History We ALL Love a DARE! PIX of TRULY Extinct Makes?

Building still exists, this is my town. Supposedly they incorporated planning to build automobiles as well.
a prototype was rumored to have been built, but no evidence.
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Ellis Button bought the 'old steam sawmill lot' in Gasport in November of 1906. This became the home of Gasport Motor Company. In June, 1910 the company was incorporated with four stockholders: Ellis S. Button and his wife Mary, George W. Day and his wife Frances. According to incorporation papers, Gasport Motor Company was formed for 'the manufacture, buying, and selling of gasoline engines, hydraulic machinery, and self-propelled vehicles.' Even before the company became incorporated, New York State had made it known that the Barge Canal would be expanded and that property along the canal would be appropriated. A photograph dated August 4, 1909 shows a small building on the canal and identifies it as belonging to Gasport Motor Company. The back of the photograph is stamped 'Appropriations'. The expansion of the canal by sixteen feet took the small building, but did not endanger the large building of Gasport Motor Company. Perhaps the company was already in financial trouble or perhaps Button and Day had had enough of building powered boats. At any rate, on December 11, 1911 Gasport Motor Company went into U. S. District Court, petitioning to be adjudicated a voluntary bankruptcy. Two months later, the principals of the company deeded over the 'steam sawmill lot' to Gasport Motor Company which, the next day, deeded the land and buildings over to a new owner who purchased the property at a court-ordered bankruptcy auction. Another deed conveyed .29 acre of the defunct company's land to the People of the State of New York, for canal expansion.

The buildings are still in existence today. Sometime later in their life, they were used by Friend Manufacturing Company. The photograph accompanying this article shows a building with Gasport Motor Company signs still in evidence, but with several sprayers parked out front. The gas engine sitting behind the pole is recognizable as a Friend engine. The photograph appears to have been taken about 1920.
Whereas Friend Manufacturing Company is approaching its one hundredth year anniversary and still going strong, Gasport Motor Company appears, at most, to have commenced operations sometime in 1907 and ended operations officially in early 1912. Probably, Gasport Motor Company's active life stretched only from 1907 to 1911. No hard information has been found yet to pin down actual dates of manufacture or numbers of engines built. How many Gamo engines were made? How many still exist? What did their launches look like? These are all questions whose answers would be of great interest to me. Perhaps someone can contribute more to this brief history of Gasport's 'other' engine maker.

 

Not many of these around,'cause they couldn't SELL many!

The Kaiser and Frazer Traveler was based on the over-used four-door body
to give dealers something new to get buyers into showrooms. The deluxe
Vagabond version could be had for $200 more than the base-price Traveler.



1949 Kaiser Traveler/Vagabond "hatchback." Photo courtesy of flickr from Yahoo!


Kaiser-Frazer promotional illustration courtesy of Allpar
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Swi, QUINBY seems to have been a victim of its own identity crisis. They couldn't decide WHAT they wanted to BE !!!

 

Swi, without even a photo of the elusive prototype, sounds as the Gasport automobile falls into that ULTRA-scarce categotry of NEVER-WUZ !!!

 

I saw eight(?) of these at the Orphan Show in Ypsilanti Mich about 6 a few years ago. 26 built - 21 survive

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HUDSON ITALIA

1954 Hudson Italia


</TD></TR></TBODY></TABLE><TABLE border=1 cellSpacing=20 cellPadding=5 width="90%" align=center><TBODY><TR vAlign=top><TD align=left>[FONT=CG Times, New Times Roman,Times]In 1952, the Hudson Motor Car Company was in the throes of their biggest postwar gamble, the Hudson jet. Their chief styling designer, Frank Spring, had been given this assignment. Mr. Spring had left Murphy body for Hudson in the 30's and had been instrumental in winning the company the styling award for 1948 with their famous unibody "Step Down" design which contemporary auto makers all have adopted. Because of financial restraints along with top management's outmoded policies, Mr. Spring's original design was so altered that the final outcome was boxy and Mr. Spring had left Murphy body for Hudson in the 30's and had been instrumental in winning the company the styling award for 1948 with their famous unibody "Step Down" design which contemporary auto makers all have adopted. Because of financial restraints along with top management's outmoded policies, Mr. Spring's original design was so altered that the final outcome was boxy and homely. [/FONT]
[FONT=CG Times, New Times Roman,Times] The main competition to Nash's Rambler in the compact market was doomed from the start, eventually leading to Hudson's financial demise in 1954. Mr. Spring was so upset at what had been done to his design that serious consideration was given to his departure from the company. In order to placate him the decision was made to allow him to "play" with a design for an Experimental Sports Car. The company also intended to test public reaction to some rather radical styling concepts that might be used later in the decade. [/FONT]
[FONT=CG Times, New Times Roman,Times] Frank worked closely with Carlo Felice Bianchi Anderloni, chief designer of Touring Body Works of Milan, Italy. Using the Jet chassis, they had the all-aluminum prototype finished and ready to display at dealerships across the country by late 1953.The public was enthusiastic about the car, and permission was soon given to build a second experimental car on a full sized Hornet chassis. The design was similar, but the proportions never seeme suited to 4 doors and the bigger size. Soon after, Hudson commissioned Touring to build what is believed to have been 50 of the smaller cars, then dubbed the "Super Jet", and sent the needed components over to Italy. [/FONT]
[FONT=CG Times, New Times Roman,Times] [/FONT]



</TD><TD align=left>[FONT=CG Times, New Times Roman,Times]The first run of cars consisted of 10 units. Small changes were made in the first several cars, but by serial # IT 10003 the cars remained consistent and all carried their new name, Hudson Italia. [/FONT]

[FONT=CG Times, New Times Roman,Times]Bankruptcy and subsequent merger with Nash ended H.M.C.'S commitment to Touring. Any further dealings would have to be made by Touring with the newly formed American Motors. A.M.C. sent letters to all its Hudson dealers announcing that it would take pre-paid orders from customers for the cars remaining in Italy. A deadline was set. Unfortunately, in those days, nobody wanted what was perceived as a loser. When an auto company went broke, their remaining cars depreciated at an alarming rate. Since the Italia was virtually a 1953 Hudson Jet mechanically, and it commanded a price of more than a Cadillac, orders were almost nonexistent by that deadline, and A.M.C. only committed to have another 15 Italias built. [/FONT]
[FONT=CG Times, New Times Roman,Times] Most of these were sold to the more eccentric customers who lived in the So. Calif. area. Amazingly, of the 26 that were built, 21 have been found to date. It is interesting to note that all but one of the missing 5 are in serial numbers 5 through 10. The two in this group that have surfaced are both in Europe, leading speculation that these 6 cars were never delivered to America. It could have had something to do with Hudson's bankruptcy. [/FONT]
[FONT=CG Times, New Times Roman,Times] The Italia was truly one of the most uniquely designed American sports cars produced during the '50s, which is no doubt why so many survived. [/FONT]

[FONT=CG Times, New Times Roman,Times][FONT=CG Times, New Times Roman,Times]</B>FREDERICK J. ROTH[/FONT]
[FONT=CG Times, New Times Roman,Times]Copyright June 2003[/FONT]
[/FONT]


</TD></TR><TR align=middle HALIGN="CENTER"><TD colSpan=2 align=middle> [FONT=CG Times, New Times Roman,Times]This picture was taken in Italy in 1953. This Italia had just been rolled out of the factory shown in the backgrand. Note that the whitewalls are not yet clean. [/FONT]



</TD></TR><TR align=middle HALIGN="CENTER"><TD colSpan=2 align=middle> [FONT=CG Times, New Times Roman,Times]The Italia that never was. As far as a convertible model for the Italia got was exactly that, a convertible model. The unusual design would have no doubt had serious leaking problems. The model pictured has never surfaced and is presumed scrapped [/FONT]



</TD></TR><TR align=middle HALIGN="CENTER"><TD colSpan=2 align=middle> [FONT=CG Times, New Times Roman,Times]This is another factory photo of six Italias lined up awaiting shipment to the U.S. Since only 26 were built over a three year period, this is undoubtedly the largest assemblage of Italias ever.

