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  •   Jay Leno reacted to this post about 1 year ago
    CAR: #Chevrolet-Nomad / #GM / #1957-Chevrolet-Nomad / #Chevrolet /

    Year of manufacture #1957
    Recorded mileage 18,850
    Asking price £37,500
    Vendor Dave Caruso, Hertfordshire (private sale); tel: 07737 096073

    Price $2757
    Max power 185bhp
    Max torque 275lb ft
    0-60mph 12.3 secs
    Top speed 99mph
    Mpg 15

    This rare wagon came to the UK two years ago, imported from California by the vendor. It’s going only because he has too many other cars vying for his time. It’s straight and apparently rot-free under an older repaint. The solid chassis has a few minor knocks, the inner wings and arches are mint. The only flaws were small bubbles at the base of the passenger door. All of the brightwork is present and undamaged, most of it likely original, and the correct Nomad rear script will be on by the time of sale. The front ‘Dagmar’ rubbers are undamaged, plus the wheeltrims are undinged, the centre badges all intact. It wears a sunvisor plus the dash-mounted ‘signal seer’ prism for reading traffic lights. All the windows (sliding at the sides) open and close as they should, and there are H4 lights, plus new exhausts. It sits on Classic radials, with plenty of tread – including the spare, near which we find new rear dampers and a repaired upper mount on the right.

    The 283 is stock apart from a four-barrel Holley, but the original twin-choke Rochester is included. Its coolant is full and green, the oil darkish and mid marks, while the transmission fluid is pink and sweet-smelling. Inside, it’s superb with all the dash trim intact, though the instrument bezels and the steering column shroud are chromed. The seat covers are probably repro items; the driver’s seat base velour is worn threadbare and a tear in the back was due to be fixed. The headlining is excellent and all of the chrome strips are in place. There are electric wipers, auxiliary gauges under the dash, and it has a modern digital radio in the original slot.

    It starts easily, and drives really well for a 60 year old, suggesting that it’s never been significantly apart. There’s plenty of grunt from the V8 and smooth changes from the three-speed Turboglide, though it’s quite lowgeared. It tracks straight, with no clonks from the suspension, and the re-lined brakes are sharp, but they pull slightly to the right. It’s easy to manage and the compact turning circle comes as a surprise. Oil pressure is over 50psi warm when driving, and coolant steady at about 85ºC. The Chevy will be sold UK-registered – its NOVA paperwork is already done.


    EXTERIOR Straight; repainted; good trim
    INTERIOR All there and all works; some wear to the driver’s seat
    MECHANICALS In rude health; performs well
    VALUE 7/10

    For Standard and super-cool, with desirable options
    Against Bubbles on offside door

    SHOULD I BUY IT? Well priced compared to similar cars in the US, it’s deceptively usable on UK roads, being about the size of today’s large European cars
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  •   Malcolm McKay reacted to this post about 2 years ago
    Car #Chevrolet-Master-Deluxe / #Chevrolet-Special-Rally-Car / #1941-Chevrolet-Master-Deluxe / #Chevrolet-Master / #Chevrolet / #GM /
    Year of manufacture #1941
    Recorded mileage 6347
    Asking price £60,000
    Vendor RPS, Witney, Oxfordshire; tel: 01993 358009;

    Price $715
    Max power 123bhp
    Max torque 170lb ft
    0-60mph n/a
    Top speed c85mph
    Mpg n/a

    This Chevy was prepared for rallying by RPS after it had spent some time in the Haynes International Motor Museum. It features RPS’ suspension mods – big telescopic dampers with travel-limiting straps, front anti-roll bar – and its comprehensive rewire and replumb with double fuel lines. It also has comfy Corbeau seats and harnesses, but retains the standard transmission and doesn’t run a roll-cage, though a sump guard is included.

    It’s nice and straight, with factory paint flaking in a couple of places, the doors having been resprayed. All of the bright trim is present, the grille lightly corroded and the rear wings slightly bent, and it’s a bit unfinished where the running boards have been removed, but it’s a working rally car. It also runs RPS’ lightweight vinyl-skinned bootlid, beneath which is a load of costly aluminium work. There are two spares, both unused. Incredibly, the matching Fulda commercial tyres on the car, mounted on new van wheels, have done a Peking-Paris and a Flying Scotsman yet retain plenty of tread. The motor is tidy, rebuilt before the P-P. It wears twin Daytona carbs on a Kenton manifold, plus an electric fan and lightweight high-torque starter, and has lots of extra relays on the bulkhead, plus an electric fuel pump and big filter lurking. Coolant is fullish and blue; oil topped-up but dark.

