Posts Tagged Old Cars Weekly
1967 Iso Grifo
Posted by rariccardi in Old Cars Weekly on December 5, 2009
This is not your standard American classic by any means. In fact, it is only part American. Brian Earnest of Old Cars Weekly tells us the story of a rare and unusual 1967 Italian-built, Chevrolet-powered sports car.
1967 Iso Grifo
About 40 years ago, Marty Schorr had some money that was just burning a hole in his pocket. And he was bound and determined to buy himself a nice car with it, preferably a flavor that he didn’t see on the streets of New York every day.
He probably raised more than few eyebrows among his many car buddies when he went far off the beaten path and drove home one day in an Iso Grifo. For an all-American performance car kind of guy like Schorr, who was editor of “Hi-Performance CARS” magazine at the time, it was quite the roll of the dice.
The purchase turned out to be a good one, however, because Schorr is still the owner of that rare and unusual 1967 Italian-built, Chevrolet-powered sports car. Actually, calling the car rare and unusual would be a big understatement. After Schorr used his connections with the famed Baldwin Chevrolet dealership and Motion Performance Group on Long Island, he got his car turned into a 1-of-1 Baldwin-Motion Grifo.
It’s the only one of its kind — then or now — and it’s this week’s oldcarreport.com “Car of the Week.”
“At the time, I wanted one of two cars: a Ferrari 275 GTB4, or a Mercedes 300 SL Gullwing,” Schorr recalls. “I had a birthday coming up and I had decided to give myself a really nice present. I had actually accumulated about $10,000 and I wanted to buy a nice car, and at the time, you could buy about 2 1/2 new Corvettes for that!”
1967 IsoGrifo
Corvettes were too common for Schorr’s tastes at the time, but he had reservations about buying a Ferrari or Mercedes, too. “The problem was my background was all American [car] and all the speed shops that I dealt were all American … None of them know how to service a Gullwing or a Ferrari, which would have meant I would have had to go to a dealer, and there weren’t many around.”
Ironically, Schorr would go on to launch “VETTE” magazine in 1975 after working for various automotive publications, and also serving as a well-known marketing honcho for Baldwin-Motion. When it came time to pull the trigger on a new performance car in 1969, however, fate steered him away from the Corvettes.
“I worked for an automotive magazine [CARS] and I was contacted to do a story on an Iso Grifo with a big block in it,” Schorr said. “So I went out to this guy’s house, and he had a silver Grifo. It wasn’t a real 427 car. It had been converted in New York … But anyway, he gave me the keys to the car, and told me to ‘Take it for a drive, photograph it, do whatever you want.’
“I just couldn’t believe how fast the car was, how it handled, how it braked. It did everything right, and it had this incredible quality. It was just an amazing car.”
Grifo-rear
The Grifo Schorr drove and wrote about had a 427-cubic inch, 435-horsepower swapped in for the 327 that was standard. The owner had brought the car into Motion Peformance for service and dyno-tuning, and it was an impressive beast, with a silver paint job and custom aluminum hood modified to make room for the tri-power 427.
Immediately, Schorr began thinking a Grifo might be the perfect birthday present to give himself. And as luck would have it, there was a car waiting for a new owner not far away.
“The guy said, ‘Well, I know there’s a small block one for sale at a dealership. Turns out there was a Grifo at Konner Chevrolet in Paramus, New Jersey. It was for sale. The Grifo had been built for Mrs. Konner, the dealer’s wife, but she was unhappy with it because it didn’t have air-conditioning, a radio and was a four-speed. She didn’t want it, but they left it in the service area hoping she’d come to like it.
Iso bw
Schorr’s car is parked fourth from right in front of the Motion
Performance shop. At the far right is the big-block Grifo that
inspired Schorr to buy his own Iso Grifo.“It was a brand new car. It had break-in miles on it, had dealer plates and original MSO. The Bertone block-off plate on the dashboard where the radio goes was never even taken off.”
Schorr decided to make an offer on the maroon sports car, but his initial negotiations didn’t go well.
“The sticker price of those cars was over $14,000, and the dealer invoice price was about $10,000,” Schorr said with a chuckle. “Well, I knew the market was not good on these cars at the time, so I offered $5,000 in cash, and he proceeded to throw me out of the building!
“I came back the next day and offered $7,500, which he accepted, but then I had to tell him I didn’t want to buy it from him. I wanted Konner to transfer it to Baldwin Chevrolet so I could put it through as a Baldwin-Motion car.”
