V12 version of the Roadster.
not quite sure where that fits in the model lineup or year though
Seems they quit making the V12 in '39
Gable had at least 2 Model Js, with this Bohman and Schwartz-bodied car being one of them. Also, when his wife, Carole Lombard, died in the plane crash I mentioned earlier, a grief-stricken Gable gave instructions that this car, which was in Canada at the time, never be brought back to the US again during his lifetime, so that he would not have to see it again, since apparently the car had a great deal of importance to both him and Lombard.
Clark Gable's other Duesenberg Model J was his "hotrod" SSJ, one of only 2 such short-wheelbase, lightened models built, the other belonging to his friend and fellow enthusiast, Gary Cooper.
Gable with the JN roadster:
Gable's SSJ roadster on the left, and "Coop's" SSJ on the right:
Good picture of the 2 Duesy-buddies together; Gary Cooper on the left, Gable on the right. Legends driving legends:
Great shot of the two stars and their cars.
This Packard article coincides with the National Packard Museum Car Show in Ohio happening this weekend.
SALEM - History will roll into town on Friday, July 22.
As part of the 22nd Annual National Packard Museum Car Show this year the National Packard Museum has planned a stop on its annual celebration tour in Salem.
The NPM show runs from July 20-24 in Warren, the home of Packard.
This year's event is called "Packard for the People."
That orange roadster is a textbook example of what constitutes genuine Classic Era design. As someone who studies such things, it has long astounded me how automobile manufacturing, as a whole, internationally, seemed to absolutely LEAP, in just a few years' time, into this golden age of fine design. All the way throught the 1920s, automobiles had remained primitive looking and "spindly", retaining way too much of their horseless carriage-days design traits, with poor proportions, crude detailing on all but the most expensive cars, and an overall unappealing look of "a bunch of parts thrown together", at least IMO.
Then, in a flash, it seems everything began to change greatly. I'll even name the year...1928. Harley Earl was hired by GM to "style" (it was a brand-new term coined by Earl) the 1927 LaSalle, which he did, and created a whole new look for automobiles. The '27 LaSalle borrowed a few cues from current Hispano Suizas, but Earl took design to a new level of sophisticated proportioning, integrated elements, thoughtful detailing, and most importantly, a look that said "modern", even to our eyes almost 90 years later. Compare these two cars; one a typical "Roaring 20s" design, to the 1927 LaSalle. This was the turning point for automotive design to enter the Classic Era, of which the orange Packard above is so emblematic:
1926 Chrysler. A fine automobile, but it still looks "horse and buggy"-ish:
1927 LaSalle. Earl himself at the wheel. Notice the "sugar scoop" fenders, and the overall feeling of fully-evolved proportioning, along with the careful placement of the lighting elements, etc. This was the first car of the Classic Era, and it looks nearly as current as any car built years later. It left the horseless carriage era behind, and the rest of the industry followed suit.
Much appreciated, Larry.
Artfully described as to why I often "feel" the lines and style of a car works wonders but can't quite put my finger on the particulars as what it is that pulls it off so well.
You give me a chance to focus in on what is making the statement so well. And, of course, the life and times of people involved just make it all the mo' bettah.
Keep it up. And yes I know that you've described some of these elements in previous threads, but it's always nice to hear it stated in a fresh approach to the environment of that era.
Looks like St. John's is gearing up for next weekend.
Caroline Oberst, of Grosse Pointe Woods, left and Rebekah Decker, of Grand Rapids stand beside a 1969 Mercedes 280 SL during media preview of the Concours d' Elegance of America held at St. John's in Plymouth, Mich., on Tuesday, July 12, 2011
From the sublime to the just strange.The hood ornament of a 1931 Cadillac Fleetwood Sport Phaeton during media preview of the Concours d' Elegance of America held at St. John's in Plymouth, Mich., on Tuesday, July 12, 2011.
What the hell?
Sez it's a '55 Biscayne.... really? On what planet?Joe Bortz jumps the ropes to show the crowd details of his 1955 Chevrolet Biscayne at the Concours d'Elegance of America at Meadow Brook on the grounds of Meadow Brook Hall in Rochester, Sunday,July 25, 2010.
I mean somebody's got some explaining to do here. And yes, I'm pretty uneducated when it comes to some of these one off or concept/prototype cars
Joe Bortz collects prototypes, mostly salvaged from Warhoops scrap yard, where they were supposed to be crushed.
Garmin Is My Pilot.
I am confident you are wrong, but instead of illustrating why, I will just make disparaging remarks about your reading comprehension.
