No it’s not real Corvette – but the Collector’s Promo Revell Model. In the original box.
All you have to do is guess the year of the Corvette the part pictured belongs too!!! First one to post the answer gets 1 point. The first one that gets 4 correct wins the car.
The question of whether to restore a historic vehicle or leave it alone can spark a thought-proving debate. Here, two long time veterans and experts offer some of their insights.
The decisions surrounding restoring a vehicle or keeping it just as your grandfather left it in the barn are as personal as they are complex. This is a question and discussion that seems to be coming up more often these days.
Blame it on the economy or simply a new appreciation for vehicles preserved in a “roughly original” state. Either way, says Scott George, President and curator of The Collier Collection in Naples, Florida, determining whether a vehicle should be fully restored or basically left alone has classic car lovers asking new questions about how restoration work (or the lack thereof) might impact the value and enjoyment of their favorite vehicle.
No Going Back
“You should really think hard about any restoration work before you just go in and do it,” says George, “because once you restore you can never go back.”
George has seen the trend for “originality” grow in the last decade, a movement he traces to Europe where car enthusiasts have always believed that a car’s condition helps tell its story.
“In America, we are just catching up to this notion that cars can be beautiful without being perfectly clean,” he says. “There are even some cars in the Collier collection that we now regret restoring.”
George points out that it is unlikely that an un-restored car will ever win best of show at a major American car show. But to most classic vehicle owners, winning an award at a major show doesn’t factor into their decision making. However, if you would one day decide to have your car judged, most major shows now have a “preservation class.” George believes it is a great step in the right direction, not to mention the fact that it opens the door to many car enthusiasts who would otherwise never think to give car show competition a try.
Finding the Right Balance
George is one in the growing crowd of “original or survivor” proponents. But his new guiding philosophy is balanced with the reality that a car is not like other collectible items such as coins, furniture or fine art.
“Cars are mechanical,” he says. “Unless you just have a car to sit and look at, there comes a point where originality needs to be overridden in the interest of preserving the vehicle.”
On the subject of whether to restore or preserve, it’s not a “one-way-or-the-other” mentality. This change in attitude means that a historic vehicle owner can now enjoy the best of both worlds. George says the best way to do that is by carefully balancing a vehicle’s functionality and design features with a watchful eye for preserving original authenticity.
Giving a Car a Second Life
In the last decade, Jim Stranberg, owner of High Mountain Classics in Berthoud, Colorado, has also watched as a new trend toward “preservation and originality” emerged. But that doesn’t mean he likes it.
“A lot of people now seem to think that if you have a valuable car that looks like you just pulled it out of a barn that this is really the way to go,” he says. “I don’t generally agree with that.”
Stranberg says every car has “a half-life”. When a vehicle reaches a point of becoming worn out, that’s when it’s time to consider an inside and out restoration job that brings the car back to life.
But first, according to Stranberg, a person should ask themselves a few important questions:
What do you plan on doing with the car?
Stranberg and his partner Victor Holtorf are restorers who generally believe in doing everything necessary to make a car look new again. High Mountain Classics restoration jobs typically require at least 5,000 shop hours—a major commitment of time, resources, and money. It’s the sort of work demanded by people with an eye for car show competition. But even if a customer isn’t interested in having a car judged, to Stranberg’s way of thinking there’s always some degree of restoration work that needs to be done.
“When it comes to old cars, nothing is truly original,” he says. Strictly speaking, anything done to a vehicle inside and out over the course of its life—from changing an engine’s spark plugs to replacing a front fender—takes away from the originality of the car. Do you want the car to be able to compete in the show realm, or simply have a vehicle that presents and runs reliably at rallies and cruise-ins? Stranberg believes people must ask themselves how far are they willing to go—and for what purpose—in an effort to give the vehicle a second life.
How valuable is the car?
High Mountain Classics has never had a customer spend more on a restoration job than their vehicle was worth. But, admittedly, Stranberg and partner Holtorf work on coveted and exceedingly rare types of historic cars that only increase in book value when treated to topnotch restoration work.
A vehicle’s value, however, can’t always be measured in dollars and cents.
Take the hypothetical example of a dearly departed relative’s 1950 Ford F-100 half ton found under a tarp in the garage. Maybe it was used in a family business: a once reliable working truck that now sports a few dings, a crumpled fender, and an engine that spits and sputters but still runs. Such a truck would not pull much at an auction, but it may have deep sentimental value.
“If a person only wanted to occasionally drive the vehicle at a rally or a cruise-in—and the body, upholstery, and engine were in good shape—then, yes, I probably would not advise restoring it, except mechanically,” Stranberg says.
The Historic Vehicle Association would like to know what you think. Take the example above: That old 1950 Ford F-100 half ton truck that’s been in the family for years and earned its keep through hard work before it was put away to languish under cover in the garage. It’s battered and bruised, but still runs and has a lot of important memories attached to it. Would you restore it or leave it alone? Head on over to the HVA’s Facebook page or comment below to tell us what you think and to see what other members are saying.