Schorr managed to pull off the dealer swap and got to buy his Grifo from Baldwin. It was delivered to Motion Performance and treated to a host of performance upgrades, including dyno-tuning by Joel Rosen, new Holley 650-cfm four-barrel carburetor and Edelbrock aluminum intake.
Grifo-transplant
A new LT1 crate engine replaced the factory 327.
Schorr drove the car for about 3,000 miles with the 327/340 Corvette engine still in it, but was never a fan of the marriage between the car’s engine and rear gearing. The factory solid-lifter 327 delivered about 340 horses, so power wasn’t the problem, it was more an issue of how the car was geared that gave him grief.
“The Grifo was really a car that had the wrong combination ( close-ratio Muncie T-10 four-speed and limited-slip 3.07 rear) for driving in the United States,” he said. “It had a great setup for driving in Europe at the time … The car would have been perfect for driving on the Autostrada or Autobahn. I actually used my car to drive to work in Manhatten a couple of days a week, and it was awful. I was shifting so much … but the car was so nice, that I didn’t complain.”
Then things really got interesting for the Grifo, again, thanks to Schorr’s industry connections. Over drinks one night, Schorr, Motion Performance supercar builder Joel Rosen and Zora Arkus-Duntov — the Godfather of the Corvette — were discussing the new 1970 LT1 engine that Chevrolet was ready to introduce in the Corvette. Schorr related the issues he was having with the drivability of his Grifo, and “before I knew it, there was a crate at Motion for me from Zora with a new LT1 in it!”
The new Corvette small-block motor went straight into Grifo, along with a new milder hydraulic lifter camshaft and carryover Edelbrock manifold and small Holley quad. All original Iso engine dressing was retained. At that point, Schorr finally had the unique, hi-po head turner that he had been imagining.
Grifo-tag
The underhood tag identifies the Grifo as a Motion Peformance car.
“It’s the perfect power train because I have lot of low end, and I could cruise at any legal to over 100 mph speeds I wanted all day,” he said. “It has huge four-wheel disc brakes. It is a very beautiful, fast and safe GT car … And the LT1 is a great, great engine. It has the forged steel crankshaft and rods, forged aluminum pistons and big port heads … It is really a great bullet-proof engine. Nowadays it’s difficult to feed it because it has an 11-to-1 compression ratio. I use 100 octane unleaded that you can get at the pumps in Florida. I’d like to use 105 or 110 leaded, but you have to pump that into a can.”
Schorr’s car is unique on many fronts, including the obvious: It is the only Baldwin-Motion Grifo ever built. Even if had never gotten the Motion treatment, however, the car would still be noteworthy.
Only 412 of the slippery Italian coupes were produced worldwide between 1965 and 1974. “I’m the only person in the country who has had one from new,” Schorr said. “And it’s the only Baldwin-Motion [Grifo].”
The two-passenger steel-bodied (aluminum hood) fastbacks had some visual similarities between both the Ferraris and Corvettes of the time, with a low profile, lots of glass and refined, leather interiors. The Grifos were swift, and handled and braked with the best cars on the road.
Schorr’s car is No. 046 — one of the first 50 Grifos built, meaning it was coachbuilt using Berone-produced body panels. “It was essentially a hand-built car. You can take my car apart and tell it’s handbuilt ,” Schorr said. After the initial 50 cars were shipped, production switched over to a more typical assembly-line format at the Rivolta factory in Milano, Italy.
After getting the Motion treatment on his Grifo, Schorr had only one complaint remaining – the paint job. He wasn’t satisfied that the paint didn’t match the quality of of the rest of the car, so he had well-known funny car painter “Buffalo Bob” Gerdes at Circus Automotive in New Jersey spray the car a maroon pearl and candy with subtle gold flake underneath.
“He painted the car in 1972 and it’s the same paint that’s on the car now,” Schorr said. “When the sun hits it just right, you see all this gold flake, but it’s very fine.”
The problem with the paint job, now, according to Schorr, is that it is next to impossible to touch up. He’s managed to have some minor paint repair done to the car after he dinged the back end in his garage a while back, but Schorr tries to baby the paint as much as he can.
“I’m a little gun shy of leaving it in parking lots and stuff,” he said. “It really can’t be touched up. The whole thing would have to be repainted, and that would be very expensive on a car like this.”
Not to say that Schorr treats his car like a trailer queen. He drives it around his adopted hometown of Sarasota, Fl. During the winter months, and he makes occasional appearances at shows, where it wins its share of awards as an unrestored original.