​

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Swi, the Gasport doesn't even APPEAR on Wiki's HUGE list, nor on the Mother of All Auto Lists mentioned by HJManiac.

So, that's one EXTINCT/never-was puppy!!!

 

I figure, even if we veer off topic a bit, it's good education for the younger generation that's just learning a lot of this stuff. Not, that were not still learning too.

Al, you sure have some GREAT pictures in your collection. Got my Christmas present form heaven yesterday. Dad had ordered and paid for Josh Malks book Cord Complete pre-publication. Too bad, he never got to see it but then for all I know, he could be reading it over my shoulder. Sure is a work of art. If you can spare the money, the book is well worth it. Very expensive.

http://www.cordcomplete.com/book.html

 

Success of the 1954 Hudson Italia

<!-- dtl_id=468162 //-->The success of the 1954 Hudson Italia was mixed. The first 1954 Hudson Italia made the rounds of the major automobile shows in the U.S., and some of the European salons as well. In January 1954, it was exhibited at the International Sports Car Show.

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Though the Italia had originally been envisioned as using the Hudson Hornet 308-cid engine, it received the Jet's 202-cid L-head six with Twin H-Power.
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AMC later claimed in a press release that more than 5,000,000 people saw the Italia on exhibit. The evidence indicates, however, that -- for whatever reason -- it failed to generate as much excitement as its builders had anticipated.

Motor Trend Magazine mentioned the Italia in its November 1953 Spotlight on Detroit column, calling it "a possible new version of the Jet in future years."

MT said that "it's capable of taking the 160 or 170 bhp Hornet engine. The Italia will do well over 100 mph. It has never been extended, but with the proper gearing, it should be capable of doing close to 120, considerably higher with the Hornet engine."

Earlier, on September 23, 1953, Norman VanDerzee, Hudson's vice-president for sales, issued a letter to Hudson dealers announcing the Italia, along with an order form for those interested in ordering one.

Response was lukewarm, partly because the $4,800 price was a stiff one by 1953 standards (a Cadillac Sixty-Two Coupe de Ville started at $3,995), and evidently only 18 or 19 firm orders resulted from the offer. Reportedly, some dealers were disappointed that the Hornet engine hadn't been used.

Nevertheless, in early December 1953 an agreement was made with Carrozzeria Touring, calling for 25 more Jets to be shipped to Italy, there to be reincarnated as Italias. The cost to Hudson of the conversion was $2,300 per car.

Then, on August 12, 1954, it was announced that the Italia was in limited production. The bulletin went on to declare that "orders from dealers far exceed planned production of the Italia." To call that statement a gross exaggeration is to put the matter politely. It would be more accurate to describe it as a flat untruth.

"Production" Italias differed from the prototype in only a few respects. Overdrive, for example, was omitted, the instrument panel was different, and combination leather-and-vinyl upholstery was used.

The trunk was accessible only from inside the car, an inconvenient arrangement, though the large luggage platform behind the seats, complete with straps to hold cargo in place, mitigated that somewhat. So did lockable storage compartments on either side of the platform.

 

Production of the 1954 Hudson Italia

<!-- dtl_id=468158 //-->Thanks in part to its recessed floors, which had been a feature of Hudson's original Step-Down design, the 1954 Hudson Italia stood nearly nine inches lower than the Hudson Jet from which it was derived. Let's consider more details of the production of the 1954 Hudson Italia.
Styling features included a one-piece, wraparound windshield with vertical "A" pillars. "Jet stacks" -- three ersatz exhaust pipes -- emerged from each rear fender.


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The Italia sported triple exhausts on both sides.
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Sometimes derisively known as "organ pipes," the chrome-plated tubes appear somewhat gimmicky by modern standards, but at least they served the practical purpose of housing the tail, stop, and back-up lights. And no one could deny that they attracted a lot of attention.

Doors were cut deeply into the roof in the interest of easy entry and egress. Frank Spring had first used this device at Murphy's, back in 1931, on the prototype Peerless Sixteen. One might have expected occupants to get drenched when the doors were opened during a rainstorm, but such was not the case because gutters effectively drained the water away.

Other features of the Italia included the familiar Hudson triangle, appearing this time in inverted form on the front bumper. Air scoops above the headlamps directed cooling air to the front brake drums. Rear drums received similar treatment, thanks to intakes built into the leading edge of the rear fenders.

Meanwhile, flow-through ventilation provided occupants with a constant supply of fresh air, entering through a cowl vent and exiting via dual slots above the rear window. Sporty chrome wire wheels were supplied by Carlo Borrani.

The Italia was finished, appropriately, in Italian Cream, and its interior incorporated some more of Spring's advanced thinking, including a non-reflecting dash finished in red. Bright red Italian deep-pile carpeting covered the floor, while individual "anatomical" seats for the driver and passenger were upholstered in red-and-white leather.

The reclining backrests were made up of two contoured bolsters, one for the shoulders, one for the lower back.

The foam rubber for bolsters and squab was supplied in three different densities for maximum comfort. Even seatbelts were standard issue. This was a very advanced idea in mid-1953, when the prototype Italia was built.

Unfortunately, however, the belts were anchored to the seat itself, rather than to the frame, which meant -- as author Mike Lamm has observed -- that "about all they're good for is to hold up your pants."

Mechanically, of course, the Italia was pure Hudson Jet. The engine was a flathead six, with an unusual 1.58:1 stroke/bore ratio. The long-stroke design was admittedly anachronistic, particularly at a time when most manufacturers were adopting the over-square configuration.

But as editor John Bond pointed out, it enabled Hudson to use a higher compression ratio than would otherwise have been feasible with the L-head layout.

Equipped with "Twin H-Power" -- a high-compression (8.0:1) cylinder head and two single-barrel downdraft carburetors -- the engine was rated at 114 horsepower. This actually provided the Italia with a slightly better power-to-weight ratio than the fabled Hudson Hornet. The prototype's transmission was a three-speed, column-mounted manual with overdrive.

 

HJ, great Hudson Italia pix, man. It was a
"worthy" design exercise, I think, but about 3-4
years too late to help.

BUT I HAVE ALWAY FELT THE REAL TRAGIC MISTAKE WAS
THE POORLY STYLED HUDSON JET!!! Not to insult the
memory of one of my all-time FAVE makes, but Hudson's Jet
was an insult to the buying public! I like a lot of orphans,
but YUCK to the Jet.

Sure as the Little Custom killed Ned Jordan's company, the
bad gamble that was the Jet submarined Hudson. In its two
model years, the Jet sold only about 35,000 units, in part
because start-up costs prevented the Jet from under-selling
better-dressed Chevys, Fords and Plymouths -- and the
Rambler whose success the Jet sought to emulate. Due to
Jet development costs, Hudson directly suffered $14 million
in losses in '53 and '54 and was headed for an $18 million loss
for 1954 alone!

If ONLY the money invested in the Jet gamble had instead
been put toward developing an OHV V-8 !!

But, though the jet was WELL MADE and HANDLED WELL, it was
the design-by-committee styling that turned so many consumers
off. Actually, medling with the original NICE design proposed
probably could not have been worse if Hudson directors had
asked K.T. Keller to design it for them!

Now, here's a question: Anybody in HAMBland have a photo of
a factory mule, or at least the original artist's concept drawing,
for how the Jet SHOULD have looked???



The Jet was saddled with ugly-duckling looks, though it had
begun life as a swan on the artist's drawing boards.

 

Thanks Jim, that was a great idea for my dad for Christmas - I just ordered it. I figured out a while ago that collecting pictures is way cheaper then collecting the actual cars. My best stuff has to do with prewar MB and is really OT to the hamb.

