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A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > PAGE W113 production ended in March 1971, although the 280SL remained on sale for the rest of the model year — mainly in the U.S., where the new R107 350SL was not introduced until August. Total W113 production was a respectable 48,912 units, including 19,831 230SLs, 5,196 250SLs and 23,885 280SLs. The six-cylinder Jaguar E-type still outsold the THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an FORWARD LOOKING: CHRYSLER'S EARLY FIFTIES TRANSFORMATION Forward Looking: Chrysler’s Early Fifties Transformation, Part 2. By 1954, Chrysler was on the ropes, losing money and market share at an alarming rate. Behind the scenes, however, the company was preparing for the first stage of a phoenix-like transformation. In the second part of our story, we discuss the 1955-1956 Chrysler Forward Look HOW BIG IS TOO BIG? THE MIDSIZE FORD FAIRLANE AND MERCURY The first Comet would be 13.8 inches (351 mm) longer than the Falcon on a 5-inch (127mm) longer wheelbase, weighing about 160 lb (73 kg) more. Cabin volume was nearly identical, although a longer tail gave the Comet a slight edge in trunk space. The early Comet had a stylish formal roof with slightly recessed backlight. IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > PAGE W113 production ended in March 1971, although the 280SL remained on sale for the rest of the model year — mainly in the U.S., where the new R107 350SL was not introduced until August. Total W113 production was a respectable 48,912 units, including 19,831 230SLs, 5,196 250SLs and 23,885 280SLs. The six-cylinder Jaguar E-type still outsold the THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an FORWARD LOOKING: CHRYSLER'S EARLY FIFTIES TRANSFORMATION Forward Looking: Chrysler’s Early Fifties Transformation, Part 2. By 1954, Chrysler was on the ropes, losing money and market share at an alarming rate. Behind the scenes, however, the company was preparing for the first stage of a phoenix-like transformation. In the second part of our story, we discuss the 1955-1956 Chrysler Forward Look HOW BIG IS TOO BIG? THE MIDSIZE FORD FAIRLANE AND MERCURY The first Comet would be 13.8 inches (351 mm) longer than the Falcon on a 5-inch (127mm) longer wheelbase, weighing about 160 lb (73 kg) more. Cabin volume was nearly identical, although a longer tail gave the Comet a slight edge in trunk space. The early Comet had a stylish formal roof with slightly recessed backlight. LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. EVERYTHING OLDS IS NEW AGAIN: THE 1960-1961 OLDSMOBILES We recently happened upon a pair of nicely restored, early-sixties Oldsmobile hardtops. Oldsmobiles of this vintage aren’t necessarily rare or unusual, but what intrigued us was the fact that one was a 1960 and the other a 1961, giving us a rare opportunity to compare the 1960 and 1961 Oldsmobile years side by side and to consider that long-standing automotive custom, the annual model change. DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy COUNTING TO TWELVE: THE PACKARD TWELVE AND TWIN SIX > ATE Packard sold 35,102 Twin Sixes in all, a remarkable total for such an expensive car. (List prices for the 1916 Twin Six had ranged from $2,750 to $4,800 with factory bodywork, roughly $55,000 to $100,000 in 2010 dollars.) The Twin Six also inspired, at least in part, the 12-cylinder “Liberty Engine” used in many Allied aircraft andtanks
FORWARD LOOKING: CHRYSLER'S EARLY FIFTIES TRANSFORMATION Forward Looking: Chrysler’s Early Fifties Transformation, Part 2. By 1954, Chrysler was on the ropes, losing money and market share at an alarming rate. Behind the scenes, however, the company was preparing for the first stage of a phoenix-like transformation. In the second part of our story, we discuss the 1955-1956 Chrysler Forward Look ONE HUNDRED FROM ZERO: THE 1936–1942 BUICK CENTURY > ATE Unofficial reports showed the Century to be capable of 0-60 mph (0-97 km/h) in about 16 seconds and while it couldn’t quite crack the century mark, it was one of the fastest stock cars sold in America. Sales for 1937 were up a further 25% over 1936. Buick’s previously failing fortunes had undergone a MIDDLE-OF-THE-ROAD MUSCLE: THE OLDSMOBILE CUTLASS AND 442 There was also strong new internecine rivalry from Pontiac’s new A-body Tempest and Le Mans. The 1964 F-85 and Cutlass were 203 inches (5,156 mm) long on a 115-inch (2,921mm) wheelbase; the ’65s were 1.5 inches (38 mm) longer overall. This is a pillared Cutlass Sports Coupe; the pillarless Holiday Coupe cost $140 extra, weighed about 25lb