“I take it out locally, but it doesn’t have air-conditioning, so summer in Florida is not real conducive [to driving it],” he said. “I’ll drive it a little bit, show it at a couple of shows … I manage a car guy lunch group [Sarasota Café Racers], and I’ll take it to a couple lunches. I get a lot of pleasure out of short drives with it.“I just have a certain mentality — I tend not to sell things. I just like to hang onto stuff, and with this car, it’s become part of my family. And the fact that you don’t see one — it’s just an unusual car, and I think it’s one of the most beautiful cars, even today.
“It’s 42 years old, and it’s still a stunning car.”
1965 Mustang GT
Posted by rariccardi in Featured, Old Cars Weekly on August 2, 2009
The great folks at Old Cars Weeklyhave done it again. Take a look at this 1965 Mustang GT
1965 Mustang GT
Though it was far from the fastest car of the ’60s, the Mustang GT played a big role in building enthusiasm for muscle cars and rarely gets full credit for its contribution to muscle car history. As Car Life magazine put it, “Ford started a round-up of its state-of-the-Total-Performance art to produce the Mustang GT.” But before getting into the go-fast details, let’s review Mustang history a bit.
It is not often that a car comes along and gets to create its own market segment, but that is what happened when Ford introduced the Mustang sporty compact on April 17, 1964. Mustang initiated the all-new “pony car” segment, and the market for the cars was large and long lasting.
There is argument among purists over whether the Mustangs produced prior to September 1964 are 1964 1/2 or 1965 models. However, when it comes to the interesting and collectible GT equipment group, there can be no question, as it was introduced for the first anniversary of the Mustang’s introduction on April 17, 1965.
1965 Mustang GT
The Mustang had already become a desirable commodity. Its standard equipment included bucket seats. It had the immediately popular long hood, short deck look. At first it came as a sport coupe (two-door hardtop) and a sporty-looking convertible. In the fall of 1964, a fastback model called the 2+2 was added to the lineup. From the outset, the options list was important in marketing the Mustang. Buyers could add lots of appearance and convenience extras, plus some bolt-on high-performance hardware. However, being based on the low-priced compact Falcon, there was some room for improvement in the go-fast department.
Combining available mechanical features with new visual pieces made the GT package a fairly thorough upgrade. First, the buyer had to order an optional V-8 engine, which at the time included the 225-hp Challenger Special 289 at $157, or the high-performance 271-hp/289-cid engine for $430.
1965 Mustang GT interior
The GT option included quick-ratio steering, disc front brakes, chromed dual exhaust tips that exited through the rear valance panel, a new grille bar with fog lights built in and GT instrumentation—which replaced the Falcon-based instrument panel with five round dials. Throw in GT badging and lower body striping and you had a bargain for around $150.
Although the exact number of Mustangs built with GT equipment is not available, they had a massive following and the installation rate for this option increased even more when Ford later released the appearance items separately for dealer installation.
1965 Mustang GT trunk
Production Figures
Mustang GT Production figures
1965 Mustang GT engine
ENGINES
BASE V-8: Overhead valve. Cast-iron block. Displacement: 289 cid. Bore and stroke: 4.00 x 2.87 inches. Compression ratio: 9.0:1. Brake hp: 210 at 4400 rpm. Torque: 300 at 2800 rpm. Five main bearings. Hydraulic valve lifters. Carburetor: Four-barrel. Code A.
OPTIONAL HI-PO V-8 (K-CODE): Overhead valve. Cast-iron block. Displacement: 289 cid. Bore and stroke: 4.00 x 2.87 inches. Compression ratio: 10.50:1. Brake hp: 271 at 6000 rpm. Torque: 312 at 3400 rpm. Five main bearings. Solid valve lifters. Carburetor: Four-barrel. Code K.
