Interestingly enough, he gave an interview while he was managing the store, and seemed quite content with his lot. Basically he said "I had a great ride".
For those who don't know, he founded General Motors, lost it, and then managed to buy it back one more time before losing it for good.
Mercury Cyclone GT? 1965 with the 427, 1966-67 with the 390?
Well, the 427 was a very limited option in 1964 and 1965. These were also not the only engine available in their respective year, and the Cyclone was available for 4 years (also in 1964). The model I am thinking about was available for only 3 years, and each year was available with only one engine; a larger one the first year, which was replaced with a smaller one the next two years.
I will add a hint; they supercharged the smaller engine to give the same horsepower rating as the earlier, larger one.
If no one gets this by Friday, I will give the answer.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
I was one of the world's greatest architects (even if my roofs leaked), and naturally I chose a car as distinctive as my work. The name of the car was famous but is no more, and the model I drove was not the one normally associated with the marque.
Audi S4? V8 to supercharged V6 (confusingly called a T)...
Refer to my earlier posts. the model that I am referring to was available for only 3 years; the S4 has been available in various iterations for almost 20 years and still counting.
Another hint; the 3 year run was in the mid to late '50s.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
Are you by any chance thinking of the Cord that Frank Lloyd Wright owned and painted something like burnt orange? I think that the model predated the better known J and SJ (my failing memory is that it looked much less streamlined), so that may reference to 'the model I drove was not the one normally associated with the marque.'
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
OK...but you might try and wrap this up, they go stale after too long...
You're right. OK, the answer is.... The Studebaker Golden Hawk.
It debuted in 1956 with the Packard 352 ci 275 hp V-8. For '57 and '58 the 352 was replaced with a 289 ci blown V-8, also rated at 275 hp. In 1959 it was gone, along with most of the rest of the earlier Studehonkers (except the Silver Hawk), to be replaced by the Lark.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
I drove heads of state around the world My design was classic although it was old I was hand made, so complex and such I cost an arm, a leg, oh so much When you buy me used, you better make sure That you have a mechanic at your front door I am not a Yankee, a Brit, or from Japan And was discontinued in eighty one
I used to have 2 seats, now I have 5 A few years ago I was told bye bye bye Now my name gets resurrected again To compete head on with the popular one We're different than mainstream, but have been around For about a decade, in one shape or form
Bhill, you're correct. The Insight name was recently resurrected after or so dormant years. When I worked at Honda in 2003-2006, the old Insight was a specila order type thing but I never saw a brand new one in the showroom during those years.
No matter whether you win gold, silver, or bronze, it makes you the same thing as my model name. I was introduced as a low-cost trim level in one year, disappeared the next year, reappeared for one more year, and then disappeared forever. Who am I and what year did I debut?
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
You're right; Lemko's got it. The Mercury Medalist was offered in '56, dropped in '57, and then brought back for an encore in the recession year of '58, and dropped after that.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
I thought of horse racing, Win, Place, or Show. Show would be 1st, 2nd, and 3rd, which made me think of Taurus SHO, but it didn't meet the other criteria.
For about two decades I've been around You could get me in coupe, topless, or sedan I have bigger brothers who also run with the best But I am the favorite, test after test My first generation is a bit hard to find My second is easier, if abused examples you don't mind The third one's becoming affordable now My fourth one of course makes you saw Wow!
1. 2002 Honda CR-V. The oil filter is above the exhaust headers, so you'll burn your forearms reaching for it.
2. 1991-1995 Ford Escort GT (and clones Tracer, Protoge): same issue, oil filter above the hot exhaust.
I had a '91 Escort and if you wanted to drain the oil while it was hot, you'd better be wearing long sleeves, else 1st degree burns. If you're lucky and they're not 2nd degree! :sick:
I can't guess the car in the riddle. However, regarding the history of the Chrysler hemi, there have been three Chrysler hemis. The first was introduced in '51, and it was this engine, enlarged, that went into the legendary '55 Chrysler 300. Originally 331 c.i., it was later expanded to 392 c.i. Smaller versions were used in Dodges and DeSotos. This hemi was phased out after the '58 (or '59?) model year.
For the '64 model year Chrysler Corp introduced a new 426 c.i. hemi, which is the one that Shifty referred to as the "real" hemi. I believe the first generation was also a "real" hemi, although it wasn't as ferocious as the second generation. To be more specific, the second generation became king of the drag strip. while the first generation (Chrysler 300) was king of stock car racing in the mid '50s (prior to that the "fabulous Hudson Hornet" held that honor).
If there's a hemi that isn't the real Mc Coy, I'd say it's the third generation hemi, which has been in production since the '05 model year, since its combustion chambers aren't truly hemispherical.
