Antique Cars

1954 Juguar 120 GTS SE With alloy cylinder head, hemi-spherical combustion chambers, inclined valves and twin side-draft SU carburetors, the dual overhead-cam 3.4 L straight-6 XK engine was comparatively advanced for a mass-produced unit of the time. With standard 8:1 compression ratio it developed 160 bhp (119 kW), using 80 octane fuel.

851 Auburn Speedster Auburn was to enjoy a memorable final fling with the '851 speedster'. This was introduced in 1931 with masterly bodywork by Gordon Buehrig that was ingeniously and cheaply built. The car was simple enough. The flat-head eight was strong, reliable and it was not overly stressed. Those sweeping lines concealed some interesting technical features such as the Columbia dual-ratio rear axle that was achieved by interposing an epicyclic gear train between the axle and the crown wheel. When it was engaged, the final drive ratio became a 'fast' 4.5:1. It was disengaged by moving a steering-wheel mounted lever and dipping the clutch, whereupon the ratio became a more leisurely 3:1. The three-speed synchromesh gearbox along with that dual ratio axle gave a six-speed transmission. The Supercharged Auburn 851 Speedster was introduced in February of 1935 at the New Your Auto Show. The engine is a Lycoming Built 280cu.in. straight 8 cylinder that features a Schwitzer-Cummins supercharger which boosted engine performance to an impressive 150hp at 4000 rpm. The chasis features a two speed Columbin axle, a three speed transmission and hydralic brakes. In July of 1935 Auburn sent race driver Ab Jenkins and a stock 851 Speedster to the Bonneville Salt Flats. Jenkins broke numerous speed records including the flying mile at 104.17 mph and then an endurance record averaging 102.9mph for a 12 hour period.

The Auburn hood orniment.

1936 Chrysler Imperial AirFlow The Airflow, which was heavily influenced by streamlining design movement, was sleek and low compared to other cars on American roads. The car's grille work cascaded forward and downward forming a waterfall look where other makes featured fairly upright radiators. Headlights were semi-flush to areas immediate to the grille. The front fenders enclosed the running surface of the tire tread. In the rear, Airflows encased the rear wheels through the use of fender skirts. Instead of a flat panel of glass, the windshield comprised two sheets of glass that formed a raked "vee" both side to side, and top to bottom. Passengers were carried in a full steel body (at a time when automakers like General Motors, Ford and even Chrysler itself continued to use wood structural framing members in their car bodies) that rested between the wheels instead of upon them. The front seat was wider than in other cars and the rear seat was deeper. Overall, the car possessed a better power-to-weight ratio, and its structural integrity was stronger than other like models of the day.

1962 Ferrari Model 250 GTE First introduced to the public at the 1960 Le Mans 24-hour race, the 250 GTE is considered by many to be Ferrari's first "volume" production car, with 950 built from late 1960 through late 1963. The car is powered by the famous Colombo designed, small block, 3-liter, V-12, which is the same engine as the more famous 250 GTO.

1934 Pierce Arrow Model 840 A The 840A used a 385 CID straight-eight engine mounted in a 139 or 144 inch wheelbase chassis. Ten body styles were available.

The little archer.

v-16 Cadillac 1930 Cadillac Series 452 Sport Phaeton

Hood orniment.

V-16 Cadillac engine.

1930 Cadillac Series 452 Sport Phaeton

1926 Chevrolet Superior-V

The 171-cubic-inch (2.8 L) was the sole member of this family. It featured splash lubrication. For its last year (1928) it gained a revised carburetor, higher compression, aluminum pistons, and larger valves a for a rating of 35 horsepower at 2,200 rpm. Because of increased weight of the slightly longer 1928 Chevrolet National Series AB performance failed to improve from the 1927 Chevrolet Series AA Capitol.

Remember clear fuel filters??

Jaguar E type V12 engine. The Jaguar V12 piston engine was one of the premier powerplants of the 1970s and 1980s.[1] It was first seen in the Series 3 Jaguar E-type of 1971 and was based loosely on an earlier design for an intended Le Mans car, the Jaguar XJ13. The V12 was only Jaguar's second engine design to go into production in the history of the company. The all-alloy block was fitted with removable wet liners and had a SOHC two-valve alloy head with flat block mating surface, and the combustion chamber in the piston crown carved in a shallow cup form.

1933 Bentley Mann-Egerton The Bentley 3½ Litre (later enlarged to 4¼ Litre) was presented to the public in September 1933, shortly after the death of Henry Royce, and was the first new Bentley model following Rolls-Royce's acquisition of the Bentley brand in 1931. Bentley sold only the drivable bare rolling chassis with engine and gearbox, scuttle and radiator, ready for coachbuilders to construct on it a body to the buyer's requirements. Many distributors ordered their preferred bodies as showroom stock to enable them to stock finished cars ready for immediate sale. Bentleys of this era are known as Derby Bentleys because they were built in the Rolls-Royce factory located in Derby, England. Those of Bentley's previous independent era are Cricklewood Bentleys. Chassis series A to F were 3½ Litre cars; G to L (excluding I) were 4¼ Litres, and the M series was the 4¼ Litre Overdrive chassis. Each series consisted of 100 chassis numbers, either odd or even. The numbers 13 and 113 in each series were not used, to avoid upsetting superstitious customers. Based on an experimental Rolls-Royce project "Peregrine" which was to have had a supercharged 2¾ L engine, the 3½ Litre was finally fitted with a less adventurous engine developed from Rolls' straight-6 fitted to the Rolls-Royce 20/25. The Bentley variant featured a higher compression ratio, sportier camshaft profile and two SU carburettors on a crossflow cylinder head. Actual power output was roughly 110 bhp (82 kW) at 4500 rpm, allowing the car to reach 90 mph (145 km/h). The engine displaced 3.7 L (3669 cc/223 in³) with a 3¼ in (82.5 mm) bore and 4½ in (114.3 mm) stroke.

1941 Packard Touring Sedan

1934 Packard Coupe Roadster