While we are at it, I think there is a thread some where on Hamb on recommended books - you should post that.

 

1949-1953 Kaiser Traveler and Vagabond

What upstart Kaiser needed was a full line of cars, including a station wagon. What it had was a single four-door sedan body. What it got -- the 1949-1953 Kaiser Traveler and Vagabond -- was about as much as could be expected under the circumstances.

The official explanation goes like this: One day in July 1948, Kaiser-Frazer general manager Edgar F. Kaiser, ensconced in Willow Run, Michigan, receives a call from his father, Henry, the chairman of the board, in Oakland, California. "Come on out. I've got an idea," says Henry. The idea is the 1949 Kaiser Traveler, which looks like a sedan but has a folding rear seat and a gaping double hatch in the back that swallows everything from a coffin to a pup tent.

Edgar and his vice president for engineering, Dean Hammond, fly immediately to Oakland, where Henry announces that he and his wife are fed up with the station wagon at their retreat on Lake Tahoe. It rattles. It squeaks. It's a brute to drive. The wood body needs regular maintenance by a carpenter. The rear seat has to be unbolted and wrestled out to make any kind of cargo room.

"We can improve on this," Henry declares, marching them to a garage packed with products of his postwar wonder company, the leading independent and -- though a long way behind the "Big Three" -- the fourth-largest car producer.

Drawing lines in the dust on the nearest Kaiser, Henry illustrates his idea: a utility vehicle in the shape of a conventional sedan. "Why not cut a door in the rear and divide it halfway down the trunklid," he asks. "Then hinge it here and here, find some way of folding down the rear seat, invent a license plate mount that can flip up or down under the lower lid. . . ." The result is the Traveler and its deluxe cousin, the Vagabond.


The Traveler was an attempt to create a utility vehicle using a sedan body.

That's the official version, dutifully delivered in a 1975 Kaiser-Frazer book and, as a result, in every article on the cars for more than a quarter century. However, another theory claims that the Traveler and Vagabond originated not in the restless mind of Henry J. Kaiser, but on the drawing boards of his engineers, most likely under chief body engineer Ralph Isbrandt, who was looking for something - anything -- to sell besides conventional four-door sedans.

Through 1950, every new model Kaiser-Frazer produced was conjured up by body engineers from sedan shells. The derivations included not only the Traveler/Vagabond but also the Kaiser Virginian four-door "hardtop" and the Kaiser and Frazer four-door "convertibles."

They were not true examples of their types; their sedan origins meant that their side-window frames were fixed, separated by little glass panels where the sedan B-pillar used to be. Until Isbrandt took measures, they shook and jiggled with merry abandon, because cutting off the roof cost a lot of stiffness. The Traveler was more solid, because it retained the B-pillar and a steel roof.

Dissatisfied with the prosaic notion that the Traveler was created by mere engineers, Kaiser's public relations department came up with the story of Henry's flash of inspiration. After all, they'd been promoting the West Coast sand-and-gravel tycoon for years, promising that once he turned his mind to automobiles, Henry would literally reinvent the car. The story fit, and in those trusting days was never challenged. It played well and has been playing ever since.

1949. 1950, 1951, 1952, 1953 Kaiser Traveler and Vagabond Marketing <!-- dtl_id=464132 //--> Efforts in 1949-1953 Kaiser Traveler and Vagabond Marketing saw the company resort to some of the earliest examples of photo illustration. Until then, auto ads relied on artwork, which could be exaggerated to show cars that looked a lot sleeker than they really were -- along with scaled-down people to maximize the appearance of interiors.

With the Traveler, the precise involvement of human and machine was deemed important enough to illustrate with life-size people and real cars. Volkswagen advertising is widely hailed as a pioneer in this direction, but instead of VW's advertising agency, Doyle, Dane Bernbach, the credit for this innovation goes to Kaiser-Frazer's agency, Swaney, Drake and Bement.
waney, Drake and Bement.


A Deluxe Traveler replaced the Vagabond for 1951.
The utility cars could also be had in
Kaiser’s new two-door body.

Another unique Traveler publicity campaign involved Walter Winchell's nightly radio news program, which Kaiser-Frazer began sponsoring in late 1948. On the eve of announcement of the Traveler, and at specific dates thereafter, Winchell would come on with his usual "Good evening Mr. and Mrs. America and all the ships at sea -- let's go to press." Following headlines on the Truman Doctrine, the Greek and Chinese civil wars, the Berlin crisis, and the national poultry convention, Winchell would pause and say, "Listen -- is that your doorbell ringing?"

While the celebrated commentator launched into a spiel on the merits of the automaker, every Kaiser-Frazer salesman was supposed to have selected his target, synchronized his watch on Winchell, driven out in a demonstrator, and rung the prospect's doorbell exactly at the correct time.

It is not recorded how many doorbells rang or what percentage of prospects were so enthralled by the synchronized attack that they immediately order a Traveler. But, hey, everybody listened to Winchell, right?

At $2,088 for the Traveler and $2,288 for the Vagabond, the price penalty for the hatchbacks was less than $100 over the equivalent Kaiser sedans and considerably less than the markup on competitive vehicles. DeSoto and Chrysler had similar models, respectively the Carry-All of 1949-1952 and the Traveler -- yes, that's right -- of 1950-1951, but they didn't offer the two-piece hatch arrangement and thus lacked the Kaisers' accessibility.

Among true station wagons in the 1949-1950 period, only the new steel-bodied Plymouth Suburban and Nash Rambler could undercut them on price; most other wagons were substantially more expensive. So on competitive grounds, hokey though it may have been, the Traveler/Vagabond seemed to make sense.

Did it? Well, Kaiser said it did: 25 percent of 1949 sales were Travelers and Vagabonds. The problem was that 1949 sales as a whole were dismal.

A better-run company would have taken care of the essentials first. But Kaiser-Frazer hadn't considered the essentials. After trumping the industry with the first all-new postwar cars (prototypes went on public display in January 1946), the first straight-through fenderlines, and impressive breakthroughs in color and trim, K-F had not invested in basic engineering.

They were still relying on a four-door sedan dating back to 1946 in 1949, when the Big Three sported restyled cars throughout their lines. Though a V-8 engine was built and toyed with, it never went into production.

The company gave priority to other things, like the recurrent impossible dream of a low-priced "new Model T." And by 1949, the old-hand Detroiters were no longer running the company.

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The new Kaisers continued to be powered by a
226-cid L-head engine. Here's a Deluxe two-door --
the rarest of the 1951 Travelers.</center>
Kaiser's partner, Joseph W. Frazer, whose Graham-Paige Corporation and postwar design initiatives provided the basis of success in 1947-1948, had been in the industry since 1912. "Because we didn't have an all-new model for 1949," Frazer said, "I decided that we could sell profitably about 70,000 cars and make about $7 million, a considerable cutback from the previous years. I drew up a proposed budget on this basis, and a plan which would save us $3 million a month. Every time you didn't have a new model you had to retrench."

At a climactic meeting in March 1949, Henry Kaiser roared in defiance, "The Kaisers never retrench." He proposed to tool for 200,000 cars and borrow some $40 million more. Frazer replied that such a plan would cost the company $36 million: "I refused to go in on any more. It was a pretty hot meeting -- names were called and a few other things. Henry wouldn't see it, so we parted."

At that point Joe Frazer had little choice: Edgar Kaiser had become president (at Frazer's suggestion), and the steady replacement of Frazer people with Kaiser people over the previous two years gave Henry Kaiser a clear majority from the board down. Frazer was given the titular and powerless title of vice chairman of the board, and withdrew from the company's affairs a disappointed and heartbroken man.

With the Kaisers in command, the company went ahead on Henry's plan, banking everything on the mild 1949 facelift, the Traveler and Vagabond, and the four-door hardtops and convertibles. By the end of the year, Frazer's prediction was horribly borne out. If anything, he had been optimistic.