HOW BIG IS TOO BIG? THE MIDSIZE FORD FAIRLANE AND MERCURY The first Comet would be 13.8 inches (351 mm) longer than the Falcon on a 5-inch (127mm) longer wheelbase, weighing about 160 lb (73 kg) more. Cabin volume was nearly identical, although a longer tail gave the Comet a slight edge in trunk space. The early Comet had a stylish formal roof with slightly recessed backlight. DYNAFLOW, TURBOGLIDE, ROTO HYDRA-MATIC, AND OTHER EARLY GM Um, no “Thank you for an awesome article and site?” There is an illustration of a Turboglide and it’s hardly fair to expect Aaron to write an great article about the development of the automatic AND delve into all the technical details. A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
PLYMOUTHS GREAT AND SMALL: THE PLYMOUTH VIP AND FURY The 1967-1968 Plymouth Fury was 213.1 inches (5,413 mm) long on the same 119-inch (3,023mm) wheelbase, nearly identical to the contemporary Impala and Galaxie. This is a Fury III, distinguished by additional exterior trim and a higher grade of interior upholstery. With automatic transmission, power steering and brakes, and a radio, a1968
A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
PLYMOUTHS GREAT AND SMALL: THE PLYMOUTH VIP AND FURY The 1967-1968 Plymouth Fury was 213.1 inches (5,413 mm) long on the same 119-inch (3,023mm) wheelbase, nearly identical to the contemporary Impala and Galaxie. This is a Fury III, distinguished by additional exterior trim and a higher grade of interior upholstery. With automatic transmission, power steering and brakes, and a radio, a1968
CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an EVERYTHING OLDS IS NEW AGAIN: THE 1960-1961 OLDSMOBILES We recently happened upon a pair of nicely restored, early-sixties Oldsmobile hardtops. Oldsmobiles of this vintage aren’t necessarily rare or unusual, but what intrigued us was the fact that one was a 1960 and the other a 1961, giving us a rare opportunity to compare the 1960 and 1961 Oldsmobile years side by side and to consider that long-standing automotive custom, the annual model change. STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > PAGE THE CONTENDER. Although the press and the public had little love for the MGC, the feelings of BMC’s Competitions Department were considerably warmer.By this time, the four-cylinder MGB was having some difficulty even qualifying in the under-2-liter racing classes; the addition of the six-cylinder engine offered a basically excellent chassis a new lease on life. THE FORD FLATHEAD V8 AND THE FALL OF The flathead V8 was not dramatically more powerful than Chevy’s 194 cu. in. (3,184 cc) six (with 60 hp/45 kW) or Plymouth’s 196 cu. in. (3,213 cc) four (with 65 hp/49 kW), but V8 Fords were up to 280 lb (127 kg) lighter than either competitor, making for a significantly better power-to-weight ratio. LAST TIME AROUND: THE 1971–1976 CADILLAC ELDORADO THE 1976 ELDORADO. The term “land yacht” might well have been coined for this last American convertible. Although the 1971 Eldorado was actually only 0.6 inches (15 mm) longer than the 1970 model, the wheelbase had been stretched 6.3 inches (160 mm), bringing overall length to 221.6 inches (5,629 mm). Curb weight was up about 75 pounds(34
