75 Years Ago (January 1940):
Record January Output; Goodyear Zeppelin Formed; U.S. Rubber Buys Fisk
With 1940 output off to a brisk start, Ward’s Automotive Reports forecasts January production will reach a record 470,000 vehicles. That equals an 11.3% gain on the record 422,538 cars and trucks built in January 1929, and a 31.7% increase from the 256,950 units built a year ago. Goodyear Zeppelin is the name of the tire maker’s new subsidiary formed to handle all of its lighter-than-air airship operations. In addition, it reportedly will embark on the manufacture of accessories for conventional aircraft as well.
At the same time, vehicle bodybuilder Briggs Manufacturing has been awarded a contract by the U.S. Navy to build an experimental liquid-cooled inline aircraft engine “possessed of many novel features.” If successful, Briggs may receive volume orders from the Navy and the engine could also be produced for non-aviation purposes. At the same time, Clark Equipment says a “booster” device will be offered on ’40-model Chevrolet trucks to enable “automatic starting (acceleration), speed governing and braking, independent of the driver.”
U.S. Rubber Products acquires the assets of Fisk Rubber with plans to use Fisk’s Chicopee Falls, MA, tire and New Bedford, MA, cotton-fabric mill to alleviate heavy overtime now being scheduled at some of its existing plants in Detroit. Fisk’s Chicopee plant currently is operating at about 57% of its 15,000-unit daily capacity, making car and bicycle tires and tubes. U.S. rubber expects to transfer some truck-tire output to the plant, eliminating bottlenecks in Detroit. U.S. Rubber supplies O.E.M. tires to all Ford and General Motors divisions as well as to Packard. Reportedly, Fisk’s well-known trademark, picturing a sleepy boy beside a Fisk tire, accompanied by the words “Time to Retire,” will be continued for the replacement market.
70 Years Ago (January 1945):
More Truck Production in 1945; SAE Looks Post-War
Overall truck production in 1945, based on War Production Board allotments, will increase by 16.9% to 869,212 units from 1944’s actual tally of 743,750. However, the WPB has allocated production of just 188,883 trucks for civilian use, only 24.4% of the 773,900 units sought by the Office of Defense Transportation. The reduction is blamed on the need to meet military requirements at all costs, due to “the recent adverse turn of events in Europe.” A shortage of replacement tires for military equipment is cited as one of the main reasons for lowering the civilian-market allocations. In light of the volume reduction, the WPD says the requirement for local Production Urgency Committees to review production on an on-going basis will be suspended, at least temporarily, to ensure military requirements are met.
The Jan.8-12, 1945, annual meeting of the Society of Automotive Engineers in Detroit brought forth “more than fifty original papers” mostly dealing with various aspects of post-war cars. A paper detailing the results of a survey by the automotive editors of five of the country’s leading newspapers concluded consumers wanted more riding comfort, better visibility and increased safety. A research engineer claimed the left-hand drive of American automobiles was “highly accident contributing.” A paper by GM research wizard Charles F. Kettering discussed the “anticipated enormous possibilities of the newly discovered triptane fuel, which is expected to materially advance the future of reciprocating compression type engines.”
60 Years Ago (January 1955):
Electric Power Steering; Hudson Offers V-8;
Packard Gets ‘Torsion-Level’; Lincoln Futura Bows
Electric power steering will soon replace hydraulic installations, Ward’s Automotive Reports claims in its Jan. 3, 1955, issue, saying, “As surely as electricity has taken over the lifting of convertible tops and the adjusting of windows and seats, so it will absorb the exertion of steering a motor vehicle.” Installations of power steering units, all hydraulic, rose 25%, to an estimated 900,000 units, in ’54 from 717,649 cars in ’53. According to WAR, “steering with electrical assist, predicted in Ward’s July, 12, 1952, edition is just over the horizon.” Hydraulic power steering is “a complicated system that has no place on an automobile. It is too powerful, too vulnerable to be completely safe,” the newsletter says. Already, variable-speed electric wipers are debuting on ’55 models, with electrically actuated hood- and trunk-lift mechanisms soon to follow. Then, “with the advent of 100-volt, or even 64-volt, electrical systems, electric brakes will be introduced. Electric refrigeration then will follow, and so on, until the modern automobile becomes as well equipped with electric labor-saving devices as the up-to-date American household.”