OPTIONS
Accent group for hardtop and convertible ($27.70). Accent group for fastback ($14.20). Heavy-duty battery ($7.60). Front disc brakes for V-8s, requires power brakes ($58.00). Full-length console ($51.50). Console for use with air conditioning ($32.20) Equa-Lock limited-slip differential ($42.50). California-type closed emissions system ($5.30). Challenger four-barrel 225-hp V-8 ($162). Challenger 271-hp high-performance V-8 including Special Handling Package and 6.95 x 14 nylon tires ($442.60). Emergency flashers ($19.60). Tinted glass with banded windshield ($30.90). Tinted-banded windshield glass ($21.55). Back-up lights ($10.70). Rocker panel moldings, except fastback coupe ($16.10). Power brakes ($43.20). Power steering ($86.30). Power convertible top ($54.10). Push-button radio with antenna ($58.50). Rally-Pac instrumentation with clock and tachometer ($70.80). Deluxe retractable front seat safety belts ($7.55). Special Handling package, with 225-hp V-8s ($31.30). Padded sun visors ($5.70). Cruise-O-Matic transmission, with 225-hp V-8 ($189.60). Four-speed manual transmission with V-8 ($188). Vinyl roof, on two-door hardtop only ($75.80). Visibility group, includes remote-control outside rearview mirror; day/nite inside rearview mirror, two-speed electric wipers and windshield washers ($36). Wheel covers with knock-off hubs ($18.20). Fourteen-inch wire wheel covers ($45.80). Fourteen-inch styled steel wheels ($122.30). MagicAire heater delete ($32.20 credit). Front seat belts delete ($11.00 credit). 6.95 x 14 4-ply white sidewall tires, except with K code V-8 ($33.90). 6.95 x 14 4-ply black sidewall nylon tires, except with K code V-8 ($15.80). 6.95 x 14 4-ply red band tires, except with K code V-8 ($49.60). 6.95 x 14 4-ply white sidewall tires with K code V-8 (no charge). 6.95 x 14 4-ply black sidewall nylon tires with K code V-8 (no charge).
1965 Mustang GT black interior
COLLECTOR PRICING
1965 Mustang GT
Hardtop
No. 1 condition: $33,150
No. 2: $23,205
No. 3: $14,925
No. 4: $6,630
Convertible
No. 1 condition: $49.400
No. 2: $34,500
No. 3: $22,230
No. 4: $9,880
Fastback
No. 1 condition: $50,700
No. 2: $35,490
No. 3: $22,815
No. 4: $10,140
NOTE: Add 30 percent for hi-performance engine.
The 1958 Oldsmobile 98 J-2
Posted by rariccardi in Featured, Old Cars Weekly on June 28, 2009
From the great folks at Old Cars Weeklyhave done it again. Take a look at this 1958 Oldsmobile 98 J-2.
1958 Olds 98 Holiday hardtop
Oldsmobile’s 1958 models were powered by its Rocket V-8 that rightfully holds a position of tremendous stature in American performance history.
Introduced in 1949 with a displacement of 303.7 cubic inches and 135 horsepower, the Rocket grew to 324 cid in 1954 and to 374 by 1958. All 1958 engines had a 10.0:1 compression ration, up .5 from 1957. New conical valve springs were also used. Whereas the standard Olds 88 engine was rated at 365 hp @ 4400 rpm and 390 lbs-ft. of torque at 2800 rpm. It was fitted with a four-barrel Rochester carburetor and dual exhausts. The ultimate power option for 1958, the J-2 package, consisted of triple two-barrel Rochester carburetors. It’s power ratings were 312 hp @ 4600 rpm and 415 lbs.-ft. of torque at 2800. Except for the carburetors, all Oldsmobile engines were identical for 1958. Their compression ratio was 10.0:1 and an identical cam was used throughout the line.
1958 Olds 98 four-door sedan
The center carburetor on the J-2 was very similar to that used on the standard Golden Rocket 88 engine. The outer carburetors were connected by a progressive linkage, and a driver who used the J-2 with some discretion would enjoy fuel consumption figures comparable to those of the less-powerful 88 engine with the added feature of having considerably more power on tap when needed.
Both 88 models were available with a three-speed manual transmission. Most Olds buyers, however, opted for the Jetaway Hydra-Matic, which was standard on the 98. The four-speed automatic transmission had been introduced in 1956.
Although sometimes dismissed as just another chrome-laden late-‘50s American car, the Oldsmobile 98 was a surprisingly good-handling vehicle. Hot Roc magazine, which had some knowledgeable road racers on its staff, noted after testing a Super 88 in its July 1958 issue that “we … honestly believe that the 88 or Super 88 will hold its own with any current stock American car on mountain roads or highway curves… A stiff set of shocks and most of the so-called foreign sports cars would never know which way they went.” Perhaps Oldsmobile wasn’t too far off the track by calling its 1958 styling “The Mobile Look.”