HYDRA-MATIC HISTORY: GM'S FIRST AUTOMATIC TRANSMISSION The first fruit of this work, on which Thompson filed a patent in March 1933 (subsequently U.S. Patent No. 2,285,760), was a conventional sliding-gear transmission augmented by a two-speed planetary gearset that provided automatic shifting between direct drive and overdrive ratios. LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. COUNTING TO TWELVE: THE PACKARD TWELVE AND TWIN SIX > ATE Packard sold 35,102 Twin Sixes in all, a remarkable total for such an expensive car. (List prices for the 1916 Twin Six had ranged from $2,750 to $4,800 with factory bodywork, roughly $55,000 to $100,000 in 2010 dollars.) The Twin Six also inspired, at least in part, the 12-cylinder “Liberty Engine” used in many Allied aircraft andtanks
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. COUNTING TO TWELVE: THE PACKARD TWELVE AND TWIN SIX > ATE Packard sold 35,102 Twin Sixes in all, a remarkable total for such an expensive car. (List prices for the 1916 Twin Six had ranged from $2,750 to $4,800 with factory bodywork, roughly $55,000 to $100,000 in 2010 dollars.) The Twin Six also inspired, at least in part, the 12-cylinder “Liberty Engine” used in many Allied aircraft andtanks
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. STEP-DOWN: THE 1948-1954 HUDSONS > ATE UP WITH MOTOR Step-Down: The 1948-1954 Hudsons. Best known today for the “Fabulous Hudson Hornets” of 1951-1954, the Hudson Motor Car Company merged with Nash in 1954 to form the American Motors Corporation, disappearing as a separate marque in 1957. This week, we look at the history of Hudson and of their most famous models, the 1948-1954 StepDown
SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the THE FORD FLATHEAD V8 AND THE FALL OF HENRY FORD > ATE UP The flathead V8 was not dramatically more powerful than Chevy’s 194 cu. in. (3,184 cc) six (with 60 hp/45 kW) or Plymouth’s 196 cu. in. (3,213 cc) four (with 65 hp/49 kW), but V8 Fords were up to 280 lb (127 kg) lighter than either competitor, making for a significantly better power-to-weight ratio. THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Making cars smaller (downsizing) can pay huge dividends in improved performance, better fuel economy, and lower emissions — but if the public doesn’t accept it, it can cost you dearly.To understand why Detroit has always been afraid of smaller cars, we need look no further than Chrysler’s ill-fated 1962 Dodge and Plymouth — Detroit’s first downsizing disaster (albeit one with an PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > PAGE THE CONTENDER. Although the press and the public had little love for the MGC, the feelings of BMC’s Competitions Department were considerably warmer.By this time, the four-cylinder MGB was having some difficulty even qualifying in the under-2-liter racing classes; the addition of the six-cylinder engine offered a basically excellent chassis a new lease on life. FISH STORY: THE PLYMOUTH BARRACUDA (PART ONE) > ATE UP Although the new Plymouth Barracuda still shared the basic A-body platform of the Valiant and Dart, all sheet metal was now unique. The new Barracuda was a few inches longer and wider than before: 192.8 inches (4,897 mm) long and 71.6 inches (1,819 THE STRANGE TALE OF THE BUICK SPECIAL, BUICK-ROVER V8, AND From the “what tangled webs we weave” department comes this odd tale of how Buick’s efforts to build an economy car in the early 1960s gave birth to the premier British hot rod engine and a V6 that was still powering new GM cars some 45 years after its original demise. This is the story of the 1961-1963 Buick Special and Skylark, the aluminum Buick / Rover V8, and the long-lived GM 3800 EVERYTHING OLDS IS NEW AGAIN: THE 1960-1961 OLDSMOBILES We recently happened upon a pair of nicely restored, early-sixties Oldsmobile hardtops. Oldsmobiles of this vintage aren’t necessarily rare or unusual, but what intrigued us was the fact that one was a 1960 and the other a 1961, giving us a rare opportunity to compare the 1960 and 1961 Oldsmobile years side by side and to consider that long-standing automotive custom, the annual model change. ATE UP WITH MOTOR > PORTRAITS OF AUTOMOTIVE HISTORYABOUTPRIVACYSECRETS OF THE SIMPSON GEARSETGMC MOTOR HOMEHYDRA-MATICCARSTORIES PODCAST Ate Up With Motor has lots of photos. Most of them were taken in public places, sometimes by people other than me — at car shows, on the street, and so forth. Inevitably, some of those photos have people in the background. Now, generally, under U.S. law, this kind of editorial usage is not a big deal, since people in public placesusually don
