The Automoblie flashback series - "I love the 1920's" - The year is 1928

[Gateway]

Welcome to my "Automobile flashback series"

Every week, over the next 72 weeks, i will make a "Automobile flashback series" thread. Where, we will cover "that" year of the automobile. The good, the bad and the ugly. Interesting facts, outrageous opinions, and amazing feats will be posted.

Quote, originally posted by 4x4s »

As stated in previous episodes, don't be shy about asking questions. While we all are pasionate about our current cars, none of them would be what they are today without the constant innovation, improvement, development, and even outright blunders of the past. Ask questions, post up any info or photos you may find, and let's all learn something interesting. (And don't miss the previous episodes: 1920, 1921, and 1922, 1923, 1924,1925, 1926, 1927 !)

Without any further ado, i present you the year 1928...

But first, lets hear that Jingle...

(VH1 Jingle)I love the 20's.... I love the 20's.... I love the 20's!!!!!(VH1 Jingle)

Lets start this thread off by looking at a few car pics from 1928. Feel free to pick one and share some infomation on it.

1928 "Hupmobile" Victoria Coupe

1928 Chandler "Rumble" Seat Roadster

1928 Essex Greater Super Six - Four-Door Sedan

1928 Buick Landau Sport Coupe w/Rumble Seat & Dual Rear-Mount Spares

1928 Buick Landau Sport Coupe

1928 Moon "6-60" Royal Roadster

1928 Erskine Model "51F"

1928 Ford Model "A" Roadster Pickup

[MEIN_VW]

Look at this beauty:

Quote »

1928 Isotta-Fraschini Tipo 8A S LeBaron Boattail Roadster ID# 1637 1 of 2 in Existence This sporty looking classic is the Tipo 8A S Boattail Speedster. The 8A Isottas were some of the finest automobiles to come out of Europe in the 1930's with Rolls-Royce and Hispanos in close competition. This Boattail has a custom-built body by LeBaron, an American coachbuilder. It was built on the special Isotta short wheelbase with a “Mother-in-law” seat, which was a one-passenger rumble seat. The S models were a tuned version of the 8A engine with a high compression ratio and a somewhat high numerical final drive ratio. It also included larger valves with dual valve springs, dual inlet manifolds, and dual downdraught carburetors; this being advanced practice for the era. This Isotta with its 150 BHP could obtain 110 MPH in top gear. This beautiful Isotta is a true success on all levels, most prominent being the looks, workmanship, finish, and all-round quality.

[Gateway]

^^^^

Talk about sexy... I would sell the GTO for of those in a spilt second. The biggest problem wouldn't be trying to convince the owner to sell it. It would be trying to find one of the owners.

[vwlarry]

1928 is interesting to me because I have long viewed this year, more than perhaps another, as the "dawn" of the Classic Era in automobiles. The I-F above is a perfect example of this. Looking at it, it seems to have one foot in the earlier, "primitive" design era (as I prefer to refer to the pre-classic time), wherein the car's design elements are still noticeably rather "reedy" and poorly integrated. Take a CLOSE look at the Isotta Fraschini, and you can still see the "antiqueness" of the styling, despite the classic-veneer that has been skillfully applied in this example. The other foot is planted into the new, upcoming design era wherein these basic elements became so much more harmonious, better-balanced and proportioned, and the styling of nearly all automobiles, not just the "classics" reached a new level of maturity and modernity.

Just for argument's sake, I will step out on a limb and name the very car that touched off this new era of true "classic" styling and design: Duesenberg Model J, in particular the chassis bodied by Murphy in California. These cars signalled a new era in automobile design.

BTW, as to the quote cited about the I-F, if those carburetors are "downdraught", then the photograph must be upside-down.

Modified by vwlarry at 4:59 AM 3-19-2005

[Gateway]

Quote, originally posted by vwlarry »

1928 is interesting to me because I have long viewed this year, more than perhaps another, as the "dawn" of the Classic Era in automobiles.

For that reason alone, this thread is going two pages.

[vwlarry]

I'm sorry, buddy, but two pages of this type of thread is pretty optimistic. The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six.

[4x4s]

Quote, originally posted by vwlarry »

I'm sorry, buddy, but two pages of this type of thread is pretty optimistic. The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six.

Mmmm, beer.
When are we going?

[Gateway]

Quote, originally posted by vwlarry »

I'm sorry, buddy, but two pages of this type of thread is pretty optimistic. The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six.

