Apartments On A Budget: 4 Tips From The Great Depression
Henry J. Kaiser and Joseph W. Frazer literally parted company in 1949, Condo in Bangkok (1 bedroom) – what should I look for? but they’d been at loggerheads once before. In 1942, Kaiser was experimenting with plastic-bodied cars, hinting that he just might sell them for $400-$600 once World War II was over. Industry-veteran Frazer was incensed: “I resent a West Coast shipbuilder asking us if we have the courage to plan postwar automobiles when the President has asked us to forego all work which would take away from the war effort. I think his challenge to automobile men is as half-baked as some of his other statements … He also suggested that auto companies announce their postwar plans immediately. Kaiser has done a great job as a shipbuilder … We had the welding equipment but lacked large dies and cranes.
The romantic roadster was history, and the equally old-fashioned phaeton (a throwback to touring-car days) was in its final season. Closed rumble-seat types were also in their last year. With sales still slow, the V-8/60 line was reduced to just a coupe, Fordor, and Tudor. Both body styles had long since lost whatever favor they once had, but Ford was far behind its rivals in realizing this fact (Plymouth’s last roadster and phaeton appeared in 1932, Chevrolet’s in ’35). Styling for all models was a variation on 1937 themes, announced by more-bulbous faces.
A 2000-model restyle, much of it patterned on the less radical Mercury Sable, aimed at wider public acceptance, as did a new, more user-friendly dashboard. Airbags and seatbelt pretensioners were improved in line with growing buyer demand for safety features. But the interesting SHO was canceled for lack of interest, and other Tauruses changed hardly at all over the next six seasons. Who could have imagined that back in 1956?
A major reskin of the basic 1957-58 bodyshells brought square lines; simple side moldings; a heavily sculptured “flying-V” back panel; and a low, rectangular grille filled with floating starlike ornaments. At the same time, the Sunliner convertible and Skyliner retractable gained Galaxie rear-fender script (but retained Fairlane 500 ID at the rear). V-8s were down to a 200-bhp 292, 225-bhp 332, and 300-bhp 352. Also carried over from ’58 was Cruise-O-Matic, Ford’s smooth new three-speed automatic transmission that proved a sales plus against Chevrolet’s Powerglide, if not Plymouth’s responsive three-speed TorqueFlite. All previous models continued, though now on the 118-inch wheelbase. Come midseason, a new Galaxie series of two- and four-door pillared and pillarless sedans generated high buyer interest and strong sales with their square but stylish Thunderbird-inspired wide-quarter rooflines.
The “500” stood for the 500-mile NASCAR races the division was winning (Ford won every 500 in ’63). 170-bhp 292 V-8 and Cruise-O-Matic. But options could turn this sporty hunk into a real fire-breather. An even bigger bore for ’63 produced a 427-cid powerhouse with 410/425 horsepower. High prices — around $400 — made these engines relatively uncommon. Besides Borg-Warner four-speed manual gearbox and 300-, 340-, 375-, and 401-bhp 390s, there was a larger-bore 406 big-block providing 385/405 horsepower.
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