A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > PAGE W113 production ended in March 1971, although the 280SL remained on sale for the rest of the model year — mainly in the U.S., where the new R107 350SL was not introduced until August. Total W113 production was a respectable 48,912 units, including 19,831 230SLs, 5,196 250SLs and 23,885 280SLs. The six-cylinder Jaguar E-type still outsold the ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Chrysler responded by cobbling together a new full-size Dodge, the 1962 Dodge Custom 880, which went on sale in February 1962. It was contrived by combining the body of the Chrysler Newport (which the big Dodge line had previously shared) ATE UP WITH MOTOR > PORTRAITS OF AUTOMOTIVE HISTORYABOUTPRIVACYSECRETS OF THE SIMPSON GEARSETGMC MOTOR HOMEHYDRA-MATICCARSTORIES PODCAST Ate Up With Motor has lots of photos. Most of them were taken in public places, sometimes by people other than me — at car shows, on the street, and so forth. Inevitably, some of those photos have people in the background. Now, generally, under U.S. law, this kind of editorial usage is not a big deal, since people in public placesusually don
A BIG HEALEY HISTORY: THE AUSTIN-HEALEY 100, 100-6, AND It would survive for 15 years in three distinct incarnations, along the way gaining a six-cylinder engine and a formidable competition record. In this installment of Ate Up With Motor, we examine the origins and evolution of the “big Healeys”: the SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > ATE The 190SL rode the same 94.5-inch (2,400mm) wheelbase as the bigger 300SL (and the later W113 roadsters), but at 166.1 inches (4,220 mm) overall, it was 13.8 inches (350 mm) shorter than the 300SL roadster. Technical director Fritz Nallinger recommended the six-cylinder 190SL for production and assigned the car a new W127 chassis code, but the LARK AND SUPER LARK: THE LAST DAYS OF STUDEBAKER > ATE UP By 1963, Studebaker was already doomed, but its dynamic president, Sherwood Egbert, was not yet ready to admit defeat. Not only did he launch the sporty Avanti, he hired Andy Granatelli to develop a series of hot engines that transformed the humble compact Studebaker Lark into a ferocious — and unlikely — performance car.This is the story of the Lark and Super Lark. IN THE CONTINENTAL STYLE: THE 1961-1963 LINCOLN The 1960 Lincoln had been a whopping 227.2 inches (5,771 mm) long and 80.3 inches (2,040 mm) wide on a 131-inch (3,327mm) wheelbase. The 1961 Continental was a ‘mere’ 212.4 inches (5,395 mm) long and 78.6 inches (1,966 mm) wide on a 123-inch (3,124mm) wheelbase. Factory curb weight dropped by 326 lb (148 kg), although a Continental withair
SUBTLE SPORT: THE 1963-1971 MERCEDES W113 ROADSTERS > PAGE W113 production ended in March 1971, although the 280SL remained on sale for the rest of the model year — mainly in the U.S., where the new R107 350SL was not introduced until August. Total W113 production was a respectable 48,912 units, including 19,831 230SLs, 5,196 250SLs and 23,885 280SLs. The six-cylinder Jaguar E-type still outsold the ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy DAS BOATTAIL: THE 1971–1973 BUICK RIVIERA > ATE UP WITH MOTOR THE BIGGER BOATTAIL. As it finally emerged in the fall of 1970, the 1971 Buick Riviera was not only larger than intended, it was noticeably bigger than its predecessor. Overall length was up to 217.4 inches (5,522 mm), wheelbase to 122 inches (3,099 mm), and overallwidth from
DODGING THE ISSUE: DODGE'S 1966-1967 The 1966 Dodge Charger is 203.6 inches (5,171 mm) long on a 117-inch (2,972mm) wheelbase. Thanks to its new roof and its associated structural reinforcements, the Charger weighed about 175 pounds (80 kg) more than a comparably engined Dodge Coronet. With the 426 Hemi and TorqueFlite, the Charger’s curb weight was a hefty 4,160 pounds(1,887 kg).