I was a kid working in a gas station part time in the late sixties.
We had a customer who owned a 1954 Dodge. These normally came with a flathead six but this one had the Red Ram Hemi V-8 which barely fit under the hood.
The oil fllter was a cannister type on the right side of the block. It had a long bolt that had to be removed which was near impossible because it would hit the frame rail. There was a rubber O ring and several gaskets that had to line up perfectly or it would leak. It was almost impossible to get everything in perfect order.
We would start the Dodge up and hope like hell it didn't leak which it almost always did. Then we would have to start the whole miserable job over again.
And, this old guy was a stickler for oil changes! We saw that Dodge every three months. To make things worse, the customer would stand and watch us while we did the work!
I remembered that obscure fact because a friend of mine had a '55 Dodge Royal Lancer and she always begged me to work on it, since I (the fool for love) was the one who originally rescued it from a wrecker's "fixer-upper" lot. She loved it because it was pink and white (no it wasn't the "La Femme" model but it looked like one). It was a good engine but in no way "fast" with the automatic. But yeah, by mid 50s standards, all souped up in a "proper" dragster, it was a decent engine. But as Chevy's small block expanded into its myriad variations, and with that short stroke, you didn't see many Red Rams on the street duking it out.
I always think of the 426 as the "real" hemi because, in comparison to the earlier Hemis, which were so polite, the 426 was a ferocious, big bad dog that strained to break its chain, even at idle.
The lady who owned the '55 Dodge was no pushover, though. She was drop-dead beautiful but could knock a man down. She called her car "Amelia" and later went on to become a highly competent Alaska bush pilot. I don't know what happened to the car, though.
Did Chrysler keep up this difficult-to-access design for large engines in later years? Way back when before my time, my dad had a Chrysler with a 383, and years after he had it, he was still complaining about the layout of the engine, especially for changing spark plugs.
People who complained back then didn't know how good they had it, compared to cars that came later. There were a couple of cars though, where you had to jack up the engine to get to a certain spark plug, or remove an inner fender liner. I even recall a few that had doors in the firewall. Ferraris make it simple. On some models, they want you to remove the engine and do $6000 worth of work all at once.
Yeah, the 426s were real monsters. As such, they were better suited for life on the strip or the track than as family haulers. The first generation served the daily driver need just fine, and also gave its owners some performance bragging rights. With 331 c.i., the hemi equipped '51 Chryslers and Imperials had the same displacement as the '51 Caddys, but 180 hp vs. 160 for GM's flagship. Unfortunately, Chrysler's transmissions, Fluid Drive and its myriad variations, or the clunky 3-on-the-tree, didn't allow the hemi to shine. If only Chrysler had had a version of the 4-speed Hydramatic of that time.
Well, a Chrysler station wagon isn't in the same league as an Italian exotic
I think he said on that car, a couple of the plugs were very hard to reach, you had to get under and really root around. Maybe another reason why I6 engines are so good.
Comments
Interestingly enough, he gave an interview while he was managing the store, and seemed quite content with his lot. Basically he said "I had a great ride".
For those who don't know, he founded General Motors, lost it, and then managed to buy it back one more time before losing it for good.
Well, the 427 was a very limited option in 1964 and 1965. These were also not the only engine available in their respective year, and the Cyclone was available for 4 years (also in 1964). The model I am thinking about was available for only 3 years, and each year was available with only one engine; a larger one the first year, which was replaced with a smaller one the next two years.
I will add a hint; they supercharged the smaller engine to give the same horsepower rating as the earlier, larger one.
If no one gets this by Friday, I will give the answer.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
Who am I and what car did I drive?
Refer to my earlier posts. the model that I am referring to was available for only 3 years; the S4 has been available in various iterations for almost 20 years and still counting.
Another hint; the 3 year run was in the mid to late '50s.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
You're right. OK, the answer is.... The Studebaker Golden Hawk.
It debuted in 1956 with the Packard 352 ci 275 hp V-8. For '57 and '58 the 352 was replaced with a 289 ci blown V-8, also rated at 275 hp. In 1959 it was gone, along with most of the rest of the earlier Studehonkers (except the Silver Hawk), to be replaced by the Lark.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
Can't say he was bashful:
My design was classic although it was old
I was hand made, so complex and such
I cost an arm, a leg, oh so much
When you buy me used, you better make sure
That you have a mechanic at your front door
I am not a Yankee, a Brit, or from Japan
And was discontinued in eighty one
2016 Audi A7 3.0T S Line, 2021 Subaru WRX
2016 Audi A7 3.0T S Line, 2021 Subaru WRX
A few years ago I was told bye bye bye
Now my name gets resurrected again
To compete head on with the popular one
We're different than mainstream, but have been around
For about a decade, in one shape or form
What am I and what is the popular one?
