Friday Ford

My condolences to the family of Paul “Dr. Z” Zimmerman. The legendary football writer died yesterday almost 10 years after suffering a series of strokes that left him unable to write and to walk. Zimmerman’s The Thinking Man’s Guide To Pro Football was perhaps the first look at the intricacies of the game explained for the football layman.

I very much enjoyed his column on the Sports Illustrated website and still miss it even 10 years later. Zimmerman was a no BS person and could be argumentative, but he was sincerely argumentative unlike the contrived conflict in today’s media.


For C/2 and Philip Maynard a look at a car from the “Dearborn Car Company.” If I am to be honest I was tempted to use this post to lay out mounds of evidence of how despicable Henry Ford was. However, I decided this was neither the time nor the place for such an endeavor.

From Hemmings a picture of a 1954 Ford Crestline Skyliner. I don’t know if you can tell, but the front half of the roof is actually made of Plexiglass. In a way, this was a forerunner of today’s sunroofs/moonroofs. The Plexiglass was tinted green in an effort to cut down on glare, but the inside of the car would get very hot on sunny days. (An aside: if you are a car aficionado you should read Hemmings and/or subscribe. The Hemmings site is the homepage of my desktop browser and I check it multiple times a day.)

1954 was an important year for Ford Motor Company in that it was the first year Ford offered a modern, overhead-valve V-8 to replace the famous flathead V-8 that had been produced since 1932. The new engine was also modern in that it had oversquare, bore>stroke, dimensions. That type of engine gives up a little low-end torque in exchange for higher RPM, more HP and less wear per stroke on the engine. Ford’s modern V-8 was introduced five years after a similar engine by Cadillac and Oldsmobile, but one year before Chevrolet’s legendary small-block V-8. I imagine Ford did this on purpose, but the displacement of the new V-8 was the same, a compact 239 cubic inches, as the flathead V-8 displacement had been since 1946.

I think that for the era the styling of the Crestline was clean and crisp and the car has a handsome design. This exterior styling was introduced in 1952.

It seems a shame to me that Ford is basically abandoning the American car market. Conditions can change and no one really can predict the future of the market.


Greetings to all of the Aussies who are reading Disaffected Musings today!






Throwback Thursday

My condolences to the family of Willie McCovey including his San Francisco Giants family. He was one of my favorite baseball players when I was young. In his seminal work, The Historical Baseball Abstract, Bill James wrote this about McCovey:

“McCovey lost three years as a regular at the start of his career because the Giants came up with McCovey and [Orlando] Cepeda at the same time and couldn’t play them both at first base. He lost significant parts of ten other seasons to injuries. The heart of his career was in the 1960s, the most pitching-dominated decade since Ruth. He overcame all of these things to hit 521 home runs…if he played in the 1990s with the DH and the modern parks, he’d hit 800 home runs.”

One of the important tenets of modern analysis is adjusting for context. If every player has a .300 batting average, then a .300 batting average is nothing special. (The entire National League had a .303 batting average in 1930, for example.) In my early days in baseball I had a very difficult time getting this point across. As Bill has written, statistics are not truth, anyway; they are an approximation of the truth. To severely paraphrase Shakespeare, there is nothing good or bad but context makes it so.

Carpe Diem!


I hope in the near future that the daily high for views and visitors are set so often that they no longer merit mention, but thanks to all of the readers who visited yesterday so that, for the second time in less than a week, a new daily “record” was set for views and visitors for Disaffected Musings. Thanks especially to all of the Hemmings, Car and Driver and Corvette Forum readers who visited. If you’re reading this, welcome back and please keep reading. (


From a picture of a 1949 Cadillac Series 62 convertible that appears to be a genuine barn find. Note the small fins at the rear of the car. The beginning of the fin trend actually started with 1948 Cadillacs and almost everyone knows that Harley Earl and his fellow GM designers were inspired by the design of the Lockheed P38 Lightning airplane.