THE DODGE THAT (ALMOST) ATE DETROIT: CHRYSLER'S DISASTROUS Chrysler responded by cobbling together a new full-size Dodge, the 1962 Dodge Custom 880, which went on sale in February 1962. It was contrived by combining the body of the Chrysler Newport (which the big Dodge line had previously shared) COUNTING TO TWELVE: THE PACKARD TWELVE AND TWIN SIX > ATE Packard sold 35,102 Twin Sixes in all, a remarkable total for such an expensive car. (List prices for the 1916 Twin Six had ranged from $2,750 to $4,800 with factory bodywork, roughly $55,000 to $100,000 in 2010 dollars.) The Twin Six also inspired, at least in part, the 12-cylinder “Liberty Engine” used in many Allied aircraft andtanks
CAMMER: THE PONTIAC OHC SIX > ATE UP WITH MOTOR Cammer: The Pontiac OHC Six. With all the furor surrounding Ford and Chevrolet’s new 300+ horsepower V6 Mustang and Camaro, you would think hot six-cylinder engines were a new idea, at least in America. Not so — in 1965, about a decade after the demise of the Hudson Hornet and its “Twin H-Power” straight six, Pontiac introduced a PLAN C: THE SHORT-LIVED SIX-CYLINDER MGC AND MGC GT > ATE Plan C: The Short-Lived Six-Cylinder MGC and MGC GT. Conceived as an afterthought, savaged by the press, and hastily discarded by its maker, this six-cylinder version of the ubiquitous MGB has become the MG that time forgot. This week, we take a look at the story behind the rare and much-maligned 1968-1969 MGC. ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART ONE Along with the lack of rear-independent suspension, it is a shame the MGB never received a 106+ hp 2.0-litre B-Series let alone a version of the 2.0-litre with Overhead-Cam (and possibly even fuel-injection) putting out 112-115+ hp, at least before the B-Series tooling was completely worn out. ALL THE WAY FROM A TO B: THE HISTORY OF THE MGB, PART TWO In October 1979, Alan Curtis, the chairman of Aston Martin Lagonda, assembled a group of businessmen in a last-ditch effort to save the B. They offered British Leyland £30 million (about $70 million) for the Abingdon plant, the MGB’s design and tooling, and the rights to use the MG name. Their plan was to give the B a quick facelift courtesy THE CROWN CORVAIR V-8 > ATE UP WITH MOTOR The V8 in its initial form displaced 265 cu. in. (4,344 cc) and made 162 gross horsepower (121 kW), 180 hp (134 kW) with the optional “power pack” (four-barrel carburetor and dual exhaust). It quickly proved highly susceptible to additional hopping up. In short, it was everything the aspiring hot rodder could ask for. FORWARD LOOKING: CHRYSLER'S EARLY FIFTIES TRANSFORMATION Forward Looking: Chrysler’s Early Fifties Transformation, Part 2. By 1954, Chrysler was on the ropes, losing money and market share at an alarming rate. Behind the scenes, however, the company was preparing for the first stage of a phoenix-like transformation. In the second part of our story, we discuss the 1955-1956 Chrysler Forward Look FISH STORY: THE PLYMOUTH BARRACUDA (PART ONE) > ATE UP Although the new Plymouth Barracuda still shared the basic A-body platform of the Valiant and Dart, all sheet metal was now unique. The new Barracuda was a few inches longer and wider than before: 192.8 inches (4,897 mm) long and 71.6 inches (1,819 DRESSED TO KILL: THE 1954 KAISER DARRIN > PAGE 5 OF 5 Howard Darrin continued to develop proposals for various automakers (including Willys Jeep and IKA) well into the 1960s, but as far as we know, none was produced in significant numbers. Nonetheless, Darrin remained one of America’s most lauded automotive designers and a frequent guest and judge at concours events. He died in 1982 at theage
KAISERS NEVER RETRENCH: THE HISTORY OF KAISER-FRAZER, PART When the Kaisers first appeared, it had only 100 hp (75 kW) — 112 hp (84 kW) with the optional dual-carb set-up, an extra $50. The best Kaiser ever got out of the normally aspirated engine was 118 hp (88 kW), although in 1954-1955, there was briefly a supercharged version with a claimed 140 hp (104 kW). Frazer said Henry lost his temper at Reopen Analytics Banner Ate Up With Motor uses Google Analytics to tell us how many visitors we get, where they come from, and how they use the site. If you're okay with that, click Accept/Enable; if not, click Disable Tracking. (You can change your mind later.) To learn more about the analytics service and your options for disabling it, see the "Online Tracking" section of the Privacy Policy. Disable TrackingAccept/Enable Minimize This SidebarFont Resize
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* Do Not Sell My Personal Information * Older Privacy Policy Revisions * (Archived) Privacy Policy for the Ate Up With Motor Facebook Page A THOUSAND REASONS WHY NOT: ON AUTOMOTIVE COUNTERFACTUALS__Aaron Severson
__October 23, 2020
__Editorials and Commentary__12 Comments
Many discussions of automotive history center around what historians call “counterfactuals”: trying to envision what might have happened if certain things had turned out differently than they did in actual fact. For automotive enthusiasts, this often boils down to a simple question: “Why didn’t they just … ?” The answers are often equally simple — and sometimes depressingly mundane. In this editorial, I’ll talk a little about the most common reasons enthusiasts’ favorite counterfactuals never came to pass, which also reveals some of the general lessons I’ve learned about the auto business through my years of doing Ate Up With Motor. Continue Reading A Thousand Reasons Why Not: On AutomotiveCounterfactuals