From eighth place in the industry with 181,000 cars in 1948, Kaiser-Frazer fell to 16th place with just over 58,000 in 1949. Studebaker, which had failed to keep up with Kaiser-Frazer for two years despite its own all-new styling, now zoomed ahead, racking up almost four times as many units for the calendar year. In 1948, Studebaker had outproduced Kaiser-Frazer during only three months.

In November and December 1949, Kaiser-Frazer's output was 85 and 147 cars, respectively. Photos show that a large number of the unsold models were Travelers and Vagabonds. They and their sedan cousins were reserialed as 1950 models and fobbed off in the few months before the 1951s were announced in the spring of 1950.

The new model rode a wheelbase shortened five inches to 118.5. It did, however, carry over the 226-cid L-head six Kaisers had used since the start, albeit with a slight horsepower boost to 115.

The dramatic-looking 1951 Kaiser was conceived in form by Dutch Darrin and honed to perfection by Kaiser-Frazer stylists Herb Weissinger, Buzz Grisinger, and Bob Robillard. One of the finest sedan designs of the 1950s, it lent itself easily to the Traveler, which now came with two or four doors, and in Special or Deluxe trim (the latter effectively replacing the Vagabond).

Most Travelers were low-end Specials. Of the 3,500 made, about 1,000 were two-doors and 2,500 four-doors; of the 1,900 Deluxe Travelers, the ratio was 400 against 1500. These were very low numbers.

Thanks to new styling and an extended model year, Kaiser built some 140,000 of the 1951s: Travelers accounted for only four percent. Sales backed off again toward the end of 1951, so a handful of Travelers were recast as a 1952 model designated the "Virginian."

When the lightly facelifted "true" 1952s came out a few months later, the Traveler technically was available only on the lower-priced model, now called Deluxe. The upmarket Kaiser Manhattan saw a handful of Travelers with better trim and upholstery (factory sources say it was about five), all special factory orders.

For 1953, the Traveler was available only as a four-door. Again, a few Manhattan Travelers were built, probably to fill special orders -- a desperate company would build anything you wanted, if you were willing to wait for it. The production-model Deluxe Traveler sold 1,000 copies a year in 1952-1953.

The following year, despite a dramatic last-ditch facelift, the Traveler was dropped from the line. By then, of course, the all-steel station wagon had come into its own. A Traveler really wasn't a viable alternative to a Dodge Sierra, and Kaiser was winding up domestic car production anyway.

How good an idea was the Traveler? If you look at the thing as a Kaiser-Frazer groupie, or even as a car nut, it appeals. A sedan that turns into a station wagon is akin to Chevrolet's current Avalanche, which changes from a pickup to a sport-utility vehicle. But consider it as an automotive engineer and you have to ask yourself: Why bother? Why didn't they just build a station wagon?

Two reasons. One, they didn't want to revise the old sedan body. The Traveler came along when that body was almost four years old. Even the ebullient Henry Kaiser knew they'd have to spend big money on a complete restyle -- were, in fact, already planning it, for introduction as a 1951 model in early 1950.

True, Henry could tap plenty of money, his own and the government's. No one had a sweeter line with the various federal agencies charged with privatizing war assets and helping new industries replace World War II defense plants.

But he needed those resources to support the much grander idea that had driven him into the car business: a car that Everyman could afford to buy new. That was far more important than a utility model.



The Traveler made its final appearance in 1953,
and then only as a four-door model.

The second reason was that the all-steel station wagon, soon to be one of the most popular body styles ever created, was in 1949 a virtually unknown quantity. In 1948, when the Traveler was dreamed up, Plymouth, Chevy, Pontiac, and Olds were still a year away from the first woodless wagons in the passenger-car field.

Why not a woody? Henry Kaiser's aversion to his Lake Tahoe wagon aside, Kaiser-Frazer cars were expensive enough in sedan form. The company could not have farmed out bare chassis to a body manufacturer and have sold the finished product for less than the price of a Cadillac. Undoubtedly the Traveler and Vagabond sold in much greater numbers than a Hercules -- or Cantrell-bodied wagon would have -- consider the low-volume woodies offered by rival manufacturers.

So despite some intriguing designs for station wagons from Kaiser-Frazer's prolific styling department, the company made do with the Traveler. It seemed like a good idea at the time, but it needed a high-volume producer to put it over. A remark of Edgar Kaiser's is apposite in the Traveler's case: "Slap a Buick nameplate on it, and it would sell like hotcakes."


<!-- dtl_id=464142 //--> While the Traveler and Vagabond wasn't the huge hit Kaiser-Frazer had hoped it would be, it did allow the automaker to put out a new car without undertaking an entire restyle. Find numbers for the weight, price, and production of these cars in the chart below.

<table style="width: 100%;" border="1" cellpadding="1" cellspacing="1"><tbody><tr><td style="width: 20%;"> Model</td><td style="width: 20%;">Wheelbase (inches)
</td><td style="width: 20%;">Weight (pounds)
</td><td style="width: 20%;">Price
</td><td style="width: 20%;">Production
</td></tr><tr><td style="width: 20%;">1949-1950 Special Traveler 4d utility sedan
</td><td style="width: 20%;"> 123.5</td><td style="width: 20%;"> 3,456</td><td style="width: 20%;"> $2,088</td><td style="width: 20%;"> 22,000*</td></tr><tr><td style="width: 20%;">1949-1950 Deluxe Vagabond 4d utility sedan
</td><td style="width: 20%;"> 123.5</td><td style="width: 20%;"> 3,501</td><td style="width: 20%;"> $2,288</td><td style="width: 20%;"> 4,500*</td></tr><tr><td style="width: 20%;">Total 1949-1950 Traveler/Vagabond</td><td style="width: 20%;">
</td><td style="width: 20%;">
</td><td style="width: 20%;">
</td><td style="width: 20%;"> 26,500*</td></tr><tr><td style="width: 20%;"> 1951 Special Traveler 2d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,210</td><td style="width: 20%;"> $2,265

</td><td style="width: 20%;"> 1,000**</td></tr><tr><td style="width: 20%;"> 1951 Special Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,270</td><td style="width: 20%;"> $2,317</td><td style="width: 20%;"> 2,500**</td></tr><tr><td style="width: 20%;"> 1951 Deluxe Traveler 2d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,285</td><td style="width: 20%;"> $2,380</td><td style="width: 20%;"> 400**</td></tr><tr><td style="width: 20%;"> 1951 Deluxe Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,345</td><td style="width: 20%;"> $2,433</td><td style="width: 20%;"> 1,500**</td></tr><tr><td style="width: 20%;"> Total 1951 Traveler
</td><td style="width: 20%;">
</td><td style="width: 20%;">
</td><td style="width: 20%;">
</td><td style="width: 20%;"> 5,400**</td></tr><tr><td style="width: 20%;"> 1952 Virginian Special Traveler 2d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,210</td><td style="width: 20%;"> $2,085</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Virginian Special Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,270</td><td style="width: 20%;"> $2,134</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Virginian Deluxe Traveler 2d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,285</td><td style="width: 20%;"> $2,192</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Virginian Deluxe Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,345</td><td style="width: 20%;"> $2,241</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Deluxe Traveler 2d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,210</td><td style="width: 20%;"> $2,590</td><td style="width: 20%;"> 1,000**</td></tr><tr><td style="width: 20%;"> 1952 Deluxe Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,260</td><td style="width: 20%;"> $2,643</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Manhattan Traveler 2d utility sedan***
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,290</td><td style="width: 20%;"> $2,707</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1952 Manhattan Traveler 4d utility sedan***
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,310</td><td style="width: 20%;"> $2,759</td><td style="width: 20%;">
</td></tr><tr><td style="width: 20%;"> 1953 Deluxe Traveler 4d utility sedan
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,315</td><td style="width: 20%;"> $2,619</td><td style="width: 20%;"> 1,000**</td></tr><tr><td style="width: 20%;"> 1953 Manhattan Traveler 4d utility sedan***
</td><td style="width: 20%;"> 118.5</td><td style="width: 20%;"> 3,371</td><td style="width: 20%;"> $2,755</td><td style="width: 20%;">
</td></tr></tbody></table>*Estimated. Approximately 84 percent of total were sold in 1949 and 16 percent were sold in 1950.
**Estimated.
***Announced but probably not built except on special order.