[4x4s]

In 1928 Germany, the DKW company was the largest motor bike company in the world. The initials DKW variously stood for: Dampf Kraft Wagen (vapor, or steam, vehicle - various prototypes were investigated as the first line of the company); Das Knafen Wunsch (the dream, or the wish of little boys - to describe the small 2 stroke "toy" engines it developed for scientific investigation); then, Das Kliene Wonder (Little Marvel), to describe the bicycle engine that was it's mainstay in 1928.

In addition to it's small engines however, DKW introduced it's first small, front wheel drive car.

In later years, DKW would merge with Auto-Union and others, and be imortalized as one of the four rings in the Audi logo.

The 1928 DKW:

[4x4s]

The 1928 LeMans was a great race for American cars, with 3 finishing in the top 4.

The 1st place Bentley (car #4) had suffered the same mechanical problems as the other two Bentleys entered that had dropped out of the race earier, but was able to limp along to complete the race, winning by less than a lap. This would be Bentleys second win in a row at LeMans.

The 2nd place Stutz (car #2) had been swapping the lead with the #4 Bentley throughout the race, but lost it's top gear with only an hour and a half left in the race. The Stutz had run 22 1/2 hours without a single problem prior to that.

3rd (#8) and 4th (#7) were both Chryslers. These were 1928 Series 72 Roadsters - essentially production cars from the fledgling four-year-old company. While the Chryslers never threatened the leading Bentleys and the sole Stutz, the maintained a clear lead over all of the other comptitors.

A good write-up of the race (with more pics of the Chrysler) can be found at: Chrysler Cars at the 1928 Le Mans 24 Hour Grand Prix d’Endurance

Modified by 4x4s at 11:20 AM 3-20-2005


Modified by 4x4s at 11:22 AM 3-20-2005

[turbo_nine]

Q: What's more hardcore than a front-mounted intercooler?

A: A grille-mounted supercharger.

[Spindle]

Quote, originally posted by MEIN_VW »

Look at this beauty:

Mmmmmm, Boattails.

In '28, coach design was reaching its zenith, with the apex being ~'33-'34 and was going full throttle prior to the crash.

Boattails, particularly Speedsters, are probably my faves of all time.

1928 Stutz Black Hawk Boattail

and the Creme' de la creme for '28......
1928 Auburn Boattail Speedster

(even in this weird green, its beautiful)

Both were built right here in good 'ol Indiana.

And some more '28 trivia.....

1928: Coast-to-coast bus service began.
- General Motors Near East holds its first Dealers' Conference in Alexandria, Egypt. General Motors India establishes the first automobile assembly plant in India.
- Clashless Synchromesh transmission is introduced by Cadillac. This is a major innovation for 1928.
- Chrysler buys Dodge and introduces the DeSoto and the first Plymouth, priced from $670 to $725 to appeal to consumers with average incomes.
- Chrysler Corporation also established separate divisions for distribution of various lines of cars: Plymouth Motor Corporation, Dodge Brothers Corporation, DeSoto Motor Corporation, and Chrysler Sales Corporation.
- Chrysler buys the Dodge Brothers, Inc., automotive builders with a solid reputation for making vehicles with rugged dependability. The Dodge Brothers became famous for building the first car to drive into and out of the Grand Canyon.

[vwlarry]

Don't forget the biggest automotive event of 1928, which was the advent of the new Ford...the Model A. Few new cars have caused such a sensation in the public before or since. It could never happen in today's choice-glutted marketplace.

...a game attempt to keep a worthy thread alive.

[Gateway]

Quote, originally posted by vwlarry »

It could never happen in today's choice-glutted marketplace.

Sad but true...

It's only Tuesday people... Saturday, 1929 starts! Lets keeps this going. We have to end the decade with a bang.

[4x4s]

In 1928 Leon Duray set the "World's Closed Course Absolute Speed Record" of 148.7 mph. This event took place in Shelby Township, Michigan at the Packard Proving Grounds, and Leon's record held until 1952!

[Edit: state the correct record set above. The Land speed record in 1928 was over 200 mph, at Daytona by Sir Malcom Campbell. See page 2 of this post for details and links.]

Packard Motor Car companys Col. Jesse Vincent began acquiring the land for the proving grounds in 1926 after deciding it needed a better environment for testing Packard vehicles. The proving grounds housed a lodge-garage building which housed engineers and Packard executives in the nine bedrooms of the 8342 square foot Tudor style bulding.

Also on the grounds was a 2 1/2 mile state of the art concrete test track where the speed record was set. From 1928 until 1952 (when the 148.7 mph record was broken at a new track in Monza, Italy) this track was known as the "The worlds fastest speedway".

Within the oval test track, an airplane hangar and landing strip were constructed. The first diesel engine for airplanes was developed here by Packard. Charles Lindbergh spent time at the proving grounds testing the diesel in the "Packard Stinson Detroiter" airplane. He also took a turn on the track in the Packard Vincent speedster, achieving 112 mph.