THE DEFUNCT FACEBOOK PAGE__Aaron Severson
__October 8, 2020
__Site News and Announcements__2 Comments
As some visitors are aware, I used to have an Ate Up With Motor Page on Facebook, which was deactivated when I closed my Facebook account for good in December 2018. I had thought that I retained an offline copy of all the data from the Page, but I recently discovered that I was mistaken, and in fact I actually retain very little of the content, comments, and messages from that Page. Since my account has long since been removed, it’s much too late for me to try to download that data again. How that happened is a long, dumb story, but THE BOTTOM LINE IS THAT IF YOU SENT ME MESSAGES THROUGH THE ATE UP WITH MOTOR PAGE ON FACEBOOK, LEFT COMMENTS OR POSTED ON THE PAGE, AND/OR SHARED MEDIA THERE, IT IS LIKELY THAT I NO LONGER RETAIN OR HAVE ACCESS TO THAT DATA. I retain a smattering of information in the form of old notification emails (and some bits and pieces of information that I saved or recorded separately for some specific reason, such as if someone provided research suggestions or article corrections), and I DO have an archive of comments and messages I sent or received directly (that is, as Aaron Severson rather than as Ate Up With Motor), but that’s about it. While people did sometimes share car photos and/or videos on the Ate Up With Motor Page, I made a point of NOT downloading offline copies of media from the Page unless the photographers had expressly authorized me to use their images on the Ate Up With Motor website (and I didn’t always get around to it even then, for which I’m now kicking myself). It seems likely that Facebook still retains at least some of that information — for instance, if you are a Facebook user and left comments on the Ate Up With Motor Page, the comments are probably still listed in your activity history. Questions about the extent to which Facebook may retain such data, or what options you may have for accessing or deleting it, should be directed to Facebook, as that is beyond my control. (I almost certainly lack the legal standing to compel Facebook to delete someone else’s data.) ETA: I have also discovered that the archive I’d made of the long-defunct Ate Up With Motor LiveJournal blog was no longer accessible. Again, I may retain certain related information in other forms (e.g., notification emails), but most of the data has now been deleted, and the blog itself was purged in 2014. I don’t know if LiveJournal retains information about comments or messages still-active users sent to blogs that have since been purged; I haven’t used that service in many years because I refuse to accept their current TOS, the only binding version of which is in Russian.UPDATE
__Aaron Severson
__February 17, 2020
__Site News and Announcements__7 Comments
Although I still don’t know what the future holds for me or Ate Up With Motor, I HAVE now renewed the domain registration for another year. Sometime in the next five weeks, I still need to renew the fictitious business name registration (which has to be done every five years and costs something in the vicinity of $40, including the fee to have the renewal form notarized) and shortly to renew the SSL certificate, but I have taken at least that step. SUGGESTIONS WELCOMED__Aaron Severson
__January 28, 2020
__Site News and Announcements__2 Comments
Among the various challenges Ate Up With Motor faces in the new year is that I need to find a different WordPress theme, as the one I’ve been using since 2020 is apparently no longer being updated. If anyone has any suggestions of non-premium WordPress themes that (a) would allow me to retain something close to the current layout, (b) are reasonably suitable for current mobile devices, and — crucially — (c) don’t rely on external resources like Google Hosted Libraries, I would be eager to hear them. (I won’t voluntarily use Google Fonts, but I’m particularly nervous about themes that rely on CDN-hosted scripts, which are harder to remove. Google Fonts can be replaced through a child theme style sheet if the theme’s structure isn’t too cumbersome — it’s notably easier in some themes than others — but switching scripts and icon sets from embedded to local resources can require recreating half of the damned theme, which is troublesome.) WHATEVER HAPPENED TO ATE UP WITH MOTOR?__Aaron Severson
__January 10, 2020
__Site News and Announcements__28 Comments
I imagine that some of you have been wondering, “Whatever happened to Ate Up With Motor? Is it dead or something?” If you are curious about this subject, you’ll find an explanation under the cut. Continue Reading Whatever Happened to Ate Up With Motor? TECHNICAL NOTE ON LINKS__Aaron Severson
__October 22, 2018
__Site News and Announcements__4 Comments
I just made another technical update that I’m hoping won’t breakanything.