    Inside, the door trims and headlining are fine, just coming adrift about the right pillar. Fake veneer paint is tidy on the door tops, flaking on the dash, and there are extra auxiliary gauges as well as a Monit tripmeter. The 235cu in ‘six’ (3.9-litre, optional over the standard 216) fires easily and it’s a pleasant drive with lots of torque, a decent column shift and the ride well controlled by the big dampers. The speedo doesn’t work (GPS is more accurate) but the wind-up clock does. Oil pressure is just under 3bar, which is healthy for one of these, and temperature stays at the lower end of the gauge. The all-round drums have uprated friction material and pull up adequately for the performance, which is quite sprightly; great fun. It’s being sold for less than it cost to build, but to take it to the next level, with five-speed Tremec and Ford 9in rear axle, would cost c£20k.


    EXTERIOR Tidy; decent paint; all trim there
    INTERIOR What’s original is mostly good
    MECHANICALS Completely rebuilt; feels as if it would go to the moon and back

    VALUE ★★★★★★★★✩✩
    For Easy to drive; on the button
    Against Transmission is the weak item for rallies

    If you want a good basis for a longdistance rally car, built by the best, then worth a serious look – either to drive as is or feed more steroids.
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  • Fireball Fate Buick’s V6 debuts in the #1962 #Buick-Special . #General-Motors #GM ’ new #1961 “senior compacts” were erupting with innovations, and Buick wasn’t about to be left behind. It had already developed the aluminum V8 engine. The only engine available in the #Buick Special and Oldsmobile F-85 (with Olds’s design modifications), it was also optional in the Pontiac Tempest. In mid-1961, Buick debuted the sporty and more luxurious Skylark, with a four-barrel version of the 215, and it could be had with bucket seats. For 1962, a new V6 for the Special was developed under the direction of Joseph Turlay, Buick’s chief of engine design, and engineer Cliff Studaker. This ad announces its arrival by depicting a Buick Special convertible speeding along a back road with the top down.

    To bring the V6 to market on a very short lead time and to keep production costs down to allow the Special’s price point to be more competitive with the four-cylinder Tempests and competition from other manufacturers, the “Fireball” V6 would be derived from the existing 215 V8 — hence it was a 90-degree V6.

    Automakers had historically avoided the 90-degree V6 design because of vibration issues derived from its irregular firing intervals when retaining crankpins that were shared by two connecting rods each, like the V8. Buick engineers retained that design, but set the crank pin spacing at 120 degrees for the V6. They quelled the primary unbalance via crankshaft counterweight modifications. Secondary unbalance was suppressed with softer engine mounts and a heavier flywheel for the manual transmission, as the automatic’s torque converter already absorbed much of those vibes.

    Two cylinders were lopped off the V8 design and cast-iron was employed for the block and heads, instead of aluminum for cost, which brought engine weight to about 430 pounds — about 50 pounds more than the V8. Bearing sizes, the aluminum front cover, water pump, oil pump and flywheel housing were shared between the two engines, as was much of the tooling. Accessory placement and brackets were revised. Bore/stroke was increased to 3.625/3.20 compared to the V8’s 3.50/2.80.

    The odd-fire V6 employed a cast Arma Steel crankshaft and .200- inch longer 5.860-inch connecting rods made from the same material, and dished aluminum pistons were employed.

    Cylinder head design, 1.50/1.31-inch valves and valvetrain with aluminum shaft-mounted 1.6:1 rockers from the V8 were retained, but the cam duration was extended to 295-degrees from 280-degrees and overlap was increased to compensate for the effective smaller valve size, given the increased bore. Cam lift was .385/.385-inch and the compression ratio was 8.8:1. A simple lightweight single-plane intake manifold could be used, thanks to the 1-6-5-4-3-2 firing order. A Rochester two-barrel carb was mounted on it and spark was delivered via a Delco breaker-point distributor. Exhaust manifolds were cast-iron and featured streamlined individual ports.

    The result of this rapid engineering effort was 135 hp at 4,600rpm and 205-lb.ft of torque 2,400rpm. Buick’s V6 was applauded by automotive testers, concerns of excessive vibrations were allayed and the Special was named Motor Trend #CAR-of-the-Year. for 1962, due in large part to being the only passenger car in America with a volume-produced V6 engine (GMC trucks also used a V6, but of a different design).

    It was an engine program that would see the displacement grow to for 1964, but the V6 was sold to #Kaiser-Jeep in 1967. Buick rediscovered the V6 and bought it back in the mid-1970s, increased it to and later refined it with a split-pin crank for even firing, and turbocharged and supercharged it over the next few decades.
    ‏ — feeling happy
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