in a day". The firm subsequently retired from motorsport, but its brand has long become synonymous with speed and performance. In the late 20s - early 30s. under the Stutz brand, high-end models were produced with powerful in-line 8-cylinder engines.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

By the start of the Great Depression, many of the US luxury automakers developed new V12 and V16 models to help them survive the crisis. Stutz ignored this trend and remained faithful to the inline-8 Vertical Eight series.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

When hard times came for her, there was no more money to create a multi-cylinder car. Instead, the firm's director, Edgar Gorell, instructed chief engineer Charles Groiter to squeeze the maximum horsepower out of the existing powertrain, without using such dubious technology as a mechanical supercharger in its design.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

And Greuther did the job by fitting the old 5277cc 8-cylinder block with a new four-valve per cylinder cylinder head with hemispherical combustion chambers and chain-driven double overhead camshafts (DOHC). As a result, the power was increased from 113 to 156 hp. and is taller than any American V12 engine. The engine was mated to a Warner 4-speed manual transmission, which was replaced in 1932 by the more reliable Muncie 3-speed.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Everything else about the Vertical Eight chassis was the same as in 1926, including dependent front and rear leaf spring suspension and hydraulic drum brakes on all wheels.

Under the hood Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

The Stutz DV32 (the letters "DV" in its name stood for Dual Valve, and the number "32" indicated the total number of valves) was unveiled at the 1931 New York Auto Show and went on sale in December of that year. From 1932 to 1934 it was produced in parallel with the less powerful 16-valve Stutz SV16 model. According to the characteristics of the Stutz DV32, it was second only to one 8-cylinder car in the American market - Duesenberg Model J.

Interior Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Each car was sold with a certificate guaranteeing a top speed of at least 100 mph. Most of the cars were based on a 145 "long wheelbase, with the exception of the Super Bearcat Roadsters, which had a short wheelbase (134.5").

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

They were built by the American branch of the Weymann studio using proprietary technology: part of the body (hood, fenders) was made of metal, and the rest of the panels were replaced by artificial leather painted in the same color, stretched over a wooden frame. Factory bodies for the Stutz DV32 were not provided, but in 1933-1934. the Stutz factory in Indianapolis manufactured sedans and chaise licenses from LeBaron. Prices for the Stutz DV32 ranged from $ 3,795 to $ 5,895. In total, from 1931 to 1934. a little more than 100 copies of this model were sold, after which the production of Stutz cars ceased.

I will introduce you to the Cars of the World of different years of release.

Introduce you to the Beauty of the Automotive world.

Stutz DV32 Convertible Victoria by Rollston '1933

Support my channel and subscribe

Vintage Motors Car The Sound Engines

https:www.youtube.com/channel/UC6jpDjNAf_VcTteAYn6MYlg

Who will reblogged, I will block, I warned.

I appeal to readers, do not forget to put and take notes.(Like)

[isottafraschini]

Duesenberg J Torpédo Scaphandrier SWB by Kellner '1929

Duesenberg J Torpédo Scaphandrier

Design Ford Shelby GR-1Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J is a luxury automobile made by Duesenberg. Intended to compete with the most luxurious and powerful cars in the world, it was introduced in 1928, the year before the stock market crash that led to the Great Depression. The Model J, available with a supercharger after 1932, was sold until 1937.

Design Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J is the most powerful, luxurious and expensive car in pre-war America. It was created thanks to the exceptional engineering talent of Fred Dusenberg and the ambitious idea of ​​Errett Lobban Kord to build the best car in the world. Korda's dream came true in just two years, although it cost him about $ 1 million. But the momentary profit is nothing compared to the temptation to write his name in history. The Duesenberg brand has long been gone, and the rapturous exclamation “It's a Duesy!” Still exists in colloquial American language. (short for Duesenberg) meaning something best of its kind.

Design Duesenberg J Torpédo Scaphandrier

Duesenberg's early history was inextricably linked with racing, which is why the Dusenberg brothers had a background in mechanical engineering and several ingenious inventions such as an overhead valve in-line 8-cylinder engine and hydraulic brakes. But competition victories alone were not profitable, and serial production of the ultra-expensive Duesenberg A was too slow.

Interior Design Duesenberg J Torpédo Scaphandrier

The legendary Duesenberg J engine was so progressive that it was at least 50 years ahead of any other American motor of its time. It had two overhead camshafts (DOHC) and four valves per cylinder, while most vehicles in the 1930s. side valves were standard. The working volume was 6876 cm3, the cylinder diameter and piston stroke were 95.25x120.6 mm. The inline-8 was too long, so the crankshaft was fitted with a shock absorber filled with mercury. From above, each power unit was covered with bright green enamel, and the block head and other parts were finished with nickel, chrome or stainless steel.

Interior Design Duesenberg J Torpédo Scaphandrier

The chassis of the car was very sturdy and consisted of a ladder frame with massive 8.5-inch spars. In the design of the suspension, the Dusenbergs did not invent anything new and installed front and rear continuous axles on semi-elliptical springs with friction shock absorbers. Hydraulic brakes on all wheels have been used on Duesenberg racing cars since 1914; the Duesenberg J had drums up to 15 "in diameter and were available with vacuum booster since 1930. At first, the Model J was planned to develop a 4-speed transmission, but it soon turned out that only a conventional 3-speed manual transmission without It made the car hard to drive, although it handled well on the road.