1949 was a significant year because it was the first year that a modern, overhead-valve V-8 engine was available. Both Cadillac and Oldsmobile featured such engines in their 1949 cars. It was the second time in a decade that those two makes offered a groundbreaking innovation as the first truly modern automatic transmission (the Hydra-Matic), jointly developed by Cadillac and Oldsmobile, was first offered by Oldsmobile on its 1940 model year cars. Of course, something called World War II interrupted automobile innovation in the interim.

I know I have written about the 1949 Cadillac and the OHV V-8 before, but that car and engine were very significant. Hey, I’m getting old and starting to repeat myself. What can I say?



Can I hijack a hashtag? #tbt



Wednesday Weirdo

Actually, I’m a weirdo every day of the week, but you don’t need me to tell you that. 🙂

Halloween? My parents had been in the US only about two years when I was born. I may have physically grown up in America, but culturally I was not raised here. My mother disapproved of Halloween. “You go around and beg for food,” she used to say with disdain. I think I only went trick or treating twice in my life. Of course, I didn’t need a costume as I looked scary enough on my own. I don’t consider Halloween to be anything except an excuse to eat candy; it does not remotely approach holiday status for me.


I have owned two Corvettes and my next car will almost certainly be a custom restomod C2 Corvette that I will buy and/or build. I love high performance cars with what I consider to be great styling, like this car:

From a picture of a Ferrari 365 GTB/4 “Daytona.”


So why do I love a car like this? See, I told you I was a weirdo.

From a picture of a Nissan Figaro. The Figaro was produced only for the 1991 model year. Originally only 8,000 were going to be made, but the demand was so high that Nissan ended up producing 20,000 of them.

They were powered by a turbocharged 987cc (everybody chime in, 60 cubic inches for Bill Stephens) inline 4-cylinder engine that produced 76 HP/78 LB-FT of torque. The Figaro had a three-speed automatic transmission.

I have a couple of pictures of me sitting in a Figaro at a local auto gathering, but didn’t want to show any of them here. I have shown a picture of me on this blog, but I was with three other people so it isn’t clear which of those people is me. In the Figaro photos I am the only person in the picture. See, I told you I was a weirdo.

Do I have to say it? The Nissan Figaro is adorable. Since all of the cars are now more than 25 years old they can be legally imported into the US. What do you think of the Figaro?


Thanks to everyone from the Corvette Forum who read yesterday’s post making it one of the most read posts on Disaffected Musings. If you like this blog, please tell your friends and please share the blog URL (

Thanks to everyone who read this blog this month. October has had more views, unique visitors, likes and comments than August and September combined. I am grateful; please keep reading and please feel free to post thoughtful comments.

Here are the most read posts on Disaffected Musings not counting, of course, the home page:

1) Sunday Studebaker

2) Paean For Pontiac

3) Saturday Studebaker

4) Tuesday Notes

Thanks to 56packardman for posting links to this blog, when relevant, on other car forums.


Thanks to an interesting email dialogue with Steve Dallas I am re-considering the engine choice for my restomod C2 Corvette build. He pointed out that in the real world titanium connecting rods and intake valves (stock on the LS7 engine) are really not a difference maker and that a crate LS3 can be purchased that makes more HP out of the box than the LS7.

I am not an unintelligent person, but I know that I don’t know everything about anything. As the title of a book by the late, great Hall of Fame manager Earl Weaver said, “It’s What You Learn After You Know It All That Counts.” I think that many people who suffer from delusions of grandeur and delusions of omniscience are really among the most ignorant. The more one learns the more one should realize how much they don’t know.





Tuesday Collection

LS7? LS9? LSA? LS3? To someone like Steve Dallas (and to me as well), those letters and numbers are not just gobbledygook. They are designations for different GM/Chevrolet engines.

If my restomod C2 Corvette is to become a reality, and I do not short-circuit the process by buying a car that’s already built, then probably the most important decision I have to make is what engine to use.