The redesigned Nash-based ’55 Hudson line has a V-8 for the first time. The upscale Hornet sports an optional 320-cid (5.2L) V-8, developing 208 hp, in addition to the standard 160-hp, 308-cid (5.1L) flathead I-6. The 6-cyl. engine can be boosted to 170 hp with an optional Power Pack. The lower cost Wasp comes standard with a 201-cid (3.3L) flathead I-6 that produces a standard 110 hp, or optional 120 hp. Both Hornet and Wasp are available as 4-door sedans or 2-door “Hollywood” hardtops. Two-door sedan, club coupe and convertible body styles have been discontinued.
Packard’s redesigned ’55 models feature a new suspension system consisting of two full-length torsion bars linked to wheel control arms diagonally, i.e. right front to left rear and vice versa. It also incorporates compensator “levelizer” bars and an electric compensator motor that automatically applies an additional “twisting” motion to the torsion bars in order to maintain “a steady, level ride without coil or leaf springs.” In addition, V-8 engines replace the venerable I-8s used in prior years. The 127-in. (3,226-mm) wheelbase Packard comes with a 352-cid (5.8L) V-8 delivering 260 hp in sedans and hardtops, or 275 hp in the sporty Caribbean hardtop and convertible. The smaller 122-in. (3,099-mm) wheelbase Clipper series comes with a 320-cid (5.2L) V-8, rated at 225 hp, while the Clipper Custom sports a 352-cid (5.8L) V-8 rated at 245 hp. Clipper models are offered in 4-door sedan and 2-door hardtop body styles. The automaker offers eight models in ’55, down from 14 in ’54, in 17 solid and 36 2-tone color combinations. Caribbean models offer unique 3-tone variations. A total of 60 interior color and trim combinations are available.
Lincoln will premier its new Futura concept car at the Jan. 8-16 Chicago Auto Show. The body is fabricated by Ghia Body Works in Turin, Italy, to fit a modified Lincoln chassis. Overall length is nearly 228 ins. (5,791 mm) with an overall height of just 52.8 ins. (1,341 mm) with twin plexiglas domes over two bucket seats. To permit ingress and egress, the domes rise electrically when the doors are opened. With no opening windows, fresh air is delivered through an intake located between the canopies and exhausted through “gill-like” vents in the rear deck.
50 Years Ago (January 1965):
Car Sales Record; Canada-U.S. Trade Deal;
Chrysler Turbine Car; Chevy’s 3-Speed Auto
U.S. new-car dealers sold a record 8.1 million-plus new domestic and import cars in 1964, surpassing the prior record of 7,459,000 set in 1955. Domestic-make new-car sales, alone, reached an all-time high of 7,616,734 units, erasing the 9-year-old record of 7,408,300, and surpassed by 3.9% the 7,334,260 units delivered in 1963. Sales of imported cars are estimated at 486,000 units in 1964. Domestic-make car sales in 1964 would have been “several thousand units higher,” according to WAR, had it not been for UAW contract strikes that cost GM, alone, production of more than 600,000 vehicles. The outlook for ’65 is for another banner year, with total car volume again forecast to exceed 8.0 million units.
The Big Four automakers are backing a new Canada-U.S. automotive products free-trade agreement, now before Congress for ratification. Under terms of the agreement, automakers will be able to ship vehicles and parts duty-free between the two countries, subject to some limitations. While the UAW also backs the agreement, with some conditions, several auto parts suppliers are opposed and England’s Society of Motor Manufacturers and Traders remains “skeptical.” Canadian analysts expect the pact to generate at least $26 million of additional production in Canada and automakers anticipate being able to rationalize vehicle production between the two countries. One aim of the plan is to help remedy Canada’s trade deficit with the U.S.
Has Chrysler cancelled plans to build turbine cars in limited numbers or have they been put on hiatus? WAR says it has learned from one Chrysler supplier that had been producing a turbine-engine component, its contract was cancelled during the 2-week UAW strike against Detroit-area tool and die shops in November and has yet to be reinstated. Chrysler reportedly was gearing up to build a limited run of at least 500 ’65-model turbine-powered cars with a new lightweight body. They were to be assembled at the Dodge Main plant in Hamtramck, MI. This would be a step beyond the current consumer-test program in which 50 special-body turbine cars being loaned to consumers for evaluation.
