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Sinsheim – Technikmuseum Sinsheim – Ford Thunderbird 1955
Image by Daniel Mennerich
The Thunderbird ("T-Bird"), was an automobile manufactured by the Ford Motor Firm in the United States more than eleven model generations from 1955 by means of 2005. When introduced, it developed the marketplace niche ultimately recognized as the personal luxury vehicle.
A smaller sized two-seater sports roadster was designed at the behest of Henry Ford II in 1953 named the Vega. The completed one-off generated interest at the time, but had meager energy, European appears, and a correspondingly higher price, so it never proceeded to production. The Thunderbird was related in notion, but would be a lot more American in style, much more luxurious, and significantly less sport-oriented.
The guys and their teams usually credited with the creation of the original Thunderbird are: Lewis D. Crusoe, a retired GM executive lured out of retirement by Henry Ford II George Walker, chief stylist and a Ford vice-president Frank Hershey, chief stylist for Ford Division Bill Boyer, designer Body Development Studio who became manager of Thunderbird Studio in spring of 1955, and Bill Burnett, chief engineer. Ford Designer William P. Boyer was lead stylist on the original 1955 two-seater Thunderbird and also had a hand in designing the future series of Thunderbirds like the 30th Anniversary Edition. Hershey’s participation in the creation of the Thunderbird was much more administrative than artistic. Crusoe and Walker met in France in October 1951. Walking in the Grand Palais in Paris, Crusoe pointed at a sports automobile and asked Walker, ‘Why cannot we have some thing like that?’ Some versions of the story claim that Walker replied by telling Crusoe, "oh, we’re functioning on it"…even though if anything existed at the time beyond casual dream-vehicle sketches by members of the style employees, records of it have by no means come to light.
Walker promptly telephoned Ford’s HQ in Dearborn and told designer Frank Hershey about the conversation with Crusoe. Hershey took the concept and started operating on the automobile. The notion was for a two-passenger open car, with a target weight of 2525 lb (1145 kg), an Interceptor V8 engine primarily based on the forthcoming overhead-valve Ford V8 slated for 1954 model year introduction, and a prime speed of over 100 mph (160 km/h). Crusoe saw a painted clay model on May 18, 1953, which corresponded closely to the final car he gave the vehicle the go-ahead in September soon after comparing it with present European trends. After Henry Ford II returned from the Los Angeles Auto Show (Autorama) in 1953 he authorized the final design notion to compete with the then new Corvette.
The name was not among the thousands proposed, which includes rejected alternatives such as Apache (the original name of the P-51 Mustang), Falcon (owned by Chrysler at the time), Eagle, Tropicale, Hawaiian, and Thunderbolt. Rather, it was recommended to the designer and, in the hurry-up mood of the project, accepted. It is rumored that Jack Austen Crabbs of Davenport Iowa was the owner of the Thunderbird name. Ford acquired the name from Mr Crabbs requiring him to rename his auto the "black flame". The word "thunderbird" is a reference to a Legendary creature for North American indigenous folks. It is deemed a supernatural bird of power and strength.
The Ford Thunderbird started life in February 1953 in direct response to Chevrolet’s new sports car, the Corvette, which was publicly unveiled in prototype kind just a month prior to. Under speedy improvement, the Thunderbird went from idea to prototype in about a year, becoming unveiled to the public at the Detroit Auto Show on February 20, 1954. Like the Corvette, the Thunderbird had a two-seat coupe/convertible layout. Production of the Thunderbird started later on in 1954 on September 9 with the car starting sales as a 1955 model on October 22, 1954. Although sharing some design and style characteristics with other Fords of the time, such as single, circular headlamps and tail lamps and modest tailfins, the Thunderbird was sleeker and a lot more athletic in shape, and had functions like a faux hood scoop and a 150 mph (240 km/h) speedometer hinting a greater overall performance nature that other Fords didn’t possess. Mechanically even though, the Thunderbird could trace its roots to other mainstream Fords. The Thunderbird’s 102. inches (two,591 mm) wheelbase frame was largely a shortened version of that used in other Fords although the car’s standard 292 cu in (four.8 L) Y-block V8 came from Ford’s Mercury division.
