2/21/09
2/18/09
2/16/09
The 1955 Chevrolet
It only happens once in an engineer’s life time, when a company like Chevrolet hands you a blank sheet of paper and says: “Design us a car from scratch”. That’s the chance Edward Nicholas Cole was given with the 1955 Chevrolet in May of 1952. “We got a big kick out of designing this new Chevrolet, and you will get an even bigger one out of driving it”. Said Ed Cole, Chevrolet Chief Engineer, of the hot new Chevrolet. Chevrolet shed its old image in 1955, replacing it with all new “Motoramic” styling.
Cole started the design with a new frame, new bodies, 3 new engines, new front suspension, new rear springs and new brakes. “Don’t argue with this baby!” warned one Chevrolet ad in 1955. “Blue ribbon beauty that’s stealing the thunder from the high priced cars!” said another.
When Chevrolet introduced the 1955 Chevy in late 1954 it changed their history. What made the new Chevy so popular, then and now? It’s new 265 cubic inch V-8 was probably the most important feature in the motoring public’s eye. The 1955 Chevrolet also represented a completely new vehicle in styling and engineering. With its new styling and the option of a potent new “Turbo-Fire” V-8 it was the most changed Chevy and the most exciting car to ever wear the bowtie badge since WWII.
1955 Chevrolet Belair Sport Coupe
The development of a brand new wider tubular frame chassis and drive train was quite a departure for Chevrolet. With a 115 inch wheelbase the 1955 Chevrolet was 18 % lighter and 50% stiffer than the previous Chevy chassis. Engineers changed the rear end and heavy torque tube drive to an open drive shaft. Modern ball joint front suspension called “Glide Ride” was described as a “spherical joint design”.
A-arms acting on coil springs wound around hydraulic shock absorbers offered a smooth ride. Leaf springs were 9 inches longer, 2 inches wide and mounted outboard of the main frame. With the wider chassis 6.70 X 15 inch four-ply tubeless tires were used. Other mechanical highlights included switching from a six to 12 volt electrical system, new steering box with a 20:1 ratio, 11 inch diameter jumbo brake drums and under the dash swinging pedals.
Because Chevrolet was General Motors biggest seller, styling for the all new 1955 was carefully considered. Serious design work on the body style got under way in June of 1952, at the GM Styling Building. The 1955 body design was the results of Chevy studio head Clare Mackichan, staff designer Carl H. Renner and body engineer Charles A. Stebbins. Following GM’s styling chief Harley Earl instructions they produced a eye-catching package in the 1955 Chevrolet. A bit less radical than initially envisioned by Earl but uncommonly clean for the period. It was boxy, yet altogether sleeker and fresher than the unexciting 1953 and 1954 models. Longer lower and wider was General Motors new buzz words, so overall height was slashed by 6 inches on station wagons and up to 3 inches on other models. However, the 1955 Chevrolet was about one inch shorter and narrower. It just looked longer and wider because of the way the rear fenders were made and the fact that the hood was almost level with the front fenders. Hooded headlamps were also blended into the new flat top front fenders. Stebbins design the functional tail lamps which extend out slightly from the rear fenders. From the Ferrari like egg crate rectangular grille and eagle hood ornament to the stylish wrap around windshield, the 1955 Chevrolet was undeniably a Harley Earl design.
1955 Chevrolet Belair Convertible
Introduced under the “Motoramic” label Chevrolet’s 1955 lineup comprised of three basic models, the Bel air, Two-Ten and One-Fifty. The Belair Sport Coupe two door hardtop was by far the most popular. Bel-Airs were also manufactured as 2-door sedans, 4-door sedans, station wagons, Nomad station wagons and today’s highly sought after Convertible.
Two-Ten models selections were the 2-door sedans, 4-door sedans, 2-door Townsman station wagons, 4-door station wagons, the very rare Two-Ten Sport Coupe 2-door hard top and Delray Club Coupe 2-door sedan. One-Fifty models were limited to 2-door sedans, 4-door sedans, 2-door station wagons and 2-door utility sedans. 14 different solid colors were available for the 1955 Chevrolet.
Two-toning was very popular in the mid 1950s and Chevy had some of the best. They looked best on Bel-Airs and Two-Tens. Roof, rear deck and upper fenders were painted one shade and the body side color was painted another with chrome strip moldings separating the two toning. The One Tens did not have much side trim and their contrasting colors were limited to the roof. 23 different Two-tone color combinations were available for the 1955 Chevrolet.
Interior variation were just as extensive, they were plusher and more expensive, especially the Bel-Air Nomad. Instruments were symmetrically arranged directly ahead of the steering wheel in a simple fan shaped cluster that was matched on the right side by the radio speaker housing. An optional radio was mounted between the two fan shaped clusters. Heater and outside air controls were mounted on the dash within easy reach of the driver.
The mid of the line Two-Ten series was Chevy’s best seller in 1955 with 805,309 units built. The Bel-Air wasn’t far behind with 773,238 units produced. A grand total of 1,704,667 cars were produced in the 1955 production year. The 1955 Chevrolet was a spectacular achievement for General Motors. Seldom had a mass produced vehicle been so completely transformed in one year. The Chevrolet name once dull but durable had a bright new youthful look and sizzling performance despite stronger than ever competition. It was certainly a great year for Chevy buyers, who could now personalize their cars with over 50 accessories.
