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  •   Chris Chilton commented on this post about 6 months ago
    Jay Leno uploaded a new video in Detroit Barocco
    / #1958-Chrysler-300D-Fuel-Injected / #1958 / #Chrysler-300D-Fuel-Injected / #Chrysler-300D / #Chrysler
    1958 Chrysler 300D Fuel Injected - Jay Leno’s Garage
    Jay’s in-house painter and body guy, Per Blixt, just completed his rare and hugely anticipated fuel injected 300D which you have seen updates over the years ...
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  •   Chris Chilton commented on this post about 6 months ago
    Jay Leno uploaded a new video in Detroit Barocco
    / #1958-Lincoln-Continental-Mark-III / #1958 / #Lincoln-Continental-Mark-III / #Lincoln-Continental / #Lincoln / #Ford
    The Massive 1958 Lincoln Continental Mark III - Jay Leno’s Garage
    This American behemoth had a lot of impressive luxury options for its time and is a veritable living room on wheels!
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  •   Graeme Hurst reacted to this post about 6 months ago
    Jay Leno uploaded a new video in Questions and Rare Cars
    / #1932-Mercedes-Benz-SSKL / #1932 / #Mercedes-Benz-SSKL / #Mercedes-Benz
    1932 Mercedes-Benz SSKL - Jay Leno’s Garage
    The Mercedes-Benz Classic Center has painstakingly brought this legendary race car back to life and lets Jay open it up on public roads!
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  •   Daniel 1982 reacted to this post about 7 months ago
    Jay Leno uploaded a new video in Questions and Rare Cars
    A few months ago a car we built was featured at the big #SEMA show in Las Vegas, the initials stand for Specialty Equipment Market Association, and it’s the biggest automotive trade show in the world. It’s held over four days and it takes that long to see it all. Taking up over a million square feet of floor space, it features over 4400 exhibitors and 1500 display vehicles as well as representatives from more than 140 countries.

    / #Ford-Bronco

    SEMA does not open to the public. Its primary function is to help small automotive businesses and manufacturers. You have to be in the trade to gain entry, that said, over 150,000 people showed up this year, those of you who think our hobby is dying, think again.

    SEMA also works hard in the legal field to protect the rights of individuals who modify, or just work on, their own vehicles. I don’t know how it is in other countries but, in the United States, in many communities it is now illegal to work on your own car in your own garage, even with the door shut. Many homeowners’ associations have passed by-laws making it illegal to own and keep at home anything more than just basic hand tools. Screwdrivers, hammers and suchlike are ok; welding equipment, lathes and so on are not.

    On the last day of my late night television show, as I pulled in to work for the last time, I noticed someone had dumped a rather sad-looking #1968-Ford-Bronco in my parking space. On the windscreen was a note from my good friend and fellow late-night TV host, Craig Ferguson, the note said, ‘Dear Jay, please accept this POS [Piece of Shit], the starter motor’s fucked and the electrics are crap. It will keep you busy if you get bored. You’ll be missed. Don’t be a stranger. Your friend, Craig Ferguson.’ the Bronco sat in my garage for a good four years before I could figure out what to do with it. That’s when I decided to call my friend Mike Spagnola. Mike oversees the SEMA product development centre as well as the SEMA garage. He put me in touch with two women.

    The first was Sherry Kollien, whose area is strategy and planning. When you’re dealing with major manufacturers, you want to make sure the people supplying the parts have the proper licensing agreements in place. Use one unapproved part and you’ve seen your last #SEMA-show .

    The other was Teresa Contreras from LGE-CTS Motorsports, the award-winning women-owned restoration shop. I met with her to discuss what we wanted to do. My goal was to keep the Bronco as stock as possible and to upgrade the brakes, the suspension and powertrain as best we could.

    Starting with the powertrain, which I wanted to be all-Ford, I contacted Dave Pericak. If that name sounds familiar to you, it’s because Dave was the driving force behind the Le Mans-winning Ford GT in 2016. Dave also oversees icon cars like the Mustang GT, the Shelby, the Bronco and the #Ford-GT . We chose a 5.2-litre #Shelby-GT-V8 rated at 760bhp, the most powerful street engine Ford had ever produced. It was designed to be hooked up to an eight-speed dual-clutch automatic and nothing else.