From a picture, I think, of an LS7 engine. (I couldn’t capture pictures of this engine from the Chevrolet website.) Despite the power increase from forced induction like supercharging or turbocharging, I am 99% sure I am going to use a naturally aspirated engine like the LS7. KISS: Keep It Simple, Stupid. Hey, I always call myself Simple. 🙂

Despite its hefty displacement, about 428 cubic inches, the LS7 is considered a small block engine. Displacement and the physical size of an engine block are correlated, but not perfectly. The engine output is officially 505 HP/470 LB-FT of torque, but many believe that Chevrolet has understated the output, at least by five percent. In any event a bigger throttle body than stock and a freer flowing exhaust system will boost power without having to resort to adding a supercharger and/or changing the cam, both of which would add to the cost of the build and to the complexity of the engine.

If you haven’t figured it out by now I have decided that the engine for my restomod will almost certainly be an LS7. This engine has titanium connecting rods and titanium intake valves, two items that are on my master wish list for the build. The LS7 has been installed in thousands of vehicles and is well known and well understood by builders and mechanics. It will be installed in something like this for me:

From a picture of a 1967 Corvette restomod convertible. I believe this is the third time I have shown this particular image on the blog.

I have been thinking about this build for years and despite the giant size of my wish list I have narrowed my choices down quite a bit. Barring unforeseen circumstances this is not a no-holds-barred, unlimited budget project. As I have written before, in an ideal world with an unlimited budget I might have had a 1,000+ HP engine installed, an engine that could cost $50,000+ on its own. The LS7 engine should cost $12,000-$15,000.


I want to thank all of those from the Studebaker Drivers Club who read this post after finding a link for it on the SDC forum. (Thanks again to 56packardman for posting the link there.) Two of the most read posts on Disaffected Musings are about Studebaker (this is the other one) and most of those views are from SDC members.

Any regular reader of this blog knows about my obsession with defunct American makes and that my two favorite Studebakers are the Avanti and the Gran Turismo Hawk. I apologize to those Studebaker fanatics who think my two favorites are too recent and too short-lived to be liked so much.

From a picture of a 1933 Studebaker 56. That was a very rough year for the company, the year Studebaker went into bankruptcy and its president, Albert Erskine, committed suicide. Some automobile historians believe those events were the beginning of the end for Studebaker even though the company manufactured cars until 1966. I don’t know enough to offer such an opinion, but it is certainly true that many people were alive in the 1950s and 1960s who remembered Studebaker’s difficulties in the 1930s.


If you’re here after clicking on a link from Corvette Forum, welcome. Please bookmark the blog URL ( and return often. Thanks.



Monday Musings

28 days in a row and counting…

This is the 23rd post with the title Monday Musings. Just to change the pace I was thinking of titling the post Monday Mueslix or Monday Molasses. Strange, you say? Well, if the shoe fits…

See the source image

The top picture is from, the bottom from the manufacturer, Golden Barrel.


On this day in 1954 (yes, before even I was born) the last “real” Hudson automobile was manufactured. In May of that year Hudson and Nash merged to form American Motors Corporation, but auto production can’t just change right away.

Hudson was founded in 1909 by Howard Coffin (I think I would have changed my last name), George Dunham and Roy Chapin. Chapin’s son, also named Roy, would eventually be named CEO of American Motors. The name Hudson came from department store magnate Joseph Hudson who funded the venture.

Early in its history Hudson was an innovative and successful company. The company built mainly closed cars from the beginning, which were different from the open buggy-type design of most American cars. They built the first engine with a balanced crankshaft (in 1916), which made the engine run much more smoothly than most engines of competitors.

As was the case for many companies, the Great Depression really hurt Hudson. In 1928 Hudson sales (including its companion Essex make) totaled 282,000. By 1933 sales had plummeted to 41,000.

