1958-1960 Lincoln Premiere

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The 1958-1960 Lincoln Premiere was the completely redesigned standard Lincoln. Again, it was priced higher than the Capri, but less than the new companion Continental Marks Ill, IV, and V of these years.
It was about six inches longer and several hundred pounds heavier, which made the new 430-cid big-block “MEL” V-8 a must. Output was progressively reduced, however, in the quest for whatever mileage improvement was possible in these giants. Styling was marked by quad headlights in slanted recesses flanking an enormous grille and huge bumpers front and rear. Convertibles were sent over to the new Continental Mark III companion line

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, which shared the standard Lincoln’s unit body/chassis construction and basic appearance.
A minor facelift was ordained for ’59, and a more thorough redo — including a reworked greenhouse — was accomplished for ’60. Collector opinion is very divided on these cars. Some find them hideous, overly complex, and wallowy, while others think they’re just the thing for long-haul cruising in ’50s-style comfort.
Low sales and less of the “more is better” attitude generally in Detroit led to an all-new downsized Lincoln line for ’61.
Pluses of the 1958-1960 Lincoln Premiere:
Minuses of the 1958-1960 Lincoln Premiere:
Production of the 1958-1960 Lincoln Premiere:
Specifications of the 1958-1960 Lincoln Premiere: Wheelbase, inches: 131.0 Length, inches: 229.0 (1958), 227.2 (1959-1960) Weight, pounds: 4,798-5,064Price, new: $5,318-$5,945
Engines for the 1958-1960 Lincoln Premiere:

Porsche Boxster History

Porsche 356
Porsche 911
Porsche 914
Porsche 924

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, 944, 968
Porsche 928
Porsche 959
Porsche Boxster
Porsche Cayenne
Porsche Cayman
For prices, reviews, and more on Porsche from the Auto Editors of Consumer Guide

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, see:

How long does it take to build a Ferrari?

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Ferrari 400i

The elegant angular lines and airy greenhouse of the 365 GT4 2+2 marked a new design direction for Ferrari. Unveiled at 1972¡¯s Paris Auto Show, this square-cut new four-seater looked much different than the Ferrari 365 GTC/4. Moreover, it was stretched over a longer wheelbase — 106.3 inches (2700mm) versus 98.4 (2500) — and had a wider track

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, allowing it to have proper rear seats.

But otherwise, it was nearly identical to the Ferrari 365 GTC/4 under the skin. Both had independent suspension front and rear with self-leveling units in back, power-assisted disc brakes, power steering, and a robust tubular chassis. The GTC/4¡¯s 4.4-liter 320 horsepower V-12 and five-speed transmission also carried over untouched. But because of America¡¯s new smog and safety regulations, the car was never imported into the United States.
A revised version appeared at Paris in 1976. Called the 400 GT, its V-12 displaced 4.8-liters. But the most important mechanical change was the gearbox: This was the first Ferrari available with a factory-installed automatic transmission. Ferrari adapted General Motors¡¯ state-of-the-art three-speed Turbo-Hydramatic for use with the V-12 and created the Ferrari 400i Automatic. It was a very popular move for owners.
Externally, the Ferrari five-speed-manual 400 GT and the Ferrari 400i Automatic were nearly identical to the Ferrari 365, save taillights reduced in number from six to four and the addition of a small front spoiler. The interior, however, was substantially revised

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, with new seats and more leather trim, making it much more luxurious.
The Ferrari 400i would soldier on into the mid 1980s. The main revision came in late 1979 with introduction of fuel injection. The Ferrari 400i (for injection) was offered with both the five-speed and automatic. Fuel injection spread to the rest of the Ferrari lineup within a year.

The Ferrari 412 replaced the Ferrari 400i in 1985. Unveiled at the Geneva Auto Show, it was at the time the only Ferrari imported into the U.S. by the factory. Displacement grew slightly to 4.9-liters, and the body received minor detail changes, with bumpers now painted the same color as the car. The last Ferrari 412s were made in 1989, a demonstration of the lasting elegance of the car¡¯s shape.
Learn about these other great Ferrari Road Cars:

Olympic National Park

600 East Park Avenue
Port Angeles, WA 98362-6798
360-565-3130
www.nps.gov/olym
Olympic National Park — located in northwestern Washington, about 90 miles from Seattle — contains jagged mountains, glaciers, lush rain forests, and beaches that are covered with driftwood. These diverse offerings attract nature lovers from around the world. In addition to viewing the surroundings, visitors can partake in a number of activities, including boating, fishing, and water sports.
Entrance fees: $10/vehicle for seven days or $5/individual for seven days
Visitor centers: Olympic National Park Visitor Center and Hoh Rain Forest Visitor Center are open year-round
Other services: Four visitor centers, a museum, information stations, two lodges, two resorts, and 16 campgrounds
Accommodations: Some of the park’s 16 campgrounds are open year-round. Most operate on a first-come, first-served basis, but some reservations are available (800-365-CAMP).
Come to Olympic National Park, and you enter an enchanted forest, a luminous world suffused with a soft green light reflected and refracted by trees garlanded with club moss and lush growths of ferns and oxalis.
There, in Washington’s Hoh Rain Forest, western hemlock, Sitka spruce, and western red cedars, some with diameters of 25 feet, tower 300 feet above you. These ancient giants, standing on enormous roots called stilts, form great colonnades with inviting, winding side aisles that look like green tunnels leading to another world.
A jumble of undergrowth spreads out far below the forest canopy in the national park on the Olympic Peninsula, located in the extreme northwest corner of Washington. Seedlings that would have been unable to compete with other plants on the forest floor sprout exuberantly on fallen trees, called nurse logs.
From these rotting logs, some saplings may grow into the world’s largest specimens of Douglas fir and western hemlock. The undergrowth is luxuriant and abundant, but it is not impenetrable because its growth is kept in check by the foraging of the park’s most famous inhabitant, the Roosevelt elk.
Olympic is the most diverse national park. Along with the Hoh and two other rain forests, the park contains two more equally distinct ecosystems: a rugged wilderness seacoast, with stunning headlands and lovely beaches covered with driftwood, and the Olympic Mountains, a rugged range of high alpine meadows, great jagged ridges, and glaciers.
Because of this remarkably diverse landscape, climatic changes within the park are abrupt. The western side of the park has the wettest weather in the United States, averaging nearly 12 to 14 feet of precipitation each year. The eastern side of the park, which lies in the rain shadow of the mountains, is the driest area on the Pacific Coast north of Los Angeles.
Olympic National Park’s diverse landscape offers equally diverse activities and sightseeing opportunities for visitors. On the next page, learn about the many things to see and do in this park.
Location: Northwestern Washington
Established: 1938
Size: 922,651 acres
Terrain: Coastal wilderness, rain forest, and mountains
Highlights: Hoh Rain Forest and Mount Olympus
Wildlife: Roosevelt elk, snowshoe hares, Douglas squirrels, Olympic marmots, pocket gophers, small mammals, and hundreds of species of birds
Activities: Ranger-led walks and campfire programs; hiking, boating, fishing

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, climbing, swimming, windsurfing, waterskiing, river rafting, cross-country and downhill skiing, and backpacking (by permit)

10 Great Sports Cars

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.
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1955-1957 Pontiac Star Chief Safari

By 1955, Pontiac was trying to redefine its dull-but-dependable image with the 1955-1957 Pontiac Star Chief Safari. What better way to do that than with a “dream car”?
Classic Cars Image Gallery
Safari — the word has a lovely ring to it. The mind conjures up an expedition with the hunting party dressed in khaki suits topped off in pith helmets. An African setting: large animals

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, large guns, fine cameras. A couple of Land Rovers, steamy heat, a trace of an English accent.
Wrong! For General Motors’ Pontiac Division in 1955 “Safari” represented the fanciest and sportiest of all station wagons ever manufactured, the Star Chief Custom Safari — an expedition into the unknown, marketing-wise. The car was to be low in production, high in cost, striking inside and out, and it would enjoy a life span of only three years (though the Safari name would carry on at Pontiac and/or GMC).
Paul Gillan, who directed the Pontiac Styling Studio in the 1950s, came up with that wonderful name. The Pontiac Star Chief Safari’s closest relative at General Motors was its near twin, the Bel Air Nomad, over at Chevrolet Division — which is where the whole idea started. A great many people felt then, and still do, that these were two of the prettiest station wagons designed in the post World War II era.
Station wagons. Their heritage was an interesting one, dating back to early Cantrell-bodied “depot hacks” and 1923 Star wagons. Originally, these were meant to be high-volume haulers that really transported people to depots and stations to meet trains.
It was not happenstance that Pontiac’s Safari wagon was such a remarkably striking design. Consider Safari’s lineage as a General Motors Motorama show car

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. Remember seeing or hearing about those styling extravaganzas produced in the 1950s, which traveled major U.S. cities showing off flashy and elaborate automotive designs of tomorrow? Dream cars! Well, this styling dream came true in the form of 9,094 Pontiac Star Chief Safaris and 22,375 Chevrolet Nomads.
Several thousand people went down to their local Pontiac and Chevrolet dealerships from 1955-1957 and purchased those handsome station wagons. Little did they know that later both cars would later be awarded “Milestone” car status by The Milestone Car Society.
For more on General Motors Motorama show cars, see the next page.
For more information on cars, see:

1968 Mercury Park Lane

Mercury’s lush Park Lane convertible hit the deck with a new option for the 1968 Mercury Park Lane called “Yacht Paneling.” Though an appliqu¨¦, it was a nice, nostalgic nod to the real woodies of the late 1940s.