On November 23, 1954 the 50 millionth automobile produced by General Motors in the United States rolled off a Chevrolet assembly line in Flint, MI. The car taking the honors was a 1955 Chevy Bel Air gold Sport Coupe 2-door hard top. The one question that was often asked at the end of the 1955 production year - What would Chevy do for an encore? The answer was the 1956 and 1957 Chevrolet.
Check out this cool advertisement about the 'Motoramic' 1955 Chevrolet.
2/11/09
Gasser Madness
I was surfing the web looking at photos of old vintage gassers from the 50's and 60's to see what I could be missing for my 55 Chevy Gasser project. During my searches, I ran into a great website (www.gassermadness.com) focused specifically on vintage gassers, the builds and the rules they used. They have a great section on readers rides and a vintage section of cars built that were lost and those found.
What is ironic, as we build our cars to 'mimic' the old days, its amazing how hard we try to copy what they did. What I have found, if you stick using the parts of the times, there is no ingenuity that can deter you from what they have already done. Think about it, if you use the rules of the time as a base, how can you go wrong!
The rules of the 1950's were very basic. What was interesting to me was the advancement of the rules [over time] to keep up with the racers as they became more creative/innovative to gain the upper edge on thier competators. This included moving motors back slightly and adding staight axles (which came in the 60's) to lift the front ends to move the center of gravity more to the rear wheels. I'm not suprised.
The cars [in the Fifties] on the track were pretty basic compared to todays builds. Its true the cars in the Fifties were simple. Since the creation of the new 'sport' was taking off, they had to find a way to keep the competators on a level playing field. Let's take a look at those rules:
The Fifties
First, let’s talk about gassers in the fifties. Now, to be honest, these cars were a bit before my time. I was around throughout the fifties, but didn’t “discover” dragracing until the early sixties, so what I do know about fifties gassers is pretty much culled from a 1958 NHRA rulebook (courtesy of Steve Gibbs), a conversation or two with Don Montgomery (author of “Supercharged Gas Coupes & Sedans”), conversations with other racers of the era, and photos and articles of the time.
Having said that, let’s see what we can uncover about the early gassers. In what is generally accepted as the first legal drag race ever, in 1949 at Goleta, CA, Tom Cobb’s blown flathead Model A roadster lost to Fran Hernandez’ nitro flathead fenderless 32 coupe. Well, no gassers there…but at least the coupe won! About a year later, on Sunday June 19, 1950, C.J. “Pappy” Hart opened the first legal dragstrip in the nation on an unused runway at Santa Ana, CA.
At first, there were no “classes”. It was “run what ya brung” in the purest sense. Interestingly enough, by the way, more often than not, it was a motorcycle winning the top eliminator. By 1953, some general classes were introduced. They were pretty loose and included classes like “Pre-War Roadster” and “Post-War Heavy Sedan” among others. As time progressed, the classes became more formalized. That was also the year that the NHRA held it’s first drag race at Pomona. Two years later, in 1955, they held their first national event in Grand Bend, Kansas.
To be truthful, I don’t really have any information about class structures until 1958, so I’m going to have to start there with any kind of specifics.
In 1958, a gas class racer was basically a hot street coupe. No engine setback was allowed, all gassers had to have working lights, wipers, starter, generator and all other street equipment. Fans and belts were optional, but radiators were required. The car even had to be currently licensed for the street. Full exhaust systems, including mufflers, were required but could be unhooked for competition, although they had to remain on the car. Those of you old enough will remember “cutouts” that were used back then up into the early 60’s.
What all this provided for was a class for guys to run a “hopped-up” street machine. The cars were required to have full “factory-type” upholstery although two buckets could replace the standard bench seat as long as both were fully upholstered. Customs were allowed as long as the car wasn’t chopped, channeled or sectioned a total of more than four inches. “Four stock fenders” and a rear bumper were also required.
Full transmissions were also required. “Quick-change rear-ends, locked differentials or ratchet-type rear-ends (high torque) are permissible with safety hubs.” Four-wheel brakes were required as well.
There were only five gas classes, classified according to total car weight divided by total engine displacement cubic inches. Designations were A/G, B/G, C/G, D/G or E/G preceded by car number. Use of a supercharger moved you up one class. The breakdowns were as follows:
CLASSES
Class A 0 to 8.99 pounds per cubic inch
Class B 9.00 to 10.99 pounds per cubic inch
Class C 11.00 to 12.99 pounds per cubic inch
Class D 13.00 to 13.99 pounds per cubic inch
Class E 14.00 or more pounds per cubic inch
As you can see, this class was designed for what was basically a modified stocker…much like the later Modified Production classes.
By 1960, the rules had changed significantly. By then, engine setback of up to 10% was permitted although most of the street equipment rules were still in force. Since I don’t have access to a 1959 rulebook, I can only surmise that the setback rule took effect first in either 1959 or 1960.
Just by way of providing information for those who aren’t quite sure what “engine setback” means, a 10% setback would allow the engine to be moved back enough so that the forward most sparkplug in the engine could be no further than 10% of the wheelbase behind the front axle centerline.
The reason that the setback rule was introduced is reasonably simple. There was nothing in the rules that required the original engine in the car to be used. When someone performed an engine swap in a Model A, for instance, chances were that they would have to cut the firewall anyway. The question then becomes “what is the “stock location” for a flathead V-8 in a Model A?”. Introducing an engine setback limitation merely provided a level playing field for all competitors.
Gasser Madness
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