1958 Olds 98 convertible coupe
Of course, the Olds 98 was a big road machine with a 126-inch wheelbase and overall lengthy of 216.5 inches. Its body shell was GM’s B-series, which was also used by the small Buick models.
Straight line performance of the 98 with the J-2 engine comes as a shock to many who heaped ridicule on Olds for its 41 lbs. of chrome trim. Motor Trend, in March 1958, reported a 0 to 60 mph time for its 98 test car of 8.6 seconds. The quarter-mile required 17.1 seconds @ 88 mph.
The 98 convertible wasn’t Oldsmobile’s most popular model for 1958, with a total output of only 4,504 units, but Olds was the top seller in its class and the 98 convertible was one of its crown jewels.
PRODUCTION CHART
(SUPER 88/98 SERIES) V-8. Cast-iron block. Overhead valve. Bore and stroke: 4 x 3-11/16 inches. Displacement: 371 cid. Hydraulic valve lifters. Compression ratio: 10.0:l. Brake hp: 305 at 4600 rpm. Torque: 410 Ibs-ft at 2800 rpm. Carburetor: Quadra-Jet four-barrel.
1958 Olds 98 convertible coupe
CHASSIS FEATURES
Wheelbase: 216.7 inches. Front tread: 59 inches. Rear tread: 58 inches. OPTIONS: Jetaway Hydra-Maticdrive. Heaterldefroster. Power steering. Power brakes. Deluxe radio. Electric antenna. Rear radio speaker. Super Deluxe signal seeking radio. Trans-Portable radio. Windshield washer. Back-up lights. E-ZEye tinted glass. Cadet sun visor. Electric clock. Air conditioning. Autronic eye. Power seat. Seat belts. Power windows. New-Matic air suspension. Dealer kit to convert air suspension back to standard suspension. All 1958 Oldsmobiles were powered by a Rocket V-8 engine. The 265-hp version was standard on Dynamic Eighty-Eights; the 305-hp engine was optional on any Dynamic Eighty- Eight, standard on all other models. A triple carbureted J-2 engine option could be ordered on any other 1958 Olds. It boosted power to 312 hp. Other engine options were a heavy-duty air cleaner and a heavy-duty crankcase ventilation system. A three-speed manual transmission was standard on cars in the Eighty-Eight and Super Eighty-Eight series. The Jetaway Hydra-Matic was standard on all Ninety-Eights, optional on all other models.
HISTORICAL FOOTNOTES
Factory announcements took place Oct. 30,1957, and the 1958 models were introduced Nov. 8, 1957. Model year production totaled 296,374 units for a seven percent market share. Calendar year sales of 310,795 cars were recorded, for a fourth place in the sales race. J.F. Wolfram was the chief executive officer of the division. Oldsmobile was solidly established as the sales leader in the medium-price class of the U.S. auto market. Its calendar year output included 13,705 convertibles, 63,259 two-door hardtops, 95,577 four-door hardtops and 13,265 station wagons. The four-millionth Hydra-Matic was built on April 8. 1958. Some Oldsmobile options and accessories with low installation rates included: air suspension (6.1 percent); limited slip differential (2.3 percent); air conditioning (1 2.5 percent); power windows (1 7.7 percent) and power seat (19.5 percent).
COLLECTOR VALUES
1958 Olds 98
Two-door convertible
No. 1 condition: $88,000
No. 2: $61,600
No. 3: $39,600
No. 4: $17,600
Two-door Holiday hardtop
No. 1 condition: $30,000
No. 2: $21,000
No. 3: $13,500
No. 4: $6,000
Four-door Holiday hardtop
No. 1 condition: $27,000
No. 2: $18,900
No. 3: $12,150
No. 4: $5,400
Four-door sedan
No. 1 condition: $21,000
No. 2: $14,700
No. 3: $9,450
No. 4: $4,200
CLICK HERE to return to the Car of the Week index.
1956 Pontiac Chieftain & Star Chief
Posted by rariccardi in Featured, Old Cars Weekly on June 21, 2009
From the great folks at Old Cars Weekly have done it again. Take a look at this 1956 Pontiac Chieftain.
1956 Pontiac Cheiftan
With a new engineering group headed by E.M. “Pete” Estes and John Z. Delorian, a new line of cars with true performance potential was developed for Pontiac in 1956. To highlight a move into a competition and factory acing program, and “extra horsepower” engine option with dual four-barrel carburetors, dual exhausts and a full-race camshaft rated at 285 hp was crafted by staff motor engineer Malcom R. “Mac” McKellar. It was released in mid-1956 and became the first in a series of so-called NASCAR and Super-Duty Pontiac V-8s.