The Vincent speedster was created by brothers Charles and Jessie Vincent who were in charge of track operations at the proving grounds. All new Packard vehicles were required to have proving ground approval before going into production.

The proving grounds remained active throughout the war years and on until the demise of Packard, and was eventually bought by Ford Motor Co. In 2003, most of the test track was torn up for a residential development.

Ford has donated 7 acres of the proving grounds property to the Packard Club, who is restoring the remaining portions of the track and buildings for historical purposes.

Sources: http://shelbyhistory.tripod.com/id14.html


Modified by 4x4s at 10:42 PM 3-25-2005

[4x4s]

A pic of the Packard Proving ground track, this one from 1949:

A recent view of what's left of the track:

An areial view from the 40's:

[Gateway]

Quote, originally posted by 4x4s »

A pic of the Packard Proving ground track, this one from 1949: A recent view of what's left of the track:

Where is this located?

Maybe some of us should pull some $$$ together... then buy and restore it.

[4x4s]

Quote, originally posted by Gateway »

Where is this located? Maybe some of us should pull some $$$ together... then buy and restore it.

Shelby Township, MI. Parts of the proving grounds are being restored by the Packard club, according to the link in my original post about it: http://forums.thecarlounge.net...63018

[MEIN_VW]

I've been around that track in a Packard during the Packard Club of America's national meet in Detroit in 1982.

[jddaigle]

Quote, originally posted by vwlarry »

1928 is interesting to me because I have long viewed this year, more than perhaps another, as the "dawn" of the Classic Era in automobiles. The I-F above is a perfect example of this. Looking at it, it seems to have one foot in the earlier, "primitive" design era (as I prefer to refer to the pre-classic time), wherein the car's design elements are still noticeably rather "reedy" and poorly integrated.

Very good point. Looking at many of the cars in this thread it is apparent that many were still designed as old horse-drawn carriages with an engine assembly in front and an attached luggage compartment in the back. The Boattails show the beginning of an idea of the car as a unified designed object. Still, function defines form overwhelmingly, due to the oversized dimensions of contemporary suspension & drivetrain elements, and the fact that most designers were still thinking of ornamentation in terms of what could be pulled efficiently by horses or a low-horsepower engine. As engines grew more powerful and vehicle weight became less of a limitation, exotic sheetmetal designs would become possible.

[vwlarry]

There are many factors that contribute to the evolutionary jump in design sophistication during this period. Some are not all that obvious. Metalurical advances brought better grades of sheet-steel, that could be formed into more complex shapes, with "deeper draw" being an important factor in enabling designers to bring more deeply crowned fenders, as well as freeing them from the simple "right angle" sheetmetal shaping that they were more or less limited to before.

Also, toolmaking technology was making huge advances, and this perhaps is the most important factor of all during the late twenties. Tool and diemaking technology was discovering new ways of enabling sheetmetal presses to successfully form the deep-draw shapes the designers were coming up with. Also, welding technology was advancing, and this gave designers new freedom to bring shapes to reality that were formed of several separate stampings welded together, thus giving designers the ability to exploit their ideas of large expanses of unbroken, unified panels in a car design.

Thus, we see during this time and in later years the advent of "unification" of the previously disparate and stand-alone features of a typical car...fenders, cowl, hood, body, into a more harmonious whole, which is what we accept as normal today.

[4x4s]

To underscore Larry's point, I did a breif search for tool and die companies, and found a handful that were all founded in 1928. Obviously this list would not include the scores of companies that did not survive to today, nor those that may have been acquired and folded into other businesses.

Ready Machine Tool & Die Corp., Connersville, IN
Bowers Tool And Die Company, Portage, MI
Norwood Tool, Dayton, OH
Federal Die Casting Company, North Chicago , IL

Also in 1928, the trade journal Modern Machine Shop magazine was founded - a sure sign of a thriving industry.

[TR04gli]

Quote, originally posted by vwlarry »

I'm sorry, buddy, but two pages of this type of thread is pretty optimistic. The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six.

I must respectfully disagree with part of this statement. While I think you are correct that it is optimistic that a thread like this will reach 2 pages, I think you are wrong about the fact that there are only a few people that are interested.

These topics are fascinating, but there are simply not too many of us that are well equipped to participate in a discussion about cars of this age. If you look at the number of views this thread has, while it is not huge, it certainly proves that there are more than 2 or 3 of us that take time to at least look at these threads.

Please keep them coming, I look forward to the new one each week.

[4x4s]

Thanks for stating this Xanthazar. Glad to hear someone appreciates it.