 

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The only one ever made!




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<TABLE border=0 cellSpacing=0 cellPadding=5 width="100%" name=""><TBODY><TR vAlign=top><TD vAlign=top width="100%"><TABLE style="FLOAT: right" border=0 cellSpacing=0 summary="image table" cellPadding=0 width=570><TBODY><TR><TD vAlign=top align=middle><TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD align=middle></TD></TR><TR><TD align=middle></TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>In August of 1953 Hudson sent a completed early production 1954 Hudson to the Carrozzeria Touring body company in Milan Italia, to create a body mock-up for the 1957 Hudson. Touring was already in the midst of producing a 2 seater sports car on the Hudson Jet chassis. The two seater was named the Italia. 26 were built in total. Hudson officals called the prototype, the "Hornet Italia" although it was never officially badged with any name.

The prototype was never meant to leave the factory, but because of the circumstances surrounding the merger of Hudson and Nash, the car was purchased by the designer, Frank Spring.

Keep checking the site, additional information will be added on the history and restoration of the car.


http://hudsonmotorcarcompany.com/thecars/hudsonhornetitalia.html


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The Hudson Jet was produced for two years, 1953 and 1954,
by the Hudson Motor Car Company of Detroit, Michigan.
1953​

In 1951, rumors whirled through the auto industry that "Hudson is working on a car about the size of the Ford." "Hudson is putting step-down principles into a lighter car." "Hudson is preparing a smaller car and will revive the Essex name for it." Well two of the three rumors were true. Without responding in the press columns, Hudson was indeed developing a smaller car. In 1952, trade journals carried advertising that boasted of the current Hudson’s, while brief space was given to the "new low-price wonder car" that was coming. Illustrated was the shrouded form of a car indicating more pleasing proportions than the Jet had. The ads invited applications for the Hudson dealer franchise. Results increased the dealer network to 1,975 by Jet launching time. The selling organization also had 11 distributors and 20 sales zones.

The year 1953 brought a shifting attitude in the leaders of the Hudson Motor Car Co. and an upswing in the business of America's motor vehicle industry. While Hudson's top executives pondered the company's decline and what to do about it, industry productivity escalated with the national economic growth despite any short labor disputes that caused parts shortages. In contrast to the downward slide of the previous two years, the calendar year total of passenger cars built was a wide margin of 41.3% above the 1952 volume.

Probably much of the financial loss was due to the thoroughly new Hudson Jet, which cost over $12,000,000 to put on the market.

From the beginning, the Jet project was hampered by Hudson President A.E. Barit, who insisted that the compact Jet offer full-size amenities. While designers attempted to form a car that was lower, wider and proportionally sleeker to the dimensions of a smaller compact car, Barit would not back away from features such as chair high seating for passengers, and a "tall" greenhouse and ceiling that would allow riders to wear their hats while in the car. Barit also decided that the Jet's rear design would incorporate Oldsmobile's high rear fender and small round tail light design. The design was further changed to accommodate the personal likes of Chicago, Illinois Hudson dealer Jim Moran, whose dealership regularly sold about 5% of Hudson's total production. Moran fancied the 1952 Ford's wrap around rear roof, and Barit ordered a like design for the Jet.

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The arrival of the first production Hudson Jet at the end of the line was a big moment for A.E.Barit, Hudson's president. This was the culmination of the first phase of a program he had set in motion and given his influence to the character of the car. The second phase was (hopefully) to strengthen the company through sales in a lower price field. But within six months after this proud handshake with H.M. Northrup (right), vice-president in charge of operations, Mr. Barit would seek to sustain Hudson by merger. The No. 1 car is a Super Jet.​

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Reportedly, Barit's decision to produce the Jet was encouraged by Hudson dealer requests for a compact car. Reflecting input from others as well, the Jet turned out too high for its size, and at a time when other makers were beginning to reduce height noticeably. It lacked the low step-down look that the big Hudson’s had made famous. In general, Jet styling was not as attractive as the 1953 Rambler and Willys displayed.

Of typical Hudson bedrock sturdiness, Jet Monobilt construction was stronger than necessary, and much too heavy and costly for a compact car. Bodies were built (without glass, paint or trim) by Murray Corp., the first outside supplier of domestic Hudson passenger car bodies since the early 1930s. Jet wheelbase and overall length were 104 3/8 and 180 11/16 inches, respectively. Compared with bigger Hudson’s (shown in parentheses) and given as inches are the front track 54 (58 1/2): rear track 52 (55 1/2); maximum car width 67 1/16 (77 5/32 average); overall height loaded 60 7/8 (60%) and unloaded 62% (61 7/8).

The Jet's basic suspension and chassis features were similar to its bigger brothers but scaled down to Jet size requirements. A notable omission, however, was a reserve mechanical-action system for the hydraulic brakes. The L-head 6-cylinder engine was new, physically smaller and having only minor parts interchangeable with the others. The bore and stroke were identical to the discontinued straight-8, but pistons and connecting rods were not the same. Outdoing Rambler and Willys, it provided 104 to 114 horsepower. The 114 gave the Super Jet 4-door one horsepower for 23.68 pounds, bettering the Hornet Club Coupe's one-to-24.34 ratio. The Jet was said to hit 100 m.p.h. (in tests), but none hit the stock car racing circuits.

Dealers and the press previewed the Jet and other 1953 Hudson’s in September, 1952. Unfortunately, problems developed in body die try-out and some fabricating operations, and Jet assembly didn't start until January. This set the Jet's national debut back to March 13, but in time for the spring selling season. Sales were not brisk, however. The weighty bedrock solid Jet required a much higher price than its compact size should sell for. Its beefiness and power (more than its rivals had) were expected to be sales assets, but the buying public was not convinced. Only 21,143 "wonder cars" were produced by July 29, when 1953 model production ended with a total of 66,143 Hudson's of all sizes.

For its introductory year, the compact Hudson was marketed as two series. The standard Jet, designated the Series 10, started with serial number 203865 and was the 4-Door Sedan model only. The Super Jet, Series 20 beginning with serial 203543, started with a 4-door and added a 2-door Club Sedan. Unlike the aging step-down bodied Hudson full-size cars, the Jet was designed as a true notch-back. The car was powered by Hudson's inline L-head 202 inline six, which produced 104 hp at 4000rpm. Standard appointments included heater, theft-proof locks, rotary door-latches, defroster vents, dual horns, full-wheel covers, ash tray and a lighted ignition switch. Twin H-Power, HydraMatic and over&shy;drive were among many options for the Jet.