    'IN MANY PLACES IN THE USA IT'S ILLEGAL TO WORK ON YOUR CAR IN YOUR OWN GARAGE, EVEN WITH THE DOOR SHUT'

    So Jack Silver and Jeff Kaufmann at Silver Sport Transmission adapted a TR-4050 five-speed manual and the heavy-duty four-wheel-drive components to go with it. We knew the original chassis would never handle the torque and horsepower the Shelby V8 was putting out, so we contacted Thomas Kincer of Kincer Chassis, the company has built custom chassis for Broncos for 20 years, is licensed by Ford and was able to incorporate all our components into the custom Kincer frame, so this thing wouldn’t twist itself into a pretzel as soon as you put the power down.

    I then went to my old friends at Wilwood Brakes, who made up the four-wheel discs to make sure it stopped as well as it ran. Dennis Carpenter #Ford Restoration Parts supplied any body panels we needed.

    This project showed how quickly things come together when all the suppliers and builders know and trust one another. Normally it takes us about a year to complete a project like this, this one was done in four months because we didn’t have to check that each component would do its job properly. How many restorations have been ruined because the guy building the engine didn’t know the guy grinding the cams, and when the engine didn’t run properly they all blamed each other?

    The cool part was that Ford was looking over our shoulders during the whole build, making sure everything was up to spec, and the really cool part is that I now have a brand new #1968-Ford-Bronco that looks totally stock, the tricky part is that I now have 52-year-old, 760bhp, short-wheelbase, high-centre-of-gravity monster that can beat a Hellcat. I’m just glad I’m not 16 any more.
    Jay Leno Reveals His 1968 Bronco with 760 HP and a Tremec Manual Transmission at SEMA 2019.
    Jay Leno made a guest appearance at SEMA 2019 and revealed his 1969 Bronco. He says it’s the only one in the world with a 760 HP Shelby GT 500 engine mated to a manual Tremec transmission. Let Jay tell you more about the build. You’ll even get to...
    Jay Leno made a guest appearance at SEMA 2019 and revealed his 1969 Bronco. He says it’s the only one in the world with a 760 HP Shelby GT 500 engine mated to a manual Tremec transmission. Let Jay tell you more about the build. You’ll even get to hear it started.
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  •   Steve Bennett reacted to this post about 7 months ago


    We’ve all worked on #MG s and #Triumph s, or maybe changed the occasional starter motor on a Mustang, These relatively simple backyard jobs give us a tremendous sense of pride and accomplishment, especially when they turn out well. Does your car run better when you’ve washed it, waxed it and really cleaned the windscreen? I know it’s mostly psychological, but it does seem to be true.

    My first car was actually a truck. A #1934-Ford-pick-up with a flat-head V8. It was easy to change the plugs and adjust the carburettor. I remember opening the hood of a friend’s #1968 #Mustang at the time and thinking, oh my God, what a complicated mess this is. Compared with today’s vehicles, that ’ #1968-Ford-Mustang engine seems like a single-cylinder lawnmower.

    I have a friend with a late-model BMW . When the battery went dead, the dealer told him not to change it himself because it would negate all the codes on the car’s computer. So he had it towed to the dealer, they changed the battery and it cost $600. Had he known to run jumper cables to the positive and negative terminals to keep the computer codes alive, he could have done the job himself for a third of the price.

    The greatest gift to buy yourself if you have a modern car is a code-reader to plug into your onboard diagnostic (OBD) system. When I took my 2005 SLR Mercedes-McLaren to be smog-tested, the ‘check engine’ light was on. I listened politely as my dealer explained all the expensive parts that needed to be replaced. I thanked him, went back to my garage, plugged in my code-reader and got a reading of 442. That pertained to the EVAP system, which prevents petrol vapour from escaping from your fuel system into the atmosphere. It usually requires no maintenance but can turn your ‘check engine’ light on.

    Your fuel system up to the tank is pressurised, so a loose petrol cap can activate the light, but it wasn’t that. My next thought was the gasket on the gauge sender unit - after all, the car’s 15 years old - but after dismantling the rear of the SLR I found no dampness or weeping there.

    This was getting scary. How much more of this car do I have to dismantle? I decided to follow the fuel lines, and I came to a plastic T-fitting that had a hairline crack in it. Not enough to leak fuel, but perhaps enough to suck air? As I examined this fitting it broke in my hand. Could it be this simple? Never a fan of plastic fittings - after all, this one had lasted only 15 years - I got one made of brass, installed it, tightened all the fittings... and voila! The ‘check engine’ light was out.