WOW…I apologize for leaving you hanging for so long without finishing this interview.
Here is the link for Part I.
So while at first glance it did appear that there were just newly built vintage shaped bodies, placed on the C6 chassis, a really close look and you can see something very different about the shape.
The door is clearly still a C6 and the windshield is C6.
So you can tell that they didn’t just pull off that old C6 body and dump it out behind the barn.
You can tell this is the original C6 hatch. The rear end is has been changed but where the hatch meets the roof line is the same.
So how do they do it?
Well the make body panels that fit to the framework of the exiting parts. For instance, the rear hatch is striped of the outer panels leaving just the framework and the split window panels are fitted. The rear panel is pulled off and the rear panel with the split bumpers is placed on.
Jim showed me the shop photos of a C6 – skinned. They also retrofit C5.
C5 Rear hatch frame. The split window panel is manufactured by Karl's Kustoms to snap right on.
It is a pretty intense process.
They all the do is custom bodies? Oh wait until you see what’s next. (Yes I promise I’ll get right to it.)
The 1948 Bentley Mark VI with the wood body was dubbed the Countryman.
1948 Bentley.
The body build by coachbuilder Harold Radford and was aluminum over ash framing with wood paneling on the sides. The rear is mahogany veneer on alloy panels. There were only eight bodies built between 1948 and 1949.
No way I’m going to not mention the engine. Here are the specs:
4257 cm3 / 259.8 cui displacement with advertised power kW / hp / PS ( ) / and Nm / lb-ft / of torque. Dimensions: this model outside length is 4877 mm / 192 in, it’s 1752 mm / 69 in wide and has wheelbase of 3048 mm / 120 in. The value of a drag coefficient, estimated by a-c, is Cd = . Standard wheels were fitted with tires size 6.50 – 16
The wooden frame was white ash (adding structural rigidity to the doors and deck lid), fitted with interlocking miters. Mahogany veneer plywood filled the spaces within the frames.
Now that is craftsmanship!!!!
The engine was the Spitfire Straight Eight with 323.5 cubic-inch displacement and 135 horsepower coupled to a fluid drive transmission.
135 HP
The convertible was the most favored of the Town and Country line with 8,368 sold. In 1948, the price tag showed $3,395.
I got this idea from our friend Joe in Florida. Thanks, Joe, for the pictures and the reminder of some these great iconic cars.
I’ve always admired the workmanship that went in to the older cars that had wood components and have always disliked the simulating wood on cars with plastic molding and contact paper stuck on the horrible quality 1970’s and 1980’s station wagons was supposed to be a retro look (but only at 15 feet away) and cool (well as cool a station wagon was back then). I recall working in my father’s body shop and how much “fun” it was to put that contact paper back on Ford station wagon. In this mini series “Gorgeous “Wood Vehicles” I’m going to pick a year and toss you a few facts about the cars that came ‘in wood’.
Wood was used a lot in the auto industry, from all wood wheels to just the spokes to entire frames and interiors (like dash boards and steering wheels). Some of the best uses known uses were on the outside and truck beds. They were often referred to as ‘Woodies” either correctly or incorrectly, be most of us know that the term relates to cars with real wood on the outside. These are the cars I’m going to look in this series. For no particular reason, other than this was the first picture Joe sent, I’m starting with the year 1948.
A major reason for using wood was the shortage of raw materials and labor issues for producing steel/sheet metal. This was the case in 1948, just a few years after the end of World War II.
Nearly all of the major producer had models that had external wood components. This 1948 Chevy was one.
1948 Chevy.
This is the two door Fleetwood Aerosedan, but Chevy also made an 8 passenger station wagon the Model 2109 Fleetmaster. This year’s model set the record for Chevrolet woody production with 10,171 wagons built. Both Cantrell and Iona built bodies to fill the demand for the last Chevrolet wagon with structural wood. The 1948 Chevrolet Fleetmaster Station Wagon was the last true woody (structured wood) from Chevrolet. What type of wood was used? Ash the wood used for the structural base, while mahogany was used for the panels. Leatherette was stretched over a wood frame to provide the roof. Approximately 10,171 were built between February 1948 and January 1949.
Most of these cars were powered by the Chevy Straight 6, 216 CID engine.
The 1948 Straight 6 216 engine (The 235 was very similar).
Engine specs:
Bore and stoke 3.5 x 3.75 (in); Displacement 216.5 (CID); Compression 6.50:1; Max Brake Horsepower 90 @ 3300 RPM; Max Torque 174 Lbs.ft. @ 1200 RPM
Packard was another manufacturer that produced woodies. They released their Twenty-Second Series cars. They were Packard’s first totally new models were since before World War II. The wood used was northern birch for the frame and maple panels. This was purely for looks, because the overall structure was braced by the metal body shell which actually was modified from the Standard Sedan Body, only the upper rear quarters which were removed from the sedan body used the wood as actual bracing. On the door sides and window frames the regular sheet metal was cut away in order to allow the wood to be inlaid, rather than just bolted on top. These were powered by the Packard’s L-head straight 8.