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The only model offered as a standard Jet was the 4-Door Sedan, which weighed 2,650 pounds and had a factory price of $1,858 when built without extras. Standard Jets differed from Super Jets in the hood ornament, rear fittings, and in the absence of side nameplates, vent-panes in the rear doors, and bright-work around the windows. The standard interior was also fitted in a more simple manner. Jets and Super Jets featured a single piece of glass in a wraparound rear window. Also a moderately curved one-piece glass for the windshield.​

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The Super Jet 4-Door Sedan was a 2,700-pound car with a $1,954 factory price. Extra-cost were the whitewall tires, wheel trim rings, rear wheel cover panels, radio, and 2-tone paint. This car was a pre-production prototype without bright-work between the rear door and the back window, trim usually seen on this model. On the small Hudson’s, door handles were an independent type, separated from the pushbuttons below them. Added late in the model year was the Super Jet Club Sedan, a 2-door car weighing 2,695 pounds and priced at $1,933.​

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This shows regular Super Jet trim except for a Twin H-Power nameplate above the centerpiece on the trunk lid, which opened at the straight line below the curved crease-line. The bright trim just above the bumper provided for optional backup lights at the corners. Super Jets had 6.40 x 15 tires, the optional size for standard Jets, which normally used 5.90 x 15 shoes. The spare wheel stood against the right rear wheel-housing in the small Hudson’s. Access to the fuel filler cap was a panel door at the left of the central location of the license plate.​

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The angle at which it was photographed slightly exaggerates the point, but the small Hudson was too high for its width and length. Its appearance was as sales-retarding as its price, which was well above standard models of Ford, Chevrolet, and Plymouth (much larger cars.) And the buying public was unwilling to pay the price for the extra performance, sturdiness, and numerous quality features these Hudson’s offered in the compact size class. The hood of this Super Jet was not tightly latched down to the chrome trim of the grille.​

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Built with typical Hudson emphasis on safety and sturdiness through extraordinary strength, the compact Hudson's featured Monobilt construction similar to that of their big brothers. According to experts in automotive structures, many members of the Jet's skeleton were of heavier gauge steel than a car of its size (primarily the length) would ever require for controlling distortion. this unit structure gave the Jets extra ruggedness, but it was achieved at a penalty of extra manufacturing cost that helped prohibit competitive pricing.​

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The Jet's all-new L-head six was built in four power versions: Single carburetor and 7.5:1 (standard)or 8.0:1 compression, and Twin H-Power (shown) with 7.5 or 8.0 compression. In that sequence, brake horsepower outputs were 104, 106, 112 (approximately), and 114 at 4,000 RPM.With bore and stroke of 3 x 43/4 inches (respectively), displacement was 202 cubic inches. The 4-bearing counterweighted crankshaft included a vibration damper. The engine was designed for the Jets, with few parts interchangeable with other Hudson power plants.​

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Utilizing an amazing 86% of overall width for interior space, the compact Hudson's had seat hip-room measuring 58 inches across and were classified as 6-passenger cars. Seating posture was comfortable, legroom was not cramped, and headroom was quite adequate. The instrument panel was conveniently organized. Trim and fittings had a quality appearance, especially in the Super Jet (shown). Wide-opening doors allowed fairly easy access. These cars were called step-down Hudson's, but the floor was not depressed as much as in the larger models.​

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Some police departments chose compact Hudson's, which offered four rear axle ratios as well as four engine choices. Here the chief of police (above) at Peru, Indiana, is shown taking delivery from the local Hudson dealer. For such cars, the front and rear springs, shock absorbers, clutch, generator, battery and front seat cushion springs were heavy-duty design. Since Jets could deliver as much as 18 miles per gallon of fuel in dense city traffic, they were also chosen for taxi service. Reportedly, Jets could average 31 mpg at 30 mph.​

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<TABLE border=5 cellSpacing=1 cellPadding=3><TBODY><TR><TD align=left>This Super Jet made a run from New York to San Francisco in 3 days, 8 hours, 15 minutes. Taking the route of the famous Hudson Super-Six run of 1916, it beat the Super-Six record by two days while held within speed limits and driving rules. Its drivers were radio broadcasters Claire Emory (in car) and Dorothy Mignault. In conjunction with Hudson's safedriving pitch, their return to New York was an on-the-road survey of public driving habits. Another Jet promotion, the "Teacup Test", invited the public to test economy with a teacup of gasoline.</TD><TD align=left></TD></TR></TBODY></TABLE>
<TABLE border=5 cellSpacing=1 cellPadding=3><TBODY><TR><TD align=left></TD><TD align=left>The lowest-priced Hudson of the year was the Jet Family Club Sedan, which didn't make its appearance until April 12. Its factory delivered price of $1,621, well below other Jets, was $71 above the Nash Rambler it was aimed at. The 2,635-pound car was like the Jet Utility Sedan, but without the latter's utility conversion features. The Family Club Sedan was one of several additional models with which Hudson hoped to improve its sales position this year. Among options for the standard Jet model was an automat c transmission and Twin H-Power.</TD></TR></TBODY></TABLE>
Hudson resorted to a variety of marketing ploys to get consumers interested in the Jet, including the "Tea Cup Test". The "Tea Cup Test" utilized special kits comprised of a glass cylinder, valves and rubber hoses that Hudson dealers attached to test cars. The glass cylinder was mounted to the inside of the front passenger door, with the hoses feeding into the engines fuel lines. And amount of gasoline equal to the amount held in a tea cup was added to the glass cylinder, and the car was driven away by the potential customer and salesperson that monitored the cylinder, to prove how far a jet could travel on the miniscule amount of gasoline. However novel, the Tea Cup Test failed to convey the Jet's value as an economical car.

1954​

Hudson was the first U.S. auto manufacturer to place 1954 models on the market, doing so on October 2, 1953. At the bottom of the price scale was the basic Jet, which started with two models and added another one several months later. The Jet was the Series ID with serial numbers beginning with 1269062. The Super Jet offered two models and was the Series 2D numbered from 2269060 up. The top line of this compact size Hudson was the new Jet-Liner Series 3D produced in two models and starting with serial 3269070. A total of 14,224 Series 1D, 2D and 3D Hudsons were built. These were much the same as the 1953 models. The wheelbase remained 104 3/8-inches and the engine was again built in versions turning out 104 to 114 horsepower. To wipe out the extravagant Hudson compact car venture, AMC spent about $11,000,000 in liquidating about 150 contracts for components.

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The Hudson Jet Utility Sedan was a new model with utili&shy;ty conversion adaptability reminiscent of Hudson-built utility coaches of 1934 to 1942. By removing the rear seat and folding the hinged trunk divider partition forward onto the rear seat riser foundation, "carry-all" space was available from the rear of the trunk to the front seat. This standard Jet was advertised as a car for sports, business, and farm use. The 6-passenger 2-door compact Hudson balanced the weight scale at the 2,715 pound mark. Its price was $1,837 at the factory.​

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Hudson considered the production of a Jet-Liner convertible and built one prototype. No photograph exists that I could locate, so I did this creative photoshop rendering based on information. Developed from a Club Sedan configuration, the car probably had reinforcements in the framework to compensate for the loss of strength of a steel roof structure.

FOUND IT!!​

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Without any funds to update the senior Hudson line, Barit convinced the Board that a merger into Nash-Kelvinator represented the best chance of protection for Hudson's assets. Barit hoped that the Jet would survive the merger as the new American Motors focused on the niche market of selling smaller cars.

Nash-Kelvinator and Hudson Motor Car Co. combined on May 1, 1954 to form American Motors Corporation. This merger was viewed as a Nash takeover of Hudson. It was a short time before Hudson production was moved from Detroit to Kenosha, Wisconsin and Nash-Healey production ceased. Henceforth, Hudson dealers would have a badge engineered version of Nash's Rambler to sell as a Hudson product.

For the period January 1 through April 30, Hudson Motor Car Co. lost $6,203,585. Beginning with the May 1 date of merger, separate Hudson financial status was not reported by AMC. Hudson operations continued in Detroit through 1954 model production with frequent shutdowns but no strikes. Falling sales caused 15 closings totalling 48 days to adjust car stocks. Other closings were for materials coordination, eight days; parts shortages, two days; inventory, five days. The 1954 production run began on August 5, , 1953, and the last Jet rolled off the line on October 29, 1954 with a total of 14,224 units built for 1954.