But I urge anyone who reads this, post up your questions too. You don't have to have the answers. There must be something we have touched on in these threads that someone is more curious about. This should be a discussion, not just a few of us throwing out a handfull of facts that we either know or have looked up somewhere.

Again, thanks.

[Taimar2]

1928 saw the continued march of Chrysler Corporation, the most successful new car company of the decade. In 1928 they launched two new brands - DeSoto, which was to slot just under Dodge, and Plymouth, which was to be the bargain brand, competing head to head with Ford, Chevy, and Willys, among others. The instant and huge success of the Plymouth car knocked Willys out of the top three permanently, and Plymouth would the third "mainstream" American brand until the 1970's, when its slot was taken by Dodge.

DeSoto did not fair as well and struggled for a number of years to find an identity, eventually being repositioned to what we now think of as it's intended place, between Dodge and Chrysler as a Buick rival.

Plymouth's success was all the more astounding when you factor in the biggest story in the Automotive world of the 1920's - the launch of the Ford Model A this same year. The model A replaced the T around the world and was one of the most long-awaited, unanimously successful cars of any era.

[4x4s]

So, put yourself back into 1928. You're shopping for a bargain brand coupe or a roadster. Which would you choose?

1928 Plymouth Model Q DeLuxe Coupe (OT: Nissan is suing them for the name ):

1928 Ford Model A Roadster:

1928 Chevrolet Sport Coupe:

1928 Willys Overland Whippet Roadster:

I'm kinda' liking the Plymouth myself, but the Willys looks sharp too (at lease in these pictures).

[Gateway]

Quote, originally posted by 4x4s »

So, put yourself back into 1928. You're shopping for a bargain brand coupe or a roadster. Which would you choose? 1928 Ford Model A Roadster:

That would be my choice based on looks alone. You should of gave us some specs to go by. I know, i know... I should stop being a lazy ass and look them up myself.

[Gateway]

4x4's i just noticed your sig! What a GREAT idea! I love it.

Larry check out that sig.

[vwlarry]

That's an easy one for me. The Ford would be the car for me. It was THE new car of the day, and it had better performance than its competitors, and perhaps most of all, it was arguably the highest quality low-priced automobile in the world at that time. To top it off, Edsel Ford's beautiful "baby Lincoln" styling of the Model A made it an instant common-people's classic. I've loved the looks of the Model A Ford since I was a little boy, and if I were the same fellow I am now, just transported to '28, my feelings about the Ford would be the same.

I love 'em.

[vwlarry]

"The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six."

My little jab above is the kind of thing that has gotten me into more-or-less permanent "undesirable" status here. You see, I've been told a BILLION times not to exaggerate.

It's just that nobody (not you personally, I'm speaking globally) gets it anymore. It's all for effect, but it's taken literally. You can't have fun writing on VWVortex anymore. It's turned into a minefield of eggshell-thin egos tending to their sacred cows. I'm just the opposite when it comes to inconsequential things in life, like cars. As much as I dearly, deeply love automobiles, I have come to the realization that they are just that...CARS. Some of the greatest automotive journalists I've ever read have been the ones who felt exactly the same way...NOTHING is sacred. But here in these modern, sanitized, PC-perfect Vortex forums, you can't make fun of ANYTHING. What a drag.

Modified by vwlarry at 9:30 PM 3-25-2005


Modified by vwlarry at 9:32 PM 3-25-2005

[Gateway]

Quote, originally posted by vwlarry »

My little jab above is the kind of thing that has gotten me into more-or-less permanent "undesirable" status here. You see, I've been told a BILLION times not to exaggerate. It's just that nobody (not you personally, I'm speaking globally) gets it anymore. It's all for effect, but it's taken literally. You can't have fun writing on VWVortex anymore.

Don't worry about it... we have our own little group of topics here. Think of it as a force-field, that protects us from the rest of the sheep herd.

Quality > Quantity.

Quote, originally posted by vwlarry »

The Car Lounge members who have any interest in this sort of topic could all fit inside a VW Polo, and there would STILL be enough room left for Jamie to take us all out for a beer or six.

Sig Material for sure.

Sorry, i know that was uncalled for.

[4x4s]

Quote, originally posted by vwlarry »

.. You see, I've been told a BILLION times not to exaggerate. ...

No way! It can't be more than a couple of hundred times.

Oh, wait Never mind...

[Gateway]

Seeing how this topic is still going... I am going to wait until tomorrow night to start 1929.

In the past, i have started the new year on either a Fri or Sat. So either way, we are in good shape.