    I plugged in my code reader, the code had cleared. I drove it to the smog station and passed the test, the cost, about three bucks. My little $30 code-reader had saved me thousands of dollars. I have to admit that accomplishing this little task was as much fun as actually driving the car. Rather than looking like a rich guy driving it around, I had actually fixed my automobile.

    Old cars are simple but faults can be hard to diagnose. New cars are very complex, but with code-readers you can find the problem quickly. Who’d have thought it?

    My second supercar problem concerned my #2005-Ford-GT . It ran fine but would not pass the California smog test. Once again, I plugged in my handy code-reader and it told me that all my codes were fine, except for the catalytic converter, The dealer told me how much a catalytic converter would cost and how complicated it was to install. ‘After all, Mr Leno, the car is 15 years old.’

    Could it be something else? I took the car for a long drive and noticed the temperature gauge was reading about 160°F. Most modern supercars tend to run close to 200°F. Asking around, I ascertained that the GT was running too cool to activate the computer that regulated the catalytic converter. We pulled out the thermostat and found that a build-up of limescale was holding it open, so it was allowing more cooling water through than was necessary.

    I picked up a new thermostat at my Ford dealer, that’s the thing about a Ford GT: it might be a supercar, but it’s still a Ford. Once it was installed, the car ran at between 195 and 205 degrees. I took it for a drive, about 15 miles at 45mph, plugged in my code-reader and all the codes read OK, including the catalytic converter. I then drove to the smog station and passed the test. Supercars might be complicated, but they’re still cars. And for all the electronics that make supercars complicated, there are other electronics that help make life easier.

    ‘THE CODE CLEARED AND THE SLR PASSED THE SMOG TEST. MY LITTLE $30 CODE-READER HAD SAVED ME THOUSANDS’

    Do yourself a favour. Buy a halfway-decent code-reader and find your modern car’s OBD port, then, the next time your dealer tells you ‘This is going to be complicated’, why not just plug it in and find out for yourself?
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  •   time2000 reacted to this post about 7 months ago
    Mick Walsh FROM THE COCKPIT / #Willys-Capeta / #Willys / #Willys-Capeta-Project-213 / #Capeta-Project-213

    After almost 35 years involved with C&SC, I still relish discovering a photograph of an intriguing car that I don’t recognise. While recently digging through an Autocar file, an evocative #1965 shot caught my eye. The image of the #Willys stand at the #São-Paulo-Motor-Show captured crowds massed around a sleek coupé with a glamorous model in the driving seat. On the back, only the word ‘Capeta’ – a colloquial Portuguese term for ‘devil’ – gave a clue to its origins.

    When this magazine was launched in 1982, the internet was the stuff of science fiction, so other than a team member’s chance knowledge or our well-thumbed Georgano encyclopaedia, it would have taken ages to discover what the mystery car was.

    Now an online search will instantly relate its history, provide more pictures, and even connect you with a knowledgeable enthusiast somewhere around the world. It’s less challenging but ultimately more rewarding, as I learnt with the Capeta – a saga that involved secret development, styling by a young illustrator, murder, museum vandalism and a long legal battle.

    Few know more about Brazilian sports cars than 24-year-old David Marques, who is fascinated by his country’s automotive history. “The Capeta, and the Uirapuru, were products of our major manufacturers,” enthuses Marques. “Both were born in the same optimistic 1960s that led to the rise of Puma, Brazil’s leading independent sports-car maker of the ’70s.”

    The Capeta, codenamed #Project-213 , was the result of an intense 11-month challenge to produce a glamorous Gran Turismo for the South American division of Willys-Overland. Based on a stiffened Rural chassis, the prototype featured lower wishbones and leaf springs at the front with a live axle, coil springs and torsion bars at the back. The engine, a bored-out Aero 3-litre ‘six’ sat behind the front axle, which greatly helped weight balance and the futuristic lines.

    With an aluminium head, sports cams, new intake manifold, twin Solex 45 carbs and tuned exhaust, the rugged motor produced 160bhp. A four-speed ’box was developed, the brakes were finned drums, and the steering was worm and sector. Top speed was projected to be 180kph.