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Illustrated with wheels prettied up at extra cost is the Hudson Jet 4-Door Sedan. When built without any extras, this model weighed 2,675 pounds and was factory-priced at $1,858. Consistent with the exterior, the interior of this car was nearly identical to its 1953 counterpart. Outside, the 1954 difference was on the grille, where a center medallion was flanked by raised ribs on the main crossmember. As in 1953, standard Jets were fitted with a fairly simple hood ornament, not the simulated airscoop seen on its costlier compact brothers.​

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Reminiscent of the early 1930s and beyond is the outside spare wheel. It was creeping into the industry as an option called a "continental spare." Some buyers chose it for distinctive or sporty appearance, others liked the additional luggage space without a wheel in the trunk. The Jet-Liner 4-Door Sedan weighed 2,760 pounds and cost $2,057 without extras. In all compact Hudsons, rear seat passengers had two more inches of legroom this year. The cars were said to be lower, but overall height (loaded) was given as 60%-inches, as in 1953.​

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Great link with the Hudson Jet Convertible prototype and restoration. 1 of 1.

http://hudsonjet.net/

 

1951, 1952, 1953 Kaiser Traveler

The 1951-1953 Kaiser Traveler was the brainchild of entrepreneur Henry J. Kaiser -- who, it was said, averaged about 100 ideas an hour and about one of them was good. The good ones, however, were worth pausing over. During World War II, one of these was Kaiser's "cookie cutter" production line of Liberty and Victory ships, which broke the U-boat threat by sheer numbers; after the war, another idea emerged as the Kaiser Traveler: the first hatchback.

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The 1951-1953 Kaiser Traveler, first seen in 1949, could be thought of as the granddaddy of the modern hatchback.
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Improbable as it seems, the story really is true. Henry Kaiser conceived the 1951-1953 Kaiser Traveler by tracing the outlines of its double-opening hatches with his finger in the dust on a sedan in the Kaiser garage in Oakland. At that point, the idea was simplistic: cut out the entire deck and rear window area, hinge half of it to lift up and half to flop down, let them meet about halfway on the deck, and presto: a new kind of utility car.

It wasn't quite so easy; 200 changes had to be made to the basic sedan before the Kaiser Traveler could be built. It required stronger springs and shocks to handle the increased payload, new floor pan wiring, a method to display the license plate, and reinforcement "all over hell" (according to engineer Ralph Isbrandt) to replace lost stiffness.

The detail execution on the Kaiser Traveler was clever. Harvey Anscheutz, Kaiser-Frazer's head of body development, spent three weeks with the laws of 48 states on his desk, devising a lighted license plate holder that would flop down when the deck was lowered without violating any position or visibility laws.

A big, T-shaped handle was devised to ease the operation of the hatches on the Kaiser Traveler, and a strong piano hinge strengthened the lower hatch. When open, this member was suspended by strong chains, bagged in vinyl to prevent rattles. Anscheutz also created a folding rear seat by tilting the cushion forward against the front seats and lowering the backrest to extend the cargo platform to its seven-foot length. The seat folding method is still used in wagons today.

Some aspects were makeshift, however: on the 1949-1950 models, which lacked a sub-floor spare tire compartment, the left rear doors were welded shut and the spare bolted to the inside panel. (To confuse matters they dummied up a non-operable outside door handle, which must have frustrated many a passenger.) But this problem was handily cured on the handsomely restyled 1951 Kaiser Travelers.

The 1951, 1952, 1953 Kaiser Traveler was offered in both the Special and Deluxe series for 1951, with two and four doors. Sales of two-door versions were minimal, and after a handful of ex-1951s were reserialed and sold off as 1952 "Virginian Travelers," Kaiser built only four-door models.

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The 1951 Kaiser Traveler received the same handsome all-new styling as the rest of the Kaiser-Frazer line.
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These four-door Kaiser Travelers continued through 1953, almost all in the lower-end series; more luxuriously trimmed 1952-1953 "Manhattan Travelers" were ostensibly offered, and at least one example has been found. Though the pre-1951 models had sold in good numbers, these later Travelers did not appeal, possibly because the new body restricted their capacity -- only a few thousand were sold between 1951 and 1953.

Compared to the workaday station wagon, which still tended to be a boxy, truck-like vehicle made largely of wood in the late 1940s, the Kaiser Traveler was a revelation -- and probably did more to popularize the civilized, all-steel wagon than most people realize.

General Motors and Ford bought Kaiser Travelers and tore them apart, to see if their obvious advantages were compromised by any structural shortcuts. "They were pretty good," one GM engineer said. Much later, of course, the Traveler idea would lead to the modern hatchback, though not in quite the same way.

One big problem that Kaiser-Frazer never licked was the seals insulating the hatches from the rest of the body -- and from each other. Seal and rubber technology was not nearly so advanced then as now, and Kaiser Traveler hatches leaked incessantly.

Another, minor contribution of the Traveler was its vinyl upholstery, pleated and embossed on the 1951-1953 Kaiser Traveler Deluxe models and the 1953 Manhattan. Working with the L.E. Carpenter Company of New Jersey, K-F interior designer Carleton Spencer developed the unique, heavy-duty upholstery, created by low-pressure refrigerated embossing.

The smooth vinyl of the 1951-1953 Kaiser Traveler was heated and fed into a machine with refrigerated plates in the die design. The die then "kissed" the vinyl and immediately caused the design to set through heat transfer. The stuff was called "Dragon" and "Dinosaur" vinyl, Spencer said, "so no one would mistake it for real alligator or real lizard."

<script id="DL_663603_7_500001944236" src="http://amch.questionmarket.com/adsc/d663603/7/500001944236/decide.php?noiframe=1"></script> T<script type="text/javascript">W.sm.loadPageInfo(436249);</script><!-- dtl_id=474712 //-->he 1951, 1952, 1953 Kaiser Traveler introduced a number of innovations, most notably design features that would eventually lead to the modern hatchback. Check out the 1951-1953 Kaiser Traveler specifications below

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Scholars argue that the 1951-1953 Kaiser Traveler was a major force in the popularization of the all-steel station wagon of the 1950s and 1960s.
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Specifications

Engine: sidevalve I-6, 226.2 cid (3.31 × 4.38) 1951-52 115 bhp 1953 118 bhp
Transmission: Three speed manual; overdrive and Hydra-Matic optional
Suspension, front: independent coil springs, tube shocks
Suspension, rear: live axle, leaf springs, tube shocks
Brakes: front/rear drums
Wheelbase (in.): 118.5
Weight (lbs): 3,210-3,370
Top speed (mph): 90
0-60 mph (sec): 15.0-16.0


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FOUND IT!!​

Hey, HJ, I think THAT makes the Jet "vert" a one-of-a-kind SURVIVOR!!! Now we're ON topic !!!

 

Check this out on the 'vert resto.

 

It is mentioned in my Buffalo and Western NY built cars and trucks, but is unconfirmed as to if it ever was finished.

So, yes, extinct/very possibly never was.
But there are still several Gasport Motor Works Motors sttill in existance, referred to as GAMO motors. Though they are very rare, and most were either used for marine applications or industrial.

 

You could think of the striking Norseman as handsome lad who never made it to his prom. Here’s the story. Chrysler chief designer Virgil Exner was working overtime in the early 1950s to help transform his company’s dowdy product styling. Among the steps taken, Exner began a relationship with the Italian design house, Ghia. The relationship resulted in several concepts and a handful of low-volume production models.

During 1955-56, one of Ghia’s main projects was to bring the Norseman to life based on sketches and models created by Exner’s studio. The body was to be fully functional and placed over a Hemi-powered Chrysler chassis. Working more than a year, the talented Italians handcrafted every element of the exterior and interior, struggling a great deal with the striking cantilevered roof. Nearly all of the roof’s mass needed to be supported at the rear so that the leading edge did not to place any stress on the delicate wrap-around windshield. Completing the roof structure was further complicated by the innovative power-retractable sunroof (think Porsche 911 Targa).

On schedule, the completed Norseman was carefully loaded onto the Andrea Doria, a modern and luxurious ocean liner. The Chrysler design team back in Highland Park, Michigan eagerly awaited the car’s arrival. It was July, and the trans-Atlantic trip would deliver the Norseman to the states in plenty of time for the 1957 auto show circuit.