Some engine specs:
Bore x stroke 3.50 x 3.75 (in.); Displacement 288.64(cid); Horsepower 130 @ 3,600 rpm; Torque 226(lb-ft) @ 2,000 rpm; Compression ratio 7.0:1; Main bearings 5; Lubrication full-pressure; Carburetor Carter 2-bbl
automatic Choke; mechanical Fuel pump
We have Chrysler’s, and Pontiac’s 1948 woodies as well as a Bentley woody and Willys coming up next in this series.
You loved the Camaro Firebird he drove on the show, but in real life James Garner was a car guy!!! (Corrected – As Bill points out in the comments – the car in The Rock Files was actually a Firebird! — Thanks Bill.)
by Chris Demorro on March 7, 20
American muscle cars and Hollywood royalty have long had a close relationship. While just about every star from A-to-D list celebrities has some sort of muscle car in their garage, back in the day actors like Steve McQueen and Paul Newman did more than collect these cars; they raced them in serious races, from Trans Am to the Baja 1000.
Having film and television star James Garner piloting his Goodyear Grabber 4-4-2 was publicity boon for the tire maker.
Yes, it might be strange to think of American muscle cars racing across the desert of the Baja peninsula, but back in the 60’s what else would you have raced? There were all sorts of shops that specialized in converting American muscle into crazy off-road competitors.
Among the many Hollywood stars who would drive in these off-road desert races was one James Garner, a television actor who became so enamored with car racing that he raced an Oldsmobile 4-4-2 in the 1969 Mexican 1000 (a pre-cursor to the Baja 1000).
The star of the Western-comedy show Maverick, detective show The Rockford Files, and racing-packed Grand Prix, Garner rose to fame as an actor. But he was a more than competent racer as well, and among his many rides was a rather unique 1970 Oldsmobile 4-4-2 modified for the NORRA Meixcan 1000 off-road race.
This car was lost for decades before being found, restored, and brought back to racing condition for the 21st century. Now this unique, star-touched car is up for auction on eBay, of all places.
Getting The Grabber To Go
Garner first got involved with the world of motorsports during filming of the 1966 flick Grand Prix, in which he plays a race car driver who falls for his teammate’s estranged wife. In 1969, Garner grabbed a sponsorship from Goodyear tires.
Garner suffered a virtual Rube Goldberg-level breakdown that robbed him and the Goodyear Grabber 4-4-2 of their 45-minute lead, landing them a 2nd Place win during the 1969 Baja 1000.
I have a National Motor Museum Mint die-cast car to give away. It is the 10 millionth car Ford produced. It was 1924 and the 1924 Model T Touring Car was the car of choice.
When new, the “real” car would cost between $295 and $380. There were 773,102 produced and it was powered by the L-4. With 176.7 cubic inches displaced it muscled out 20 Horse power.
In the original box and with Certificate and "baseball" card
How do you win? Post of a good picture of your 1920-1950 engine, tell us what it is and get someone to like the pic. The engine picture with the most Likes wins.
You can post it on our Facebook page located here: https://www.facebook.com/pages/Average-Guys-Car-Restoration-Mods-and-Racing/185827701454279
Oh the cars of the 1950’s were great. So how did they start out that iconic decade?
Some fantastic car and shapes came out in 1950.
Leading the numbers game was Chevy and Ford with over a million each, Chevy with 1,498,590 and Ford with 1,208,912, not bad.
Plymouth was third with nearly 800,000 out of first place with 610,954, Buick with 588,439 and Pontiac finished up the top 5 with 446,429.
Here’s the rest of the 19 makers:
Oldsmobile – 408,060
Dodge – 341,797
Studebaker – 320,884
Mercury – 293,585
Chrysler – 179,299
Nash – 171,782 (produced it’s 2,000,000th car)
DeSoto – 136,203
Hudson – 121,408
Cadillac – 103,857
Packard – 42,627
Lincoln – 28,190
Kaiser – 15,228
Crosley – 6,792
Frazer – 3,700
Do you have a favorite? I have a couple. My first would be the Hudson, followed closely by the Studebaker with its bullet nose.
I don't know why but I love the shape of these cars. Here is the 1950 Hudson Commodore.
There is nothing more interesting than the Bullet Nose Studebaker. Here is the 1950 Land Cruisera.
What else went on in 1950?
Micro Cars!!! Say WHAT??? Yeah!!! The IMP – hailed as “The Little Car with the Big Future”. With an MPG of 10 miles per gallon and all fiber glass body, the hopes were high. But the car didn’t sell and disappeared in the same year.