[onebadbug]

Nice little article about a 1928 Hudson here. About 5 paragraphs down it tells about what it takes to drive it.

http://www.phillyburbs.com/pb-....html

Quote »

1928 Hudson owner pleased with car's performance By VERN PARKER To own a miniature version of a classic Hudson, . During the summer of 1996 Karl Anderson wanted to take part in the well-known Glidden Tour of antique automobiles but did not have a car old enough to qualify. When he learned of the availability of a 1928 Hudson Super Six Custom Landau Sedan, he leapt at the chance and purchased the four-door sedan. This car was in unrestored, original condition. Anderson believes that he is the third owner of the Hudson. With his wife, Dorothy and another couple, Anderson drove to York, Pa., in August 1996 to take possession of the five-passenger sedan. The car has a pop-out ignition switch similar to that on a Model A Ford. The 288-cubic-inch, six-cylinder engine was coaxed to life, and with Anderson behind the four-spoke steering wheel, the 3,780-pound Hudson was soon on the way to its new home near Berryville, Va. During the drive came a downpour, Anderson recalls, "The wiper forgot how to work." An occasional half hearted swipe of the reluctant wiper cleared the windshield enough so that Anderson could proceed. The engine ran fine all the way home though, he remembers. The Hudson is from an era when motorists actually had to work to drive the car. In order to start the car, the driver must adjust the spark and throttle levers near the horn button at the hub of the steering wheel. Anderson displays an oilcan under the hood next to the left side of the tall engine. He explains that not a drop of the 7 quarts of oil ever gets to the top of the engine. Consequently, the driver uses the can to add oil every 500 miles to fill the six oil cups atop the engine. Each cup holds about a shot glass of oil. A felt wick, Anderson says, siphons the oil down to the working parts of the engine. Toward the right side of the dashboard is a carburetor heat control knob that must be adjusted as the heat of the engine changes. The knob has five settings: hot, warm, medium cool, and cold. At the left end of the dashboard is a motor-heat-control knob that mechanically adjusts the shutters in front of the radiator. While the driver has to contend with these controls, he also has to manipulate the cowl vent, as well as the adjustable windshield to keep the passengers comfortable. In severely cold weather, passengers could stay warm with the help of a lab robe, which was usually hanging from the robe rail on the back of the front seat. The driver could insulate the engine by snapping a weather front which covered the louvers on each side of the engine hood. Six holes around the perimeter of the louvers are there for that purpose. Fourteen-inch mechanical drum brakes, both front and rear, on 12-spoke wood wheels halt the heavy Hudson. Each wheel features a 2-inch-wide internal expanding shoe. The emergency hand brake sprouts from the floor up to the driver's left knee. A pair of glove compartments at ankle height is wedged into the side kickboards on both sides of the car beneath the dashboard. Both rear doors have convenient pockets. The chrome landau bars are mere decoration, as the black landau leather material covering the roof and upper quarters cannot be lowered. Still, they add a stylish touch, as does the trunk attached to a rack at the rear. Under the trunk is a 129-gallon fuel tank. The big 31x6.00-inch tires mounted on 19-inch wheels support the car on a 127 3/8-inch wheelbase and provide a comfortable ride. The owner's manual boasts that the car can be turned in 21 feet. The black fenders match the top, while the body is green with a cream-colored panel under the windows. The Weed Co. manufactured the unusual bumpers. A single taillight was standard in those pre-turn signal days. An extra charge was assessed for name brands, such as a Stewart-Warner speedometer and vacuum tank, Prest-O-Lite battery, Marvel carburetor, King Seely gas gauge, E. A. Laboratories horn, and Goodyear tires. Since the Hudson performed flawlessly on the Glidden Tour, a five-day tour with a 125-mile trip scheduled each day, the proud owner is anticipating yet another Glidden Tour. Even though the odometer is nearing 82,000 miles, "It runs great," Anderson enthuses. © Copyright 2002, Motor Matters

[Gateway]

Quote, originally posted by onebadbug »

About 5 paragraphs down it tells about what it takes to drive it. The Hudson is from an era when motorists actually had to work to drive the car. In order to start the car, the driver must adjust the spark and throttle levers near the horn button at the hub of the steering wheel. Anderson displays an oilcan under the hood next to the left side of the tall engine. He explains that not a drop of the 7 quarts of oil ever gets to the top of the engine. Consequently, the driver uses the can to add oil every 500 miles to fill the six oil cups atop the engine. Each cup holds about a shot glass of oil. A felt wick, Anderson says, siphons the oil down to the working parts of the engine.

What if all automotive technology halted in 1928?

Can you imagine how much difficulty todays world would have with this? Taxi drivers would make more than Network System Admins.