The Norseman never made it. In an accident chalked up to human error, the Andrea Doria collided with a passenger ship, the MV Stockholm, off the coast of Massachusetts . The liner sank within hours, taking all of its cargo to the sea floor. Few Americans ever saw Exner’s clean, nearly chrome-free design at full size. Perhaps, if the Norseman had completed its crossing, the design would have positively impacted Chrysler’s styling as the company dealt inelegantly with the transition from the "fin" to "no-fin" era.

So extinct???????????
might be a lottle waterlogged by now.

 

Quote from Post #917: "At a climactic meeting in March 1949, Henry Kaiser roared in defiance,"The Kaisers never retrench." He proposed to tool for 200,000 cars and borrow some $40 million more. Frazer replied that such a plan would cost the company $36 million: "I refused to go in on any more. It was a pretty hot meeting -- names were called and a few other things. Henry wouldn't see it, so we parted."

"At that point Joe Frazer had little choice: Edgar Kaiser had become president (at Frazer's suggestion), and the steady replacement of Frazer people with Kaiser people over the previous two years gave Henry Kaiser a clear majority from the board down. Frazer was given the titular and powerless title of vice chairman of the board, and withdrew from the company's affairs a disappointed and heartbroken man.

"With the Kaisers in command, the company went ahead on Henry's plan, banking everything on the mild 1949 facelift, the Traveler and Vagabond, and the four-door hardtops and convertibles. By the end of the year, Frazer's prediction was horribly borne out. If anything, he had been optimistic.

"From eighth place in the industry with 181,000 cars in 1948, Kaiser-Frazer fell to 16th place with just over 58,000 in 1949. Studebaker, which had failed to keep up with Kaiser-Frazer for two years despite its own all-new styling, now zoomed ahead, racking up almost four times as many units for the calendar year. In 1948, Studebaker had outproduced Kaiser-Frazer during only three months."

------------------------------------------------------------------
​

SunRoof, though I am OT here, your material on K-F and the rare Traveler/Vagabond is EXCELLENT and depicts what is undeniably one of auto history's BEST examples of a strategy to snatch defeat from the jaws of victory.

I only say this, because my conviction is that Joe W. Frazer was blameless in the decline of Kaiser-Frazer Corp. From being on top of the world in the immediate post-war sales seasons, K-F was woefully behind the times when established automakers caught up with all-new models and power trains.
For 1949, Henry Kaiser ordered that 200,000 cars be planned (apparently market "focus groups" were WAY in the future!). With all the parts on order, he then had to build them. He sold about one for every four he'd ordered built -- leading to re-badging many as '50 models. Holy mackerel. Talk about getting yourself behind the ol' 8-ball!!!

Having bought Continental engines outright, Kaiser committed himself to L-head sixes when the public was clamoring for OHV V-8s. Though the Hurricane and Super Hurricane, as well as the Willys engines, were fine motors, Henry K. lost the battle of public perception, with Kaiser suddenly seen as behind-the-times. All measures after 1949 amounted to snatching at straws, as nothing worked, at least not in terms of healthy sales. All considered, some estimate Kaiser-Frazer wound up LOSING about $100 for every car they did build in nine model seasons.

Thankfully, Joe Frazer doesn't catch any flak in the historical record. Good, since he'd proven his automotive mettle dating back to 1916 with Thos. Jeffery Co., then as right-hand-man for Walter Chrysler (in fact, Frazer came up with the Plymouth name), then, finally, jumping in to try & revive moribund Graham. On that last stint, one must wonder: WHAT IF Frazer had found a monied partner OTHER than Henry Kaiser?

Okay, that said, now I'll get back on track!

 

Perhaps, if the Chrysler Norseman had completed its crossing, the design would have positively impacted Chrysler&#8217;s styling as the company dealt inelegantly with the transition from the "fin" to "no-fin" era. So extinct???????????

No laughing matter! The words above speak reams, 'cause I remember how "lost" MoPar stylists OFTEN seemed to be after '59 and into the earl '60s !!!

 

Let's play "GUESS WHO said the following?"

"1953 Packard Caribbeans are just about my favorite 50s car. In 53 there were a number of "halo" cars produced, the Skylark, Eldorado, etc and this one was Packards. There is a good write with pictures here: http://www.conceptcarz.com/vehicle/z...Caribbean.aspx "All were constructed by the Mitchell-Bentley Company from production Packard convertibles. Extensive modification included de-chroming, a hood scoop, extended quarter panels, wire wheels, and a rear-mounted 'continental kit' spare tire. Off the top of my head they made around 800 53 Caribbeans and only around 450 in 54. The 54 cars bring more money (although I prefer 53) mostly cause they got a beefed up 9 main engine that put out an extra 30hp. These cars had straight 8 engines with a 4 barrel carb that was basically a couple of two barrels glued together. The 54 looks very similar except for fender skirts and a belt line down the rear quarters. Shockingly, the 54 cars have brought more money at public auctions fairly consistently. The survival rate of the 53 seems higher and you almost never see a 54."

ALRIGHT, SUSPENSE OVER! IF YOU SAID THAT THE DISCERNING-EYED CAR-GUY, AlsAncle, said this, YOU WOULD BE CORRECT!!! Sorry, buddy, I ran onto this on another thread; and I think the PHOTO underscores, and affirms, your love this fine, SUPER-SCARCE machine! -- Jimi


Best of the "hi-pockets"? So clean & sweet, this '53 Caribbean didn't even need fender skirts!

 

Before we get too far away from the Graham make, I need to ask a question for the enigne gurus. I know Graham built up Continental sixes to their own standards, and I know how the optional superchargers worked.

But I distinctly remember my dad (who worked at a gas/service station as a high-schooler) being fascinated by a dual-ignition Graham. I was too young to appreciate details, THEN. Now, I wish I knew more!

Was this dual plugs? Or, was it primary distributor-type ignition PLUS magneto (like a Pierce/Seagrave)? Or, was it a different system altogether?

 

QUOTE: "The decision had already been made to bring out a larger version of the trim little Tarpon. As Dick Teague, now happily retired in Fallbrook, California, put it, "Abernethy had decided that instead of a 2+2 we would build a 3+3 sports-type car."

I remember Dick Teague was pretty broken-hearted over this. Can you IMAGINE how many of these would have sold as a Tarpon 2+2 ??? Well, at least THAT crappy decision wasn't Teague's!-- Jimi

 

1964 Rambler Tarpon prototype (based on the American). This is the car Rambler buffs wish they had made. They went with this fastback body style on the bigger Classic to make the Marlin.

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See Link: http://www.marlinautoclub.com/create/Tarpon_Concept_Car.htm

 

And Then Back To Chrysler Again!!







<TABLE border=0 cellSpacing=6 cellPadding=5><TBODY><TR><TD width="50%">
<CENTER> </CENTER></TD><TD width="50%"><CENTER> </CENTER></TD></TR><TR><TD vAlign=top width="50%">[SIZE=-1]The 1964 Tarpon show car (shown above) - based on a small car platform - became the production 1965 Marlin (shown above right) - based on an intermediate car chassis). Finally, for the 1967 model year, the Marlin evolved as a full-sized luxury car on an even longer wheelbase. All shared the fastback and side window designs. In 2004, the original Tarpon design has returned. It is a principal appearance statement of an even smaller 2-seat automobile. Thus, the Chrysler Crossfire confirms the timelessness of the production Marlin's fastback design.[/SIZE]


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Or the 1947 DeSoto Custom Suburban


Fit to screen

 

Now here's something you would think would be EXTINCT;

Brand new, never-assembled Kaiser body which was left at Willow Run

http://www.ypsiautoheritage.org/images/kaiserlg.htm

On display at Ypsilanti Automotive Heritage Museum in Ypsilanti Michigan

http://www.ypsiautoheritage.org/