    Opinions vary on the credit for the Capeta’s sleek look. Roberto Mauro Araujo, an architecture graduate, headed the styling department but Marques says illustrator Ramis Malquizo was given the task of producing the body’s visuals. There’s no doubting the influence of Giorgetto Giugiaro’s gorgeous Ferrari 250GT Bertone Coupé, particularly its distinctive sharknose front. The modellers, headed by Chester Wong, turned Malquizo’s drawings into 3D, leading to a full-scale clay design proposal before committing to the glassfibre mould.


    The team worked all hours to finish the car, including stylish leather trim and a sporty dashboard influenced by European GT trends. On the night before the Brazilian show, the silver sensation was pushed into a prominent position inside the Exhibition Pavilion at Ibirapuera Park. Also making their debuts were the Brasinca 4200 GT and GT-Malzoni – forerunner of the Puma GT. Various wheel options were tried, including wires with huge triple-eared spinners, while the badge design featured a red devil riding a forked spear with chequered-flag tail.

    The Capeta had a second showing at the Industry and Commerce Fair in Brasília, where even President Castelo Branco was tempted to investigate before the project vanished back into factory storage. Frustratingly, no magazine was given the chance to test the prototype. The GT couldn’t have arrived at a worse time and, with a new military regime, the economy dived.

    Thankfully, the Capeta was saved from the crusher, and in 1968 Ford (which by then owned Willys) instructed that the car be loaned to a local automotive museum belonging to Robert Lee. Tragically, this enthusiast was murdered in the 1980s and his family began a long legal dispute over ownership. The museum remained open to the public but many of the exhibits were vandalised and parts stolen. The more valuable cars were removed and sold, many leaving Brazil.

    Even Ford had a struggle reclaiming the cars that it had loaned to the museum, but eventually the Capeta was rescued. Other than a few missing parts, the prototype had survived well and, after cosmetic restoration, the little-known GT again made the headlines when shown at premier Brazilian classic-car shows. The museum was ultimately closed for railway storage, and again the Capeta vanished.

    Even Marques has never seen it, but his fascinating e-books spread knowledge of Brazilian sports cars (Top ten, Sept ’16), while his latest title investigates the Fiberfab Jamaican. You can buy the Kindle editions for a few dollars.

    From below: as displayed in the museum; drawing crowds at its 1965 debut in São Paulo; Malquizo’s Capeta styling sketch.

    ‘The saga involved secret development, styling by a young illustrator, murder and a long legal battle’
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  •   Jay Leno reacted to this post about 8 months ago
    Jay Leno uploaded a new video in Detroit Barocco
    Why do I suddenly like cars that I used to detest? This question occurred to me recently when, for some inexplicable reason, I bought a low-mileage two-door #1957-Imperial . To the uninitiated, Imperial was a luxury brand built by Chrysler to compete with Lincoln and Cadillac. Virgil Exner was the designer who turned Chrysler around when he joined the company in 1949. KT Keller was the president and chairman of the board at the time and, prior to Exner joining the company, Chrysler’s styling was stodgy, to say the least.

    / #1958-Imperial-Convertible / #1958 / #Imperial-Convertible / #Virgil-Exner / #Chrysler / #392ci-Hemi / #Hemi

    For example, Keller liked a higher roofline on his cars because he believed men should always wear a hat while driving. Exner had other ideas and by 1955 he was able to introduce them, starting with the Forward Look. By #1957 , at the height of his powers, he had designed the Imperial.

    By that time Imperial was its own brand with no Chrysler reference anywhere on the car. It was also Imperial’s best year because the Styling was so fresh and new. It even had a great slogan: ‘Suddenly It’s 1960!’ It gave everyone the impression that Imperial was three years ahead in the industry.

    These cars were built at a time of unbridled optimism. Gas was 25 cents a gallon, the interstate network was opening up, the space race was starting, climate change and cigarettes causing cancer were all so far in the future that nobody even thought about them.

    They were huge, too, built like tanks. I remember Imperials being banned at Demolition Derbies because Their massive frames, far stronger than anything else, were deemed an unfair advantage. Hot rodders in the ’60s cannibalised these cars for their 392ci Hemi engines. When I was a young man, these cars represented everything we hated about American automobiles. They weighed two-and-a-half tons, they got abysmal gas mileage, they couldn’t stop and could barely get around corners. While Jaguar had polished wood and Connolly leather, these American behemoths featured chrome put on with a trowel and an interior like Elvis’s coffin.