New Pontiac styling for 1956 featured combination bumper grilles with enclosed circular parking lights and round, bomb-type bumper guards. All models had reversed, vertically radiused slash accent moldings and “sweepspear” body rub trim. On Chieftains, the slash accents had a constant width. There were reflectorized oval embossments on the rear fenders with gull-wing and circle medallions on the deck lid.
Special level Chieftain 860s lacked upper left moldings, wore small hubcaps and had plain taillight rings. Delux level Chieftain 870 models — except station wagons — had visored taillight rings, full wheel discs and upper beltline trim. The two-door Custom Safari was continued as a Star Chief on the Chieftain chassis, now with the base four-barrel Star Chief engine. An 860 Catalina two-door was new, as were 860 and 870 models except that a slight taper gave thise a fuller appearance. Catalinas and convertibles had wide fluted lower rear fender extensions. The Custom Catalina sedan had stainless steel windo surround moldings and all Custom Star Chiefs used hooded taillight rings.
1956 Star Chief Convertible
Work on a V-8 engine for Pontiac had beun as early as 1949, when Sister marques Oldsmobile and Cadillac dropped their high-compression overhead valve V-8 blockbusters on the automotive world. But it was 1955, in the thick of the V-8 wars, before the new Pontiac engine hit the market and, when it di, sales took an immediate jump to 554,000 vehicles in the model year.
A new era started for Pontiac when Semon E. “Bunkie” Knudson took over the reins as general manager. He proceeded, without fanfair, to make over the rather staid Pontiac image.
1956 Chieftain Wagon
Production of 1956 models started o Oct. 3, 1955 and the cars were introduced on Oct. 21. Calendar year output was 332,268 cars. Model year production totaled 405,730 cars as Pontiac remained the sixth-largest American automaker. On Aug. 3, 1956, the 6 millionth Pontiac was built. The 1956 Star Chief Custom Safari two-door station is recognized as a “Milestone Car” by the Milestone Car Society. The 227-hp 1956 Star Chief four-door sedan was good for 0 to 6-0 mph in 11.4 seconds and 18.1-second quarter-miles.
Both the Star Chiefs and Chieftains came with 316-cid V-8s. The Chieftain carried a Rochester two-barrel carburetor and made 205 hp with the Hydra-Matic transmission. The Star Chiefs had a four-barrel carburetor an made 227 hp with the Hydra-Matic attached. Dual exhausts were standard on everything except the Chieftain 860 wagons.
1956 Star Chief Catalina two-door hardtop
In March 1956, an “extra horsepower” V-8 was released. It also displaced 317 cid, but came with 10.0:1 compression heads, dual four-barrel Rochester carburetors (part no. 7009820) and additional high-performance components. The output of this engine was rated 285 hp at 5100 rpm.
Production figures
Production notes
— 184,232 Chieftain 860s were built.
— 24,117 Chieftain 860s had synchromesh and 160,115 had Hydra-Matic.
— 93,872 Chieftain 870s (or Super Chiefs) were built.
— 3,289 Chieftain 870s had synchromesh and 90,583 had Hydra-Matic.
—10 Custom Safaris had synchromesh and 4,032 had Hydra-Matic.
— 123,584 Series 28 Star Chiefs were built.
— 440 had synchromesh and 123,144 had Hydra-Matic.
— 301 vehicles converted into professional vehicles.
Popular options
Power brakes ($38). Power windows ($97). Power steering ($108). Six-Way power seat ($93). Radios ($90 or $118). Seat belts ($11 per passenger). Air-conditioning ($431). Hydra-Matic attachments were now considered “standard,” but cost extra. The D-56 Dual-Range type ($188) was used in Chieftains in both the 860 and 870 sub-series. A new Strato-Flight Hydra-Matic ($205) was employed in two-door Star Chief Custom Safaris and all Series 28 models. A three-speed synchromesh gearbox with column-mounted shift was the base price transmission. Standard rear axle gear ratios were as follows: (synchromesh) 3.64:1; (Hydra-Matic) 3.23:1. Additional ratios were also available. Dual exhausts were optional on all Pontiacs except the Chieftain 860 three-seat station wagon (not available) and cars with “extra hp” V-8s (standard). Four-barrel carburetion was optional for Chieftain 860 and 870 models
Engines
Chieftain synchromesh: V-8: Overhead valves. Cast-iron block. Displacement: 316.6 cid. Bore & stroke: 3.94 x 3.25 in. Compression Ratio: 7.9:1. Brake horsepower: 192 at 4400 rpm. Five main bearings. Hydraulic valve lifters. Carburetor: Rochester 2GC two-barrel with black tag number 8696. The two-door Custom Safari came standard with a Star Chief four-barrel V-8.