Chevrolet’s new Caprice 4-door hardtop will be the first of the brand’s cars to use a 3-speed Hydra-Matic automatic transmission when it bows this spring. The transmission will be used in conjunction with the division’s all-new 396-cid (6.5L) V-8. The gearbox is part of a trend toward 3-speed automatics “currently sweeping the industry.” Supplier sources tell WAR Chevrolet also is seeking quotes on the cost of converting its venerable 2-speed Powerglide to a 3-speed transmission.
25 Years Ago (January 1990):
‘Perilous Journey’ Begins; VRAs No Problem; Carbs Hang On
“Standing out like foreboding peaks, the U.S. auto industry established combined car and truck sales records in the 1960s, 1970s and 1980s that must be scaled again if it is to survive,” proclaims a first-page story in WAR’s Jan. 1, 1990, issue. After selling 10.6 million cars and a record 5.1 million trucks in 1988, the industry returned to a “more normal” 9.8 million cars and 4.9 million trucks in 1989, the publication says. And “another decline, bringing more problems, but no recession,” is forecast for 1990. Detroit’s Big Three are embarking on a dangerous journey as 1990 gets under way, according to WAR, citing a comment by Ford’s Chairman that worldwide excess production capacity will cause competition to escalate to a battle for survival early in the decade. The struggle is seen as especially difficult for General Motors, with its U.S. car-market share dropping to an estimated 35.0% in 1989 from 35.9% in 1988 and 44.3% in 1984.
Although most U.S. importers of Japanese-make cars say they expect Japan’s Voluntary Restrain Agreement, under which car exports to the U.S. are limited to 2.3 million annually, to be continued, the pact will have virtually no impact on their sales. They say U.S.-based production facilities more than offset any sales limitations imposed by the VRA. In addition, a Nissan U.S. manufacturing executive says his company is embarking on a program to tailor production in each country to the market it serves, while curtailing imports from abroad. At the same time, the UAW calls on the Japanese government to lower the quota to 1.5 million vehicles, saying the 2.3 million level, when combined with North American transplant production, still is causing harm to the Big Three.
Ward’s latest survey of engine installations shows 3.6% of the 7,637,755 ’89-model cars built in North America for the U.S. market had a carbureted engine. Honda Civic had the most carb-equipped engines: 95,080 2.0L (119-cid) SOHC I-4s topped with a 2-bbl. That was 1.2% of total industry volume. Right behind Civic, with 85,866 units (1.1%), was GM’s 4-bbl., 5.0L (307-cid) V-8 used exclusively in the automaker’s large rear-drive Buick Estate, Chevy Caprice, Olds Custom Cruiser and Pontiac Safari station wagons. New United Motor Mfg. installed a 1.6L (97-cid) 2-bbl. I-4s in 69,741 cars, while 24,727 of Chrysler’s 2-bbl. 5.2L (318-cid) V-8s went into rear-drive Chrysler Fifth Ave., Dodge Diplomat and Plymouth Gran Fury sedans. In addition, 14 of the 41 engines used in ’89 featured throttle-body fuel injection, 18 came with port-injection and five had more the more advanced sequential fuel injection. The engine lineup consisted of seven V-8s, 24 I-4s (16 with overhead cams) and 10 V-6s (including two OHC variants).
GM joins Ford in offering a 4-door small SUV in model year ’91, starting this spring. Under the GM banner, Chevy is introducing a 4-door variant of its S-10 Blazer on a 107-in. (2,718-mm) wheelbase that is 6.5 ins. (165 mm) longer than the 2-door model. At the same time, GMC will debut an S-15 Jimmy 4-door, while Olds will add the Bravada in a 4-door model only in the fall. Ford also plans a spring intro for its all-new Explorer SUV in both 2- and 4-door variants. Explorer replaces the diminutive Bronco II that was offered only in a 2-door body style.
Alfa Romeo forecasts sales of its all-new ’91 model 164 sedan at 3,000 in 1990, following a June launch, increasing to 10,000 in 1991. The car will be available in base trim with a 186-hp engine and in 164S trim with a 200-hp powerplant. Also bowing in June is an updated version of Alfa’s 25-year-old Spider sports car that will include an optional automatic transmission for the first time.
Mazda says it plans to sell 40,000 Miata sports cars, “all we can build” in model-year ’90, up from 23,052 first-year sales in ’89. An automatic transmission will be a new low-volume option. At the same time Mazda says it still is studying whether to introduce a car with a price tag above $25,000 to compete with models from the Nissan’s Infiniti brand and Toyota’s Lexus.