Dang, Barry. That was quick.
Faster than I could google Bortz and Biscayne
Joe Bortzs 1955 Chevrolet Biscayne
Motor Trend Classic readers know Joe Bortz. He’s the Chicago-based restaurant mogul and car collector who has been buying and restoring concept cars from the 1950s, ’60s and ’70s for nearly four decades. I’ve been fortunate enough to drive five of Bortz’s cars and write about them for Classic. His 1953 Buick Wildcat I and 1954 Pontiac Bonneville-Special GM Motorama cars were on the cover of Issue 5. His 1955 Chrysler Falcon, 1957 Chrysler Diablo and 1966 Duesenberg Model D, all Ghia-built Virgil Exner designs, were in this summer’s Issue 10.
All Motorama cars would have been crushed or drawn-and-quartered, if not for the crafty purveyors of Warhoops, the junkyard about 10 miles north of GM’s Tech Center, where the concepts — “dream cars” in ’50s vernacular — were to be destroyed.; All except the ’54 Bonneville; Bortz proudly calls the Pontiac the “most original” concept extant. It was titled to a GM employee after it made the showcar rounds, and Bortz bought it from that employee 30-some years ago.
The Buick Wildcat wasn’t so lucky. Bortz’s long-time car handler, Paul Peterlin, told me in 2006 that he could find only three of the car’s original roto-static hubcaps (they remain steady, the Buick logo stays upright as the wheels turn). A fabricator took two years to make the fourth out of a Weber grill cover.
That’s the way one- or two-off dream cars are restored. There are no parts cars, although many production pieces can be used. The Wildcat and Bonneville-Special are powered by production Buick and Pontiac engines, and the Chrysler Falcon and Dart have production Hemis.
Same with Bortz’s latest re-creation, the 1955 Chevrolet Biscayne. It was designed to show off Chevy’s new small block, and it’s now powered by a 265 cubic-inch V-8 from a vintage production car. Warhoops had to cut the Biscayne into three parts; the top and front clip were in separate pieces. Bortz’s son found the car at Warhoops in 1988. It wasn’t until GM sent original blueprints for the car in ’96 that Bortz had Hopperstad Custom of Belvidere, Illinois, begin restoration. They had to build a chassis for the fiberglass body, and add structure inside.
It looks great.
The Motorama Biscayne is far from the most handsome concept ever built. The bugeye headlamps point skyward when the hood is opened, of course, while the denture-like maw below it lacks the cuteness of the Austin-Healey Sprite that debuted three years later. The Biscayne’s side scallops hint at the ’56 Corvette’s, though they’re reversed and run from the front door back.
The 2+2 four-door hardtop (the ’55 Buicks and Oldsmobiles introduced this bodystyle, but Chevy wouldn’t get it until ’56) has frameless suicide doors, one particular area where Hopperstad had to add structure. While the Biscayne has a front-mounted V-8, its tail also hints at the 1960 Corvair.
Bortz showed the reconstructed, but unrestored Biscayne at the Pebble Beach Concours a couple of summers ago. Last weekend, he unveiled the fully restored, mint green-on-mint green Biscayne at the Concours d’Elegance of America, at Oakland, Michigan’s Meadow Brook. He called his display a “mini-Motorama,” featuring the Buick Wildcat I, Pontiac Bonneville-Special and 1953 Pontiac Parisienne.
Ed Welburn, the sixth and current GM design chief, was pretty excited to see the 55-year-old Chevy, and he showed his weakness for Buick, asking Bortz if he could sit in the Wildcat. Welburn is busy getting GM design in order. He’s made great strides with Buick by referring to its past — especially its early ’50s heyday — without going retro. The Chevy Cruze owes nothing, as far as I can see, to the Motorama Biscayne. Except, as analyst Jim Hall pointed out to me, this: it’s a semi-premium compact Chevy. There’s nothing in the Biscayne’s design that suggests the compacts Detroit would introduce in the following decade should be priced below full-size deluxe models.
Read more: http://blogs.motortrend.com/joe-bort...#ixzz1T2RlNBBH
Another shot from the preview for the St. John's show
It's a (gasp) Cord!
(but don't tell Larry.... heh.)
A 1937 Cord Beverly during media preview at the Concours d' Elegance of America held at St. John's in Plymouth, Mich., on Tuesday, July 12, 2011.
“I wasn't trying to wreck him, I just wanted to rattle his cage.”... Dale EarnhardtOriginally Posted by porridgehead