    ‘IT HAS A MASSIVE AIR-CONDITIONER, MORE LIKE A REFRIGERATION UNIT FROM A MEATPACKING PLANT’

    By the time I was able to drive, cars from this era were already over a decade old. They were built before steel was galvanised and they rusted almost immediately. By the time the ’70s and ’80s came around, gas prices had started to rise and most of the cars from this era looked like crippled-mastodons flailing around in some tar-pit. So why the attraction now? AmI trying to regain some part of my youth? Possibly. Or is it because it’s just so different from what we think of as an automobile today?

    First, let me tell you about the car I found. It’s all original and painted in Desert Sage, which is really just another name for pink. A man bought it new for his wife but it was too big for her to drive. It’s 19 feet long and it weighs just shy of 5000lb. She rarely drove the car, and it was parked sometime in 1964 with 64,000 miles on it. There it sat, indoors, for almost 55 years, so there is zero rust and the chrome is perfect. I drove it home on the tyres that were fitted in 1963.
    Modern cars have almost no exterior brightwork. In contrast the Imperial looks like a Wurlitzer juke box. There’s even a massive chrome strip that runs over the roof like some sort of roll bar. The steering wheel is enormous and the gauges are the size of dinner plates. If you have to wear glasses to see the speedometer, you should not be allowed to drive.
    It has push-button drive and all sorts of goofy switches; believe me, they couldn’t have cared less about ergonomics. Trying to figure out how to operate the turn signal took 10 minutes. It has a massive air-conditioner which looks more like a refrigeration unit from a meat-packing plant. You actually have to press down hard on the accelerator to compensate for the 25bhp needed to drive it.

    If you like buying cars by the pound, this is the way to go. Ferraris are about $1000 per pound and cars like this are about $5 per pound. When you hit somebody in a Ferrari the damage is life-altering. Hit somebody in this thing, and you don’t even know it till you get home and find the other car crushed up under your wheelarch. I don’t think I’ve ever had another car that stops traffic like this thing. In a town like LA, where Bentleys and McLarens barely get a second look, folks jump out at stop lights to ask me what it is. One guy in a hip part of town asked if he could buy my interior so he could make a suit out of the sparkly brown-material.

    It’s fun to jump between different automotive worlds. For example, last Saturday was the perfect day; I took the McLaren P1 out for a ride in the hills above LA and then took my wife out to dinner in the Imperial. After all, you need to have one sensible car to drive.
    1958 Imperial Convertible - Jay Leno's Garage
    With it's "Forward Look" design and massive 392 Hemi, Jay takes us on a ride in his Imperial Convertible that was the biggest and widest luxury car you could...
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  •   Antonio Ghini commented on this post about 9 months ago
    Jay Leno uploaded a new video in Questions and Rare Cars
    / #1965_Jeep_Wagoneer_Roadtrip_Concept / #1965 / #Jeep_Wagoneer_Roadtrip_Concept / #Jeep_Wagoneer / #Jeep / #Jeep-Wagoneer
    1965 Jeep Wagoneer Roadtrip Concept - Jay Leno’s Garage
    FCA Designer Chris Piscitelli has built on the greatness of the classic Wagoneer with subtle styling changes that stir up nostalgia.
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  •   Josué Chevrel reacted to this post about 9 months ago
    Jay Leno uploaded a new video in Questions and Rare Cars
    For most of my automotive life I have been a rear-wheel- drive guy. I knew that all-wheel drive or front-wheel drive provided better traction but, having grown up in New England where snow lay on the ground for at least four or five months of the year, I reckoned rear-wheel drive was just more fun. Doing donuts in a deserted supermarket car park on a Sunday morning, after a Saturday night snowfall, was way more fun than snowboarding or skiing. It’s why I chose the McLaren P1 over the Porsche 918. Hanging the tail out is one of driving’s greatest pleasures. I was well into adulthood before I got near a front-wheel-drive vehicle.

