BMW 507, 1955

BMW 507, 1955

 

The BMW 507 was a roadster produced by BMW from 1956 to 1959. It is thought by many to be one of the most beautiful automobiles ever produced.

Development
The BMW 507 was the brainchild of BMW importer Max Hoffman, who in 1954 persuaded the BMW management to produce a roadster version of the BMW 502 that could compete with Jaguar and Mercedes-Benz sports cars. Hoffman pushed for designer Count Albrecht von Goertz, who also designed the contemporary BMW 503, as the designer, over existing designs by Ernst Loof, whose sketches Hoffman felt were not commercially viable. Goertz was hired by BMW in November 1954. BMW engineer Fritz Friedler was assigned to design the mechanical package, using existing components wherever possible.

The 507 made its debut at the Frankfurt Auto Show in September 1955. Production began in November 1956. Max Hoffman intended the 507 to sell for about $5,000 U.S., which he believed would allow a production run of 5,000 units a year. Instead, high production costs pushed the cost in Germany to DM 26,500, driving the U.S. price initially to $9,000 and ultimately $10,500.

Intended to revive BMW's sporting image, the 507 instead took BMW to the edge of bankruptcy -- the company's losses for 1959 were DM 15 million. The company lost money on each 507 built, and production was terminated early in 1959. Only 252 were built, plus two prototypes. Fortunately for the company, an infusion of capital from Herbert Quandt and the launch of new, cheaper models (the BMW 700, Isetta and eventually the 'New Class' 1500) helped the company recover.

The 507 prototype remains a milestone model for its attractive styling, which attracted some famous buyers. American icon Elvis Presley, then with the US Army in Germany, was the most noteworthy 507 purchaser, buying a white colored model in 1959 for US$3,500, a fortune at the time.

Design
The 507 shared the frame of the 503, shortened from 2835 mm (111.6 in) to 2479 mm (97.6 in). Overall length was 4835 mm (172.6 in), and overall height was a low 1257 mm (49.5 in). Curb weight was about 1,485 kg (2,835 lb). The body was hand-formed of aluminum, and no two models were exactly the same.

Front suspension was parallel double wishbones, with torsion bar springs and an anti-roll bar. Rear suspension had a live axle, also sprung by torsion bars, and located by a Panhard rod and a central, transverse A-arm to control acceleration and braking forces. Brakes were Alfin drum brakes of 284.5 mm (11.2 in) diameter, and power brakes were optional. Late-model 507s had front disc brakes.

The engine was the aluminum alloy BMW OHV V-8, of 3.2 L (195.8 in³) displacement, with pushrod-operated overhead valves. It had two Solex Zenith 32NDIX two-barrel carburetors. It rated 150 hp (111.9 kW) DIN, with 160 hp (119.4 kW) optional. It was mated to a four-speed manual transmission with various rear-end ratios optional. It was capable of 0-60 mph (0-96 km/h) in about 10 seconds, with a top speed of about 125 mph (200 km/h) depending on gearing.

Jeep M-38, 1955

Jeep M-38, 1955

Jeep M-38, 1955

Jeep Dispatcher, 1955

Jeep Dispatcher, 1955

Jeep Dispatcher, 1955

Jeep CJ-5, 1955

Jeep CJ-5, 1955

 

 

In 1955, Kaiser introduced the CJ-5, based on the 1951 Korean War M-38A1, with its rounded front-fender design. It was slightly larger than the Jeep CJ-3B, as it featured an increased wheelbase and overall length. Improvements in engines, axles, transmissions and seating comfort made the CJ-5 an ideal vehicle for the public's growing interest in off-road vehicles.

The Jeep CJ-5 featured softer styling lines, including rounded body contours. A long-wheelbase model was introduced and was known as CJ-6. Apart from a longer wheelbase, the CJ-6 was almost identical to the CJ-5. Jeep also introduced a forward-control cab-over-engine variation to the CJ line in 1956.

The Jeep CJ-5 had the longest production run of any Jeep vehicle, from 1954 to 1984. In the 16 years of Kaiser ownership, manufacturing plants were established in 30 countries, and Jeep vehicles were marketed in more than 150 countries.

In 1965, a new "Dauntless" V-6 engine was introduced as an option on both the 81-inch wheelbase Jeep CJ-5 and 101-inch wheelbase CJ-6. The 155-horsepower engine almost doubled the horsepower of the standard four-cylinder engine. It was the first time a Jeep CJ could be equipped with a V-6.

Buick Jay Lenos Roadmaster, 1955

Buick Jay Lenos Roadmaster, 1955

 

 

The origins of the Roadmaster name date to 1936 when Buick renamed its entire model line-up to celebrate the engineering improvements and design advancements over their 1935 models. Buick's Series 40 model range became the Special, the Buick Century took the place of the Series 60 and the Series 90 — Buick's largest and most luxurious vehicles — became the Limited. Buick's Series 80 became the Roadmaster.

