「Value In A Supercar」を編集中

<br>Founded in 1903, Ford Motor Company skyrocketed from obscurity to dominate the American auto industry in less than 12 years. The foundation of this unparalleled success was the world's first mass-produced car: the cheap, simple Model T, whose lovable quirkiness was matched only by that of its creator, company founder Henry Ford. Henry's decision to abandon his treasured "Tin Lizzie" after 19 years and a staggering 15-million cars -- the last not very different from the first -- came almost too late, and his company lost a lot in money and goodwill during the long changeover to the belated new Model A. Ford built more than 1.1 million cars for 1930 -- almost twice as many as Chevrolet and more than 14 times as many as Plymouth. The 1930 Ford Model A received a number of changes that seem minor now but were major at the time. All models retained the "little Lincoln" styling crafted by Henry's artistic son Edsel (who was named Ford Motor Company president in 1919), but the fenders were lower and wider, the hoodline was higher, and stainless steel replaced nickel plate on the radiator and headlight shells.<br><br><br>Enhancing the lower look was a switch to balloon tires on smaller 19-inch wheels (replacing 21-inchers). Running changes made during the model year included a numerically higher steering ratio for less effort at the wheel, and standardization of vacuum-operated windshield wipers that had previously been an extra-cost accessory. As before, the Model A spanned a wide range of body types: coupes, sport coupes, roadsters, and cabriolets with or without rumble seat; "Tudor" and "Fordor" sedans; a surprisingly dignified Town Sedan; and a wood-body station wagon. Most could be had with Standard or DeLuxe trim, the latter typically featuring brighter colors and spiffier interiors. Prices ranged from just $435 for the basic two-seat roadster to $660 for the Town Sedan. There was also a very deluxe Town Car with canvas-covered formal roof. Not many sold at $1200 -- a mere 96 for the model year. Arriving in June was a $625 DeLuxe two-door phaeton, a jaunty five-seater with standard left-sidemount spare, chrome trunk rack, leather upholstery, and lower steering wheel and windshield.<br><br><br>Another new style, bowing in the autumn of 1930, was the Victoria coupe sporting a slanted windshield, soon to be commonplace throughout Detroit. Little visible change occurred for 1931 save a painted section atop the front of the radiator shell, which made identification easy. Chevrolet was still pushing hard, and Ford yielded the top spot in 1931 model-year volume, though only by some 4100 cars. Ford wouldn't top Chevy again until 1934 despite scoring a coup with America's first low-priced V-8. But it was delayed by the peculiar conditions Henry imposed on his engineers, so the Model A appeared with only four-cylinder power as an interim measure. Then came a revised four-cylinder car, the Model B. Both this and the new 1932 V-8 Model 18 shared evolutionary styling, a 106.5-inch wheelbase (up three inches from the A's), and the same broad body-style array. The big difference, of course, was under the hood. The V-8 was a tremendous bargain: Standard roadster, coupe, and phaeton all listed below $500.<br><br>Art ic᠎le w as created by G SA	Con᠎tent	Gen᠎erat or D em oversion!<br><br><br>Still, many buyers were wary, so Ford kept four-cylinder cars through 1934. That compared with 40/50 horsepower from the 200.5-cid Model A/B four. With a relatively sensational top speed of 78 mph, the peppy V-8 Ford caused a storm of public interest, garnering over 50,000 advance orders. Millions flocked to see it on its March 1932 unveiling. The old man kept a close watch over the V-8's development, badgering his engineers and telling them what to do. His perceived need for getting the engine to market as soon as possible left insufficient time for durability testing, so troubles surfaced early. Cylinder-head cracks and excessive oil burning were the most common, but some engine mounts worked loose and ignition problems cropped up. Though Ford replaced pistons by the thousands to ease owner worries, the engine difficulties hurt sales. But they'd be cleared up soon enough, and the V-8 became known as a reliable powerplant that could stand considerable "heating up." Hot rodders loved it.<br><br><br>Fords looked more flowing for 1933, reflecting Detroit's swing to streamlining. Edsel Ford had been an important force in Dearborn design for some time, and his tasteful new '33 Ford was universally applauded. The hood now extended back to the windshield, fenders were "skirted" and dipped low in front, sharp corners were rounded off, and rear-hinged doors appeared on closed models. Helping all this was a wheelbase lengthened to 112 inches (where it would remain through 1940) and a wheel diameter shrunk to 17. V-8 durability kept improving, and the frame was completely redesigned. With V-8 production at full strength, Ford's model-year volume rose by 100,000 cars -- impressive for difficult 1933, but not enough to beat Chevrolet. Still, the speedy Ford V-8 was attracting a legion of fans. Among them was no less than John Dillinger, who wrote Henry to praise the product -- an unsolicited testimonial from Public Enemy Number One. 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