Many of the links on the site are designed to open in a new browser tab or window. This is sometimes convenient, but can apparently be exploited for an obnoxious browser hijack unless you add a special attribute to the link (rel=”noopener”). I’ve attempted to add that throughout the site, which should not affect any normal function — _unless_ I made a syntax error somewhere, in which case there may be some broken links. If you find a link that doesn’t work or does something weird, please let me know! You can reach me through the Contact Form or by leaving a comment on the item where you found the bad link. Thanks for your patience.A NOTE ABOUT PHOTOS
__Aaron Severson
__June 8, 2018
__Site News and Announcements__Comments
I’ve just added a note to the Privacy Policythat bears some
explanation.
Ate Up With Motor has lots of photos. Most of them were taken in public places, sometimes by people other than me — at car shows, on the street, and so forth. Inevitably, some of those photos have people in the background. Now, generally, under U.S. law, this kind of editorial usage is not a big deal, since people in public places usually don’t have a “reasonable expectation of privacy”; otherwise, newspapers and news shows could never run crowd shots. However, under the EU’s new GDPR directive and associated local law, any recognizable image of a natural person may be considered personally identifying information, which becomes messy. The plain reality is this: I usually do not have any reasonable way to know the identities of people who may be visible in the backgrounds of photos (especially in big crowds), nor am I usually able to associate their images with any other information I might have about them. If you’re a regular visitor to Ate Up With Motor and you popped up in the background of some photo taken at a car show five years ago, I probably don’t know it! Also, while some photographers make an effort to obscure the faces of bystanders — I started doing this with my own photos about seven years ago — that isn’t always possible, or successful. (I’ve seen a number of photos where the photographer or editor overlooked the face of someone leaning out a window in the background or something like that.) If a photo isn’t mine, I may not have the right to modify it in that way, and even if I do, the original online source may still have the unmodified, un-obscured original. There’s not usually anything I can do aboutthat.
So, all I can reasonably do is note in the Privacy Policy that this is something that may occasionally happen, and ask that if you see yourself (or some information about you) in a photo and feel bothered by it, you contact me to discuss how best I can alleviate your concerns. Also, please understand that if you request your information under the GDPR, I probably don’t have any way to associate your comments or other data with the tiny figure in the background of a car show photo! A COMMENT ON COMMENTS__Aaron Severson
__May 25, 2018
__Site News and Announcements__Comments
While fussing with the Terms of Useto go along with
the GDPR stuff, I realized I should update the Comment Policy regarding changing or deleting comments. Normally, after you post a comment, WordPress gives you a window of 15 minutes in which you can edit or delete the comment. However, since I have comments moderated, these options generally aren’t available. So, if you have a previously published comment you’d like to change or remove, the simplest thing to do is to REPLY to it, asking me to change or delete it. Your reply goes into the moderation queue, so I will see the request and can easily figure out which comment you’retalking about.
If you ask for an edit rather than a deletion, just please try to be clear whether you want me to publish your reply or just change theoriginal comment.
PARDON OUR DUST
__Aaron Severson
__May 24, 2018
__Site News and Announcements__Comments
Throughout this week and perhaps for at least the next few days, you may encounter some odd stuff on Ate Up With Motor, such as different privacy notice banners. This is because I’m still trying to update things for greater compliance with the European GDPR rules taking effect on Friday. Unfortunately, there is no one plugin or tool that provides all the functionality I need, and many are in a rudimentary state as their developers scramble to get them working properly as half the world’s WordPress users have a simultaneous meltdown. Some of the work therefore involves a high level of technical complexity that is at the ragged limits of my understanding (if the phrase “function hooks” leaves you scratching your head, you’re not alone!). Some things I don’t know how to do, and entities to whom I’ve reached out with technical support questions are all swamped. I’m hoping that by next week, I’ll have it in some kind of workable order, but there’s an awful lot. My apologies for theinconvenience!