Chieftain Hydra-Matic: V-8: Overhead valves. Cast-iron block. Displacement: 316.6 cid. Bore & stroke: 3.94 x 3.25 in. Compression Ratio: 8.9:1. Brake horsepower: 205 at 4800 rpm. Five main bearings. Hydraulic valve lifters. Carburetor: Rochester 2GC two-barrel with brass tag number 8695. The two-door Custom Safari came standard with a Star Chief four-barrel V-8.
Star Chief synchromesh: V-8: Overhead valve. Cast-iron block. Displacement: 316.6 cid. Bore & stroke: 3.94 x 3.25 in. Compression ratio: 7.9:1. Brake horsepower: 216 at 4800 rpm. Five main bearings. Hydraulic valve lifters. Carburetor: Rochester 4GC four-barrel with black tag number 7900. Some cars were also equipped with Carter WCFB model 2364S four-barrels.
Star Chief: Hydra-Matic V-8. Overhead valve. Cast-iron block. Displacement: 316.6 cid. Bore & stroke: 3.94 x 3.25 in. Compression ratio: 8.9:1. Brake horsepower: 227 at 4800 rpm. Five main bearings. Hydraulic valve lifters. Carburetor: Rochester 4GC four-barrel with brass tag number 8697. Some cars were also equipped with Carter WCFB model 2364S four-barrels.
Pontiac Ad 1956
Collector values
1956 Chieftain 860
Four-door sedan
No. 1 condition 16,000
No. 2 11,200
No. 3 7,200
No. 4 3,200
Four-door hardtop
No. 1 condition: 17,000
No. 2: 11,900
No. 3: 7,650
No. 4: 3,400
Two-door sedan
No. 1 condition: 16,100
No. 2 11,270
No. 3: 7,250
No. 4: 3,220
Two-door hardtop
No. 1 condition: 26,000
No. 2: 18,200
No. 3: 11,700
No. 4: 5,200
Two-door station wagon
No. 1 condition: 20,000
No. 2: 14,000
No. 3: 9,000
No. 4: 4,000
Four-door station wagon
No. 1 condition: 19,500
No. 2: 13,650
No. 3: 8,780
No. 4: 3,900
1956 Chieftain 870
Four-door sedan
No. 1 condition: 16,300
No. 2: 11,410
No. 3: 7,340
No. 4: 3,260
Four-door hardtop
No. 1 condition: 18,000
No. 2: 12,600
No. 3: 8,100
No. 4: 3,600
Two-door hardtop
No. 1 condition: 27,000
No. 2: 18,900
No. 3: 12,150
No. 4: 5,400
Four-door station wagon
No. 1 condition: 28,000
No. 2: 19,600
No. 3: 12,600
No. 4: 5,600
Star Chief Custom Safari
Two-door station wagon
No. 1 condition: 58,000
No. 2: 40,600
No. 3: 26,100
No. 4: 11,600
Star Chief
Four-door sedan
No. 1 condition: 17,000
No. 2: 11,900
No. 3: 7,650
No. 4: 3,400
Two-door convertible
No. 1 condition: 72,500
No. 2: 50,750
No. 3 32,630
No. 4: 14,500
Star Chief Custom Catalina
Four-door hardtop
No. 1 condition: 20,000
No. 2: 14,000
No. 3: 9,000
No. 4: 4,000
Two-door hardtop
No. 1 condition: 30,000
No. 2: 21,000
No. 3: 13,500
No. 4: 6,000
Pontiac Ad 1956
Car of the Week: 1946 Ford Super Deluxe ‘Woodie’
Posted by rariccardi in Kustoms on June 7, 2009
From the great folks at Old Cars Weekly have done it again. Take a look at this ’46 Ford.
1946 Ford Super Deluxe ‘Woodie’
The “woodie” wagon, while offered with a great many different nameplates over the years, is perhaps most closely associated with the Ford, and with good reason. For simply built more of them than anyone else.
All 1946 Fords were, in essence, restyled 1942 models utilizing the same drivetrain as the prewar models. The grille was restyled with horizontal bars on the outside of the rectangular opening, instead of the flush-mounted grille of the 1942 models. The remainder of the body was virtually the same as the prewar version.