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?Classic Convertibles Image Gallery

For more classic convertibles of the 1960s and 1970s, see:

How to Clean Bathtub Jets

Adding a bathtub with jets to your home is a great way to add a little luxury to your everyday life. From soothing sore muscles to calming the mind with a relaxing soak, jetted tubs have many benefits. But just like many of the other items in your bathroom

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, they can also harbor bacteria and have significant soap scum build up as a result of bubbles, body oils, and soap. Even if you can¡¯t see it, it¡¯s important to clean out the jets of your bathtub regularly to ensure that they continue to function properly and to ensure that you¡¯re actually bathing in clean water and not with gross germs.
It¡¯s a good idea to avoid using certain products in jetted tubs — such as baby oil and bubble bath — to reduce the amount of buildup to begin with. and to refill the tub with warm water and then run the jets for 15 to 20 minutes to clear them out after each use. But even the most cautious homeowners will still need to do a deep clean of their jets once per month if they regularly use their bathtub

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. This requires just a few simple steps.
Fill the tub with hot water to at least three inches above the height of the jets. Add two to four teaspoons of powdered dishwasher detergent (or another low-foaming disinfectant). For a deep clean, you can also add up to one-half cup of bleach. Run the jets for 15 minutes, and then turn off and drain the bathtub. Refill the bathtub with cool water and run the jets for another 15 minutes. Drain again, and your jets should be free and clear of all the soap scum and germs that you¡¯d rather not have joining you the next time you settle in for a relaxing bath.

How Imperial Cars Work

Imperial became a distinct make for 1955 and continued as such for the next 20 years. The name, of course, had been familiar since the late ’20s on the most-luxurious Chryslers — and that was a problem.
Somehow, Imperial could never shake its image as a Chrysler, and it was this, more than any other factor, that hampered sales in the prestige-conscious luxury field.
Nevertheless, some of Imperial’s best years as a separate make were its first. The beautiful 1955 models, based extensively on Virgil Exner’s period Parade Phaeton show cars, are still regarded as the most-desirable Imperials of all.
Elegantly trimmed inside and out, this big 130-inch-wheelbase sedan and Newport hardtop coupe wore a distinctive split grille, unique “gunsight” taillights, modestly wrapped windshield, and circular rear-wheel openings, making them among the best-looking of Chrysler Corporation’s all-new ’55 fleet. Chrome was abundant but tastefully applied; two-toning was limited to the roof.
Naturally, the ’55s inherited the brilliant 331-cubic-inch Chrysler hemi-head V-8 used since 1951, now with 250 brake horsepower and mated to the firm’s new fully automatic two-speed PowerFlite transmission. At nearly 11,500 units for the model year, volume was about double that of the 1954 Chrysler Imperial, an auspicious beginning. Still, Cadillac’s ’55 output was 10 times as great, Lincoln’s five times as high.
Wheelbase was stretched three inches for 1956. (It would shrink back to 129 inches for ’57.) The Newport was renamed Southampton and joined by a pillarless four-door. Still topped by “gunsights,” rear fenders were raised into fins, but no other Chrysler product that year wore them more attractively. Frontal styling was unchanged.
Following Chrysler, the Hemi was bored to 354 cid for a gain of 30 bhp (helped by higher 9:1 compression), and the Power?Flite switched from a dashboard lever to pushbutton control, which would be featured on Chrysler automatics through 1963.
Though not in the same league as a Chrysler 300, the 1955-56 Imperials were lively performers yet surprisingly thrifty, winning luxury-class laurels in the Mobilgas Economy Runs. They were also impeccably built — really the last Imperials that could make that claim. The one major option in these years was air conditioning, priced at $567. List prices ranged from the mid-$4000s to just over $5000.
Also available in 1955-56 were long-wheelbase Crown Imperial sedans and limousines. Built in Detroit, these took over for the long, eight-seat Dodge

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, DeSoto, and Chrysler sedans offered through ’54.
Styling and engineering followed that of standard Imperials, but prices were much higher — $7100-$7700 — and availability was limited. Just 172 were built for ’55; another 226 for ’56. Reflecting the industry’s general decline from record-setting ’55, Imperial’s 1956 volume dropped to just below 11,000 units.