ETA: I also want to apologize for the “our privacy policy has changed” prompt screen that keeps coming up. One of the GDPR’s requirements is that if the policy changes in any substantive way (“substantive” meaning basically anything other than fixing a spelling or punctuation error), you MUST prompt users to review and consent to the policy again. This is well-meaning, but obviously can get very frustrating for visitors.FURTHER BUSINESS
__Aaron Severson
__May 20, 2018
__Site News and Announcements__Comments
I have been, and probably will for the next few days, fussing more with the Privacy Policy and Terms of Use as part of an ongoing effort to make this site more compliant with the imminent EU GDPR directive. Continue Reading Further BusinessA SHOCKING OMISSION
__Aaron Severson
__April 18, 2018
__Commentary
,
Editorials and Commentary__Comments
The other night, I was browsing through Brian Heiler’s Plaid Stallions website , as one does, and had a minor epiphany. When I wrote about the FWD GMC Motor Home a few years ago, I mentioned that it had been part of the Mattel Hot Wheels line for a while, but I neglected to mention that it had also been the basis for the _ne plus ultra_ of seventies girls’ toys: Mattel’s Barbie Star Traveler Motor Home. Blogger Laura Moncur has previously written about her Star Traveler toy and how it even tempted her to invest in the real thing.
Brian Heiler also noted a particularly obscure connection: Mattel used what were clearly the same molds as the Star Traveler for the Big JimSuper Car
,
part of another, now largely forgotten seventies toy line.PRIVACY UPDATE
__Aaron Severson
__April 11, 2018
__Site News and Announcements__Comments
I’ve updated the site Privacy Policyregarding Google
Analytics, which Google is now updating based on a new EU privacy law. The gist as I understand it is this: As of May 25, 2018, Google is introducing new data retention settings that determine how long Google Analytics will retain the data it gathers for the site. I’ve set it to automatically delete data after 26 months. I’ve also clarified that although Google Analytics has a User-ID tool that can attempt to identify a unique user across devices, I have deliberately never enabled that tool. I’ve now disabled the setting to include the Users metric in the analytics reports. (I’ve never looked at that tab in the reports, so I’m not entirely sure if it was even putting anything there with User-ID turned off.) To be candid, I am not comfortable with online tracking and analytics services except of the most rudimentary sort. I need to know aggregate data — e.g., how many people visited the site last month — and it’s often helpful for me to see where referral traffic is coming from, but I don’t consider it appropriate or ethical for websites to develop behavioral profiles of their users. I’m a writer, not an intelligence officer or a cop! If you have any questions about the policy or Ate Up With Motor’s use of analytics, please let me know via comment or the Contact Form . Also, if you have specific concerns or recommendations regarding Google Analytics settings (which I must confess are often at the ragged edge of my technical understanding), I am certainly open to suggestions.Page 1 of 1812 3
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RECENT POLICY UPDATES This website's Terms of Use and Privacy Policy are updated periodically. The effective dates of the current versions are:* TERMS OF USE :
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If the dates above are newer than the last version(s) you reviewed, please take a moment to have a look at the current version(s). Clicking on the dates shown above should jump directly to the "Recent Revisions" summary at the bottom of each page. FTC DISCLOSURE NOTICE Paid advertising and sponsored links on Ate Up With Motor will be identified with words such as "Sponsor," "Sponsors," "Sponsored Link(s)," "Sponsored Content," "Advertisement," "Advertisement(s)," or "Paid Promotion" (or by images or icons containing such words). In the event we receive any compensation or consideration for any other content on this site, the nature of that compensation will be disclosed as part of the applicable content and/or otherwise adjacent to it (typically on the final page of a multi-page article). Except as otherwise noted, all text and images are copyright © Aaron Severson dba Ate Up With Motor. Ate Up With Motor, its logo, and other associated icons and graphics are trademarks and/or service marks of Aaron Severson dba Ate Up With Motor. Other trade names, trademarks, and service marks are the property of their respective owners and are used here for purposes of identification, description, and/orcommentary.
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