    / #1972-Citroen-SM / #1972 / #Citroen-SM / #Citroen / #Citroen-DS21 / #Citroen-DS / #1971 / #Cord / #Oldsmobile-Toronado / #Oldsmobile / #Citroen-Traction-Avant-15-Six / #Citroen-Traction-Avant

    In America back then, front-wheel drive was more for economy and practicality than anything else. The first post-war American car to feature front drive was the #1966-Oldsmobile-Toronado , and what an impressive debut it was. At a time when Italian manufacturers said you could never put more than 225bhp into the front wheels because of torque steer, the Toronado’s 7-litre V8 had 375bhp. And the fact it was the fastest stock car at the 1966 Pikes Peak Hillclimb helped to seal the deal.

    This radical automobile made me want to learn more. I set out to find myself the last great American front-wheel-drive car: the #Cord-810 and #Cord-812 from 1936 or 1937. It, too, had a V8 engine. In stock form it made 125bhp but you could have it with a supercharger. I found myself a #1937-Cord-812 , naturally aspirated. It was transformed with modern radial tyres, feeling and driving more like a car from the 1960s than the 1930s. The electric pre-selector gearbox is mounted in front of the engine so there’s a flat floor, freeing up more passenger room in the cabin.

    What killed it, besides gearbox problems, was that American cars at this price range were huge. This was the first ‘personal-size’ luxury car, and you seemed to get a lot more car for your money if you went the traditional route.
    My next front-driver was a #1972-Citroen-SM , Motor Trend’s Car of the Year. Rumour says the editor got fired because Citroën didn’t take out huge full-page ads logging its accomplishments like American carmakers did. Every enthusiast should drive an SM before they die. It has sleek aerodynamics, oleopneumatic suspension, quick power steering and the finest five-speed gearbox I have ever used. Driving in the rain was especially pleasurable because when you hit the brakes the rear end would go down rather than the front end, like a speedboat slowing down in the water. And the unique aerodynamics made the windscreen wipers almost superfluous.

    The excellence of this car made me check on Citroën’s earlier offerings. I soon acquired a #1971-Citroen-DS21 , the most comfortable car in the world. And a #1949-Citroen-Traction-Avant-15-Six , its six-cylinder engine better for today’s roads. Another great front-drive French car is the #Panhard-PL17 . It’s way more fun to drive than a Beetle, with only two cylinders but almost twice the power (60bhp for the Tigre model against 36 in a VW) from just 850cc. It weighs 1830lb [830kg], has a Cd of just 0.26 and can do nearly 90mph. It’s always more fun to drive slow cars fast. By far the strangest front-wheel-drive vehicle I have is a 1911 Christie fire engine. At the turn of the last century, fire engines were still horse-drawn because fire departments didn’t like combustion engines, considering them less reliable than horses. Walter Christie’s first pumper, built in 1899, was a horse-drawn unit.

    As engines gained favour, Christie came up with a two-wheel tractor with a 20-litre, four-cylinder engine and a two-speed gearbox to take the place of horses while pulling the same pumpers. It was much cheaper to operate than a team of horses because you didn’t have to feed the engine when it wasn’t running.

    Christie built about 800 of these until the early 1920s, when purpose-built fire engines finally took over. My strangest front-wheel-drive encounter happened recently, when I went skid-plate racing. If you’ve never heard of skid-plate racing – invented by a man named Robert Rice, aka Mayhem – don’t feel bad. Neither had I. You start with any legal front-drive vehicle, remove the rear tyres and weld a skid plate to the rear end. You’re dragging and sliding your rear end around corners, and it’s harder than it looks. Above 40mph it gets extremely tricky because you’re constantly steering and countersteering.

    In the first ten minutes I spun at least six times. When you come to a corner and feel the tail coming round, there’s almost nothing you can do. Unlike losing an early 911 in a corner, which happens so quickly you don’t realise it, this happens so slowly that you’re laughing the whole time as you try to save yourself. Who knew front-wheel drives could be so much fun?
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On - Jay Leno's Garage
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On. Marking its 75th anniversary this year, the classic Cord 810/812 flopped in the 1930s because of an early reputation for unreliability. Nevertheless, it's one of the most...
    1936 Cord 810/812: The Beautiful Baby Duesenberg That Never Caught On. Marking its 75th anniversary this year, the classic Cord 810/812 flopped in the 1930s because of an early reputation for unreliability. Nevertheless, it's one of the most beautiful sedans in Jay Leno's garage.
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