The Deluxe series was the base trim level for 1946, and included rubber moldings around all the window openings, a horn button instead of a ring, one interior sun visor and armrests only on the driver’s door.
1946 Ford Super Deluxe ‘Woodie’
Total Deluxe series output was 94,870 vehicles. In addition, there were 84 chassis produced with closed drive front end and two chassis produced with open drive front end. Ford does not indicate the number of each model produced with sixes apart from V-8s. Therefore, all figures quoted from the factory show total production of each body style, including both types of engines.
The Super Deluxe Series was cream of the Ford crop. It was the top trim level for 1946 and included chrome moldings around all windows, a horn ring, two interior sun visors, armrests on all doors, passenger assist straps on the interior “B” pillars for easier rear seat egress, horizontal chrome trim on the body and leather interior in the convertible models.
The “woodie” wagon, while offered with a great many different nameplates over the years, is perhaps most closely associated with the Ford, and with good reason. Ford simply built more of them than anyone else.
1946 Ford Super Deluxe ‘Woodie’
The only truly new model for 1946 appeared in the Super Deluxe line. It was called the Super Deluxe Convertible Sport Coupe, or Sportsman. The Sportsman was a two-door convertible that featured a wood body along the lines of the station wagon. The wood-bodied station wagons had already been produced in various marques for a number of years, but non-wagons were fairly new. Chrysler had its Town & Country, Nash produced a Suburban wood-trimmed sedan, wood appliqué kits were available for some models of Chevrolet, and even Mercury had its own Sportsman, which was a companion car to the Ford version.
Total Super Deluxe Series output was 372,43 vehicles. In addition, there were 26 chassis produced with closed drive front end, three chassis produced with open drive font end, and eight chassis-only produced. As with the Deluxe series, Ford does not indicate the number of each model produced with sixes or V-8s, so all figures quoted here also show total production of each body style, with both types of engines, except in the case of the convertibles, which came only with V-8 power.
1946 Ford Super Deluxe ‘Woodie’
Important Spec’s
1946 Super Deluxe Station Wagon
Model No. 69A
Body/Style No.: 78B
Length: 198.2 inches
Wheelbase: 114 inches
Weight: Station Wagon 3,490 lbs.
Engine: L-head V-8, eight-cylinder
Displacement: 239 cid
Horsepower: 100 @ 3,800 rpm
Bore & Stroke: 3.19 x 3.75
Compression ratio: 6.8:1
Electrical system: 6-volt
Tire size: 6.00 x 16
Transmission: Three-speed manual
Price: $1,553
Production total: 16.960 (including both V-8 and six-cylinder models
Engines:
SIX-CYLINDER: L-head. Cast iron block. Displacement: 226 cid. Bore and stroke: 3.30 x 4.40 inches. Compression ratio: 6.8:1. Brake hp: 90 at 3300 rpm. Carburetor: Holley single-barrel Model 847F. Four main bearings.
V-8: L-head. Cast iron block. Displacement: 239 cid. Bore and stroke: 3.19 x 3.75 inches. Compression ratio: 6.6:1. Brake hp: 100 at 3800 rpm. Carburetor: Holley two-barrel Model 94. Three main bearings.
Popular options
Radio, heather, spotlights, exteriors mirrors, grille guard, bumper wings, exterior sun visor, white sidewall tires, fender skirts, wheel trim rings, exhaust deflector
1946 Ford Super Deluxe ‘Woodie’
Collectibility
Whether seeing one brings back memories of the West Coast surfing culture or just elicits an admiration for craftsmanship well done in a mass-produced environment, “woodies,” are a desirable segment of collectible automobile within the old car hobby. Ford had been producing its own wood-bodied wagons in its Iron Mountain, Michigan, assembly facility for many years, so when World War II ended, the automaker was ready to resume woodie production in a big way.
Offered exclusively in the Super Deluxe line, the ’46 woodie wagon found 16,960 eager buyers. Today, the survivors are few as the wood-based bodies succumbed to the elements at a much higher rate than their steel-bodied counterparts. In this demand-outstrips-supply-scenario, a ’46 Ford woodie commands mid-five figures in solid condition.
Collector Pricing
1946 Super Deluxe Four-Door Station Wagon
No. 1 condition: $53,000
No. 2: $37,100
No. 3: $23,850
No. 4: $10,600