Roadmasters produced between 1936 and 1958 were built on Buick's longest wheelbase and shared its basic structure with senior Oldsmobiles. Between 1946 and 1957, the Roadmaster was Buick's premium and best appointed model, and was offered in sedan, coupe, convertible and station wagon bodystyles between 1936 and 1948. In 1949 a hardtop coupe, designated "Riviera" joined the model line up; a four-door hardtop joined the model range in 1956.

The 1953 Buick Roadmaster station wagon, Model 79-R, was the last wood-bodied station wagon mass-produced in the United States. Its body was a product of Iona Manufacturing which built all Buick station wagon bodies between 1946 and 1964. Priced at US$4,031, the wagon was second in price to the Buick Skylark. Only 670 of these final woody wagons were produced for 1953.

In 1959 Buick again introduced a model range that represented a significant shift in its body design, and the Roadmaster name was replaced by the Electra name.

Bentley S1, 1955

Bentley S1, 1955

The Bentley S1 was a luxury car produced by Bentley Motors Limited from 1955 through 1959. It marked Bentley parent, Rolls-Royce, reducing the differences between their Bentley and Roll-Royce models, with the S1 differing only in its radiator design and badging from the Rolls-Royce Silver Cloud I.

The models shared the 4.9 L (4887 cc/298 in³) straight-6 engine, with this being the last vehicle to use this engine. The bore was 95.25 mm (3.7 in) and the stroke was 114.3 mm (4.5 in). Twin SU carburetors were fitted, with upgraded models from 1957. A 4-speed automatic transmission was standard, with a 4-speed manual available as an option. Two wheelbases were produced: 123 in (3124 mm) and, from 1957, 127 in (3226 mm).

A somewhat sportier coachbuilt-only S1 Continental was introduced six months later.

Production
S1: 3072 (145 with coachbuilt bodies)
S1 long wheelbase: 35 (12 with coachbuilt bodies)
S1 Continental: 431

Jaguar XK140, 1955

Jaguar XK140, 1955

The Jaguar XK140 is a sports car manufactured by Jaguar between 1954 and 1957, the successor to Jaguar's highly successful XK120. Upgrades included better brakes, rack and pinion steering, increased suspension travel and modern tube type shock absorbers instead of the older lever arm design.

The Jaguar XK140 was introduced in late 1954 and sold as a 1955 model. The primary visual change was the more substantial front and rear bumpers, with large overriders. Another new feature was modern flashing turn signals, operated by a separate switch on the dash. The twin amber lights positioned above the front bumper helped to distinguish the XK140 - until XK120 owners started installing the same equipment.

Front grille size stayed the same but became a one piece cast unit with fewer, thicker vertical slats. The Jaguar badge was fitted to the grille itself, rather than being mounted between the grille and hood/bonnet as on the XK120. A chrome trim strip extended back over the bonnet and at the rear continued down the centre of the boot (trunk) lid, where it contained a red shield with the words 'Winner Le Mans 1951-3' inscribed in gold.

The interior was improved for taller drivers with an addition of 3 inches (76 mm) of legroom, as a result of relocating the engine, firewall and dash forward. The new arrangement left no room for the XK120 battery compartment, and the single battery was now located low down inside the wing on the inlet side, making it almost impossible to replace.

The Jaguar XK140 continued to feature the famous Jaguar XK engine with the Special Equipment modifications from the XK120 as standard, increasing the specified power by 10 bhp to 190 bhp (142 kW) gross at 5500 rpm. The special C-Type cylinder head was also carried through from the XK120 catalogue as an option, specified at 210 bhp (157 kW) gross at 5750 rpm.

A car fitted with the C-type cylinder head, 2-inch sandcast H8 carburettors, heavier front torsion bars and twin exhaust pipes was known in the UK as an XK140 SE. In North America it was popularly called an XK-140 MC.

In 1956, the XK140 was the first Jaguar sports car to be offered with an automatic transmission. As with the XK120, the availability of wire wheels and dual exhausts were options although most cars imported into the United States had wire wheels. Cars with disc wheels continued to be offered with fender skirts (spats) closing the rear wheel arch.

The Jaguar XK140 was available in three body styles. The OTS (Open Two Seater) roadster had a light canvas top assembly that when lowered fitted behind the seats and thus completely disappeared inside the body. The interior of the OTS was trimmed in leather and leatherette, including the dash. Like the XK120 Roadster, the Jaguar XK140 OTS had removable canvas and plastic side curtains on light alloy doors, and either a long or short tonneau cover to keep the cockpit dry with the top down.

As well as real wind-up windows, the DHC (Drop Head Coupe) had a permanently-mounted padded soft top that when lowered sat above and outside the body of the car. it also had a fixed windscreen (unlike the removable windscreen of the OTS). The DHC had a very elegant walnut-veneered dash and door cappings, as did the FHC (Fixed Head Coupe). As a gesture to practicality, a jump seat was added to both coupe models. The FHC's windscreen was mounted further forward, giving it considerably more interior space than the DHC.