Hudson gained some traction (no pun intended) after World War II when it introduced its Step-Down design. Here is an example:

From a picture of a 1948 Hudson Super (and, apparently, its owner). From this article on comes this description of the Step-Down design:

“Hudson introduced its all-new Step-Down series, beating Ford, General Motors, and Chrysler to the punch with an all-new postwar automobile. Radical for its time and incorporating a number of advanced features, the Step-Down Hudson has made a lasting impression to this day…Not an originator of unit body/frame construction, more of an early adopter, Hudson called its design Monobilt. Under chief engineer Millard H. Toncray, the company’s design philosophy was based on a property he called ‘roadability,’ which emphasized ride, road holding, and passenger comfort on the less than optimal two-lane roads of the day—there were no Interstates then. As a result, the Monobilt structure was massively over-engineered and overbuilt for maximum stiffness and silence. In another radical departure, the frame rails passed outboard of the rear wheels…”

These cars had a lower center of gravity than other cars of the era and had exceptional ride quality. Believe it or not, Step-Down Hudsons dominated NASCAR racing in the early 1950s.

However, Hudson’s refusal/inability to produce a V-8 engine hurt the company during the burgeoning horsepower wars of the 1950s. Hudson sold 159,000 cars—about three percent of the US market—in 1949, but by 1953 that number had dropped to 66,000 and only one percent.

The Hudson name didn’t survive the merger for very long. (Neither did the Nash name.) Hudson and Nash shared a platform, which took away from the individuality of both cars, but especially Hudson. Although the decision was made very late in the process (drawings for new Hudson and Nash bodies that would have been placed on the Rambler chassis were made in August of 1957), Hudson and Nash were discontinued after the 1957 model year.

Unfortunately for Hudson and all car enthusiasts, this car from 1954 was only made in very limited production of about 25 vehicles:

(Picture obviously from The Hudson Italia was basically a Hudson Jet with a fancy Italian body, but it’s a handsome and distinctive car.

Please don’t forget companies like Hudson, Nash, American Motors and the like.






Sunday Supplement

I thought this pair of comments by Steve Dallas and me were worth putting into a post:

Steve Dallas:

How about Christianity morphing out of Judaism? Everyone seems to forget Judaism is by far one of the oldest religions, if not THE oldest religion. It is an ugly time in the World regarding anti-semitism. And totally agree with your sentiments!

As for buy versus build, it is a trade-off as in anything. Buying a built car will always be cheaper. Nowadays, wheels are not very expensive so that issue is not an issue at all. Paint gets expensive but one could always “wrap” a vehicle for the same effect and at a fraction of the cost! Going with a “wrap” can offer many more color combinations and result in a pretty cool effect.

Guess, like I tell clients/friends…..what do you plan on doing with the car? The more power one installs the less reliability you will achieve in the long run. If all you want is the fun, cool driver, buy one close to what you want then make the changes and be happy till you find whatever HP you have is NEVER enough, you really wanted a manual tranny, not a slushbox or whatever the next build becomes.

Honestly, to build a righteous vehicle requires a lot of many hours, prep work and cash! Lots and lots of cash. You put something together and find it either wont work the way you thought or find something later that looks and/or performs better. No, today’s auction pricing has stabilized and maybe even dropped a bit as the times change and fresh younger buyers emerge. Look at Mecum-IL, prices were very reasonable and some nicely built resto’s were had for a fraction of their build cost. That will always be true of any vehicle one builds for love….what you like may not appeal to the next buyer(s).

And auctions like Mecum, BJ and such have limited times for so many cars to run across the block. They pick and choose what will sell in their minds as its all about the “numbers” and bragging rights (beyond the obvious money-making). How about an “auction house” set-up to mimic the street-corner car sale? Sell what ya brung….in a massive warehouse setting with online viewing and sales along with weekend auctions? LOL (sorry for rambling)



Steve, please don’t apologize. I very much appreciate the thoughtful comment and all of your thoughtful comments. If you ever want to write a guest post, that would be great. That offer is extended to all regular readers. I have posted 27 days in a row and wouldn’t mind a break soon.