Interior Design Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J has always been sold as a chassis only, which cost $ 8,500 in 1929 and $ 9,500 since 1931. The body had to be ordered from one of the special ateliers, so the cost of the finished car started at $ 13,000 for a regular Murphy convertible and went up to $ 20,000 for an exclusive version of the SJ model.

Design Duesenberg J Torpédo Scaphandrier

The bodies for Duesenberg J were built by such American firms as Murphy, LeBaron, Derham, Rollston, Fleetwood, Holbrook, Brunn, Judkins and Willoughby. They all offered a wide range of body styles: phaetons, sedans, 2 and 4-door convertibles, coupes, roadsters and limousines. If the buyer did not find them original enough, he had the opportunity to contact any of the European ateliers and ship the chassis across the ocean, and then return the finished car back. Duesenberg's design was initially developed by each company individually, but with the arrival of Gordon Burig as the chief designer of the company, some styling elements (grille, headlights, bumpers) were standardized. A few bodies made at the Duesenberg plant in Indianapolis were designated LaGrande.

Duesenberg J Torpédo Scaphandrier SWB by Kellner '1929

Support my channel and subscribe

Vintage Motors Car The Sound Engines

https://www.youtube.com/channel/UC6jpDjNAf_VcTteAYn6MYlg

Who will reblogged, I will block, I warned.

[isottafraschini]

Bentley R-Type Continental Franay Coupe (1955)

Bentley R-Type Continental Franay Coupe

Of the five Bentley R-Type Continental built by French company Franay, three were similar to the standard Mulliner fastbacks, while the other two had their own designs from Marius Franay. One of them, on the BC.9.LE chassis, ordered by a Parisian dealer of British cars and shown at the Paris Motor Show in 1955, received a left-hand drive, automatic transmission and small tail fins.

Bentley R-Type Continental Franay Coupe 1955

Support my channel and subscribe

Vintage Motors Car The Sound Engines

https:www.youtube.com/channel/UC6jpDjNAf_VcTteAYn6MYlg

Who will reblogged, I will block, I warned.

[isottafraschini]

Lancia Astura Boneschi '1938 Cabriolet

Lancia Astura Boneschi

Lancia Astura Boneschi Cabriolet

In 1931, the Italian firm Lancia presented two new models at the Paris Motor Show, designed to replace the revolutionary but aging Lambda. These were the inexpensive Lancia Artena and its older sister Lancia Astura, which occupied its market niche one step below the flagship Lancia Dilambda. Unlike the Lambda, both cars received a separate X-beam frame, which was fitted with an unremarkable factory 4-door sedan body. At the same time, the design used an independent front suspension of a candle type, a driving rear axle on semi-elliptic springs, mechanical drum brakes on all wheels and rubber mounts of the power unit.

Design Lancia Astura Boneschi Cabriolet

Lancia Astura Boneschi Cabriolet

The narrow aluminum block V-engines had a single overhead camshaft (SOHC) that actuated two valves per cylinder. The Lancia Artena was powered by a 1.9-liter V4 engine with 17 ° camber with 55 hp, while the Lancia Astura was powered by a 2.6-liter V8 with 19 ° camber with 72 hp. Both the one and the other power unit were connected to a 4-speed manual transmission without synchronizers.

Design Lancia Astura Boneschi Cabriolet

Lancia Astura Boneschi Cabriolet

Lancia Astura was named after a small river and castle of the same name on a peninsula located 30 km from Rome. In the first and second series (1931-1933), it was offered with only one wheelbase option - 3180 mm, but in the third series (1933-1937), two chassis were already available to choose from (3100 or 3330 mm), and in the fourth (1937 -1939), the catalog was reduced to one long platform (3480 mm). In 1933, the car was equipped with a V8 engine with an output of 82 hp, increased to 2973 cm3. Towards the end of production, hydraulic brakes, centralized chassis lubrication and an electric roof drive for convertibles were standard.

Interior Lancia Astura Boneschi Cabriolet

Lancia Astura Boneschi Cabriolet

The Lancia Astura was the ideal vehicle for Italian bodybuilders to offer customers alternative body styles such as coupes, sedans, convertibles and limousines.

Interior Lancia Astura Boneschi Cabriolet

Lancia Astura Boneschi Cabriolet

Astura made Battista Pinin Farina one of the leading Italian designers after he created the aerodynamic "Bocca" Cabriolet on its chassis in 1936. The bodies from Castagna, Stabilimenti Farina, Boneschi, Viotti and Touring were equally impressive.

Under the hood Lancia Astura Boneschi Cabriolet

Lancia Astura Boneschi Cabriolet

In total, from 1931 to 1939. 2912 Lancia Astura units were built. In motorsport, this model became famous for its victory on the grueling Tour of Italy in 1934.

I will introduce you to the Cars of the World of different years of release.

Introduce you to the Beauty of the Automotive world.

Lancia Astura Boneschi Cabriolet '1938

Support my channel and subscribe

Vintage Motors Car The Sound Engines

https:www.youtube.com/channel/UC6jpDjNAf_VcTteAYn6MYlg

Who will reblogged, I will block, I warned.