2016 Audi A7 3.0T S Line, 2021 Subaru WRX
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
I toured a FLW house in Buffalo a few years back. Great house. But a flat roof in Buffalo?
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2016 Audi A7 3.0T S Line, 2021 Subaru WRX
We sold quite a few of them then they really died down.
Not my cup of tea.
it makes you the same thing as my model name.
I was introduced as a low-cost trim level in one year,
disappeared the next year,
reappeared for one more year,
and then disappeared forever.
Who am I and what year did I debut?
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
2014 Mini Cooper (stick shift of course), 2016 Camry hybrid, 2009 Outback Sport 5-spd (keeping the stick alive)
2016 Audi A7 3.0T S Line, 2021 Subaru WRX
Same for the Studebaker Champion, I think, though it was definitely an entry level model, below the Commander and President in the '50s.
2009 BMW 335i, 2003 Corvette cnv. (RIP 2001 Jaguar XK8 cnv and 1985 MB 380SE [the best of the lot])
I thought of horse racing, Win, Place, or Show. Show would be 1st, 2nd, and 3rd, which made me think of Taurus SHO, but it didn't meet the other criteria.
I like the ones that get you thinking...
You could get me in coupe, topless, or sedan
I have bigger brothers who also run with the best
But I am the favorite, test after test
My first generation is a bit hard to find
My second is easier, if abused examples you don't mind
The third one's becoming affordable now
My fourth one of course makes you saw Wow!
What am I?
2016 Audi A7 3.0T S Line, 2021 Subaru WRX
You could look at cars for miles around but a harder to change oil filter just couldn't be found!
The mechanics would swear because nothing else could compare.
To make your guess less of a test, I was born in a "nifty" time but I sure wasn't spiffy!
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2016 Audi A7 3.0T S Line, 2021 Subaru WRX
I have 2 guesses:
1. 2002 Honda CR-V. The oil filter is above the exhaust headers, so you'll burn your forearms reaching for it.
2. 1991-1995 Ford Escort GT (and clones Tracer, Protoge): same issue, oil filter above the hot exhaust.
I had a '91 Escort and if you wanted to drain the oil while it was hot, you'd better be wearing long sleeves, else 1st degree burns. If you're lucky and they're not 2nd degree! :sick:
This car was an oldie when I worked on it in the late 60's.
The cars you mentioned were a piece of cake compared to this Detroit nightmare.
For the '64 model year Chrysler Corp introduced a new 426 c.i. hemi, which is the one that Shifty referred to as the "real" hemi. I believe the first generation was also a "real" hemi, although it wasn't as ferocious as the second generation. To be more specific, the second generation became king of the drag strip. while the first generation (Chrysler 300) was king of stock car racing in the mid '50s (prior to that the "fabulous Hudson Hornet" held that honor).
If there's a hemi that isn't the real Mc Coy, I'd say it's the third generation hemi, which has been in production since the '05 model year, since its combustion chambers aren't truly hemispherical.
I was a kid working in a gas station part time in the late sixties.
We had a customer who owned a 1954 Dodge. These normally came with a flathead six but this one had the Red Ram Hemi V-8 which barely fit under the hood.
The oil fllter was a cannister type on the right side of the block. It had a long bolt that had to be removed which was near impossible because it would hit the frame rail. There was a rubber O ring and several gaskets that had to line up perfectly or it would leak. It was almost impossible to get everything in perfect order.
We would start the Dodge up and hope like hell it didn't leak which it almost always did. Then we would have to start the whole miserable job over again.
And, this old guy was a stickler for oil changes! We saw that Dodge every three months. To make things worse, the customer would stand and watch us while we did the work!
I always think of the 426 as the "real" hemi because, in comparison to the earlier Hemis, which were so polite, the 426 was a ferocious, big bad dog that strained to break its chain, even at idle.
The lady who owned the '55 Dodge was no pushover, though. She was drop-dead beautiful but could knock a man down. She called her car "Amelia" and later went on to become a highly competent Alaska bush pilot. I don't know what happened to the car, though.
I think he said on that car, a couple of the plugs were very hard to reach, you had to get under and really root around. Maybe another reason why I6 engines are so good.
But even just having a "big block" didn't mean you'd win anything. There were certainly clunker big blocks out there.
Some of the jobs that we thought were so hard are nothing compared to some of the cars today.
Still, changing spark plugs on a 1967 Mustang with a 390 was a nightmare!