Though inspired by, and positioned directly against, the Corvette, Ford billed the Thunderbird as a private luxury car, placing a greater emphasis on the car’s comfort and convenience functions rather than its inherent sportiness. Designations aside, the Thunderbird sold exceptionally properly in its first year. In truth, the Thunderbird outsold the Corvette by a lot more than 23-to-1 for 1955 with 16,155 Thunderbirds sold against 700 Corvettes. With the Thunderbird considered a good results, handful of alterations had been produced to the vehicle for 1956. The most notable adjust was moving the spare tire to a continental-style rear bumper in order to make far more storage space in the trunk, and an optional porthole in the removable roof was offered and typically selected by purchasers. Nevertheless, the addition of the weight at the rear brought on steering issues. The spare was moved back to the trunk in 1957 when the trunk was restyled and produced slightly larger. Amongst the few other modifications were new paint colors, the addition of circular porthole windows as regular in the fiberglass roof to enhance rearward visibility, and a 312 cu in (5.1 L) Y-block V8 producing 215 horsepower (160 kW) when mated to a three-speed manual transmission or 225 horsepower (168 kW) when mated to a Ford-O-Matic two-speed automatic transmission this transmission featured a "low gear", which was accessible only through the gear selector. When in "Drive", it was a two-speed automatic transmission (related to Chevrolet’s Powerglide).(Low gear could also be accessed with wide open throttle.)
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The 312 cu in (5.1 L) V8 became the Thunderbird’s common engine, and now developed 245 horsepower (183 kW). Other, even much more strong versions of the 312 cu in (5.1 L) V8 had been offered such as one particular with two 4-barrel Holley carburetors and yet another with a Paxton supercharger delivering 300 horsepower (220 kW). Though Ford was pleased to see sales of the Thunderbird rise to a record-breaking 21,380 units for 1957, organization executives felt the car could do even greater, top to a substantial redesign of the vehicle for 1958.
Amtrak fixes Astoria Scum River
Image by jasoneppink
Walking to the train this morning, I heard construction noises and half joked that maybe Amtrak was fixing Astoria Scum River. Turns out they had been!
The guys had been really friendly and really complimentary of our bridge. Amazing!
For far more than twenty years, a leaky pipe on 33rd Street beneath the Hell Gate Bridge viaduct method submerged a lot more than a hundred square feet of heavily-trafficked sidewalk below a festering cesspool of standing water. Astoria Scum River, as it was referred to as, stretched the entire width of the sidewalk, and as winter approached, the river iced more than and became especially hazardous to cross.
Astoria Scum River Bridge was constructed to offer Astorians an chance to safely cross this hazard. The unauthorized bridge was a gift to the pedestrians of Astoria in the absence of profitable municipal efforts to ameliorate the problem.
The bridge was produced at zero price completely from recycled supplies: an old perform bench identified on the curb, rescued screws from a disassembled desk, and a metal plate from an expired electrical component. It was installed and devoted on December 30th, 2009.
On January 25th, 2010, Astoria Scum River Bridge was the topic of a commendation from the office of NYC Council Member Peter F. Vallone, Jr., accompanied by a pledge to operate with Amtrak to re-route Astoria Scum River off the sidewalk.
Two days later, Amtrak workers started construction function. Astoria Scum River was quickly routed off the sidewalk, and within a couple months, custom-made grates had been installed to comprehensive the project. The bridge, no longer needed, was de-installed on March 20th, 2010 and returned to the curb whence it came.
I removed the plaque
Image by jasoneppink
in anticipation of moving the complete bridge
For a lot more than twenty years, a leaky pipe on 33rd Street beneath the Hell Gate Bridge viaduct method submerged more than a hundred square feet of heavily-trafficked sidewalk under a festering cesspool of standing water. Astoria Scum River, as it was known as, stretched the complete width of the sidewalk, and as winter approached, the river iced over and became specifically hazardous to cross.
Astoria Scum River Bridge was constructed to supply Astorians an opportunity to safely cross this hazard. The unauthorized bridge was a gift to the pedestrians of Astoria in the absence of profitable municipal efforts to ameliorate the issue.
The bridge was produced at zero cost totally from recycled components: an old work bench found on the curb, rescued screws from a disassembled desk, and a metal plate from an expired electrical element. It was installed and committed on December 30th, 2009.
On January 25th, 2010, Astoria Scum River Bridge was the subject of a commendation from the workplace of NYC Council Member Peter F. Vallone, Jr., accompanied by a pledge to work with Amtrak to re-route Astoria Scum River off the sidewalk.
Two days later, Amtrak workers began construction function. Astoria Scum River was rapidly routed off the sidewalk, and within a couple months, custom-created grates had been installed to total the project. The bridge, no longer required, was de-installed on March 20th, 2010 and returned to the curb whence it came.