It is highly unlikely that my restomod will ever be on the track. I can’t really afford a ridiculous HP build (1,000+) and I think 550-600 HP is plenty for the street. I want a modern, reliable car with power, handling and comfort. I disagree with calling modern automatic transmissions slushboxes, though. My wonderful wife’s 2015 Corvette has the 8L90E and its shifts are amazingly quick, not to mention much more precise than almost any human being could manage.

Like you wrote, more horsepower means less reliability. Another tradeoff like every other life decision. I don’t really want to put in writing how much I expect to spend on the restomod build, including the donor car. Besides, I won’t really know until I do it. I am going into this with my eyes wide open; I know this will be, by far, the most expensive car I will ever buy barring a huge lottery win.

Thanks again and I appreciate your expert view.


By the way, it’s amazing how the number of views/visitors doesn’t change on Sunday from 1 PM-7 PM Eastern during football season.




Somber Sunday

The POS anti-Semite who shot up a Pittsburgh synagogue yesterday is a COWARD! It is the antithesis of heroism to arm oneself and to fire upon defenseless and unsuspecting people who are at worship.

I have long believed that anti-Semitism is more prevalent in the US than is reported. Many Jews think that they are a victim of their success. David has morphed into Goliath and no one roots for Goliath. On this topic Mark Twain once wrote, “It is the swollen envy of pigmy minds–meanness, injustice. Envy is a much more hate-inspiring thing than is any detail connected with religion.”

Here are some facts that might blow your (hopefully not pigmy) mind:

Jews comprise just two-tenths of one percent of the world population. They have been awarded:

37% of Nobel Prizes in Economics

26% of Nobel Prizes in Physics

25% of Nobel Prizes in Medicine

19% of Nobel Prizes in Chemistry


25% of Fields Medals, the ultimate honor in Mathematics

Jewish culture emphasizes education and work ethic. Too many people in the US think they are entitled to whatever they want just because they want it and are resentful and envious of others who have what they don’t. No one is owed anything just because they’re here! To all of the brain-dead, POS anti-Semites: Zolst Leegen En Drerd!


It seems disrespectful to write about an inconsequential car blog today. Oh well, sorry…many thanks to 56packardman for putting the link to yesterday’s post on the Studebaker Drivers Club forum and to SDC readers who visited Disaffected Musings yesterday, contributing to new daily “records” for views and unique visitors to this blog. Hopefully, some of you from the SDC will continue to visit this blog and, if you are so inclined, to post thoughtful comments. As I wrote to Steve Dallas, who has recently become a regular commenter, the more the merrier.

In general I am obviously appreciative for the overall increase in views/visitors this month, but I will continue to ask for “the sale.” If you like this blog, please keep reading AND please tell your friends and share the blog URL ( Thanks.


I cannot convey the happiness that I feel when I am watching a car auction and a car in which I have much interest appears for sale, like the Studebaker Gran Turismo Hawk that was the subject of yesterday’s post. That feeling is almost an out-of-body experience. Some would call it a sickness. Tomayto, tomahto…

What do you think about my ATOC Auction company idea? I can’t be the only person who thinks that too few car models are available at auctions. Yes, the auction companies are somewhat at the mercy of their consignors. Still, I really believe in a limit as to the percentage of total lots that can be the same model. I also don’t like the idea of reserves on cars. If you are afraid of the hammer price, then don’t sell your car at an auction.


From and Heartland Customs a picture of a 1966 Chevrolet Corvette restomod convertible. I tried to find a picture of such a car that was sold at the Barrett-Jackson Scottsdale auction earlier this year, but was unsuccessful.

Now that I have sold the Z4, the possibility exists that I could speed up the process of acquiring a C2 restomod by simply buying one at the Scottsdale auction next January. The one for which I tried to find the photo was close to what I wanted and it hammered for $75,000 meaning it cost the buyer $82,500 all in. Even with transportation costs and some modification to get the car even closer to what I want, that would be less expensive than a custom, built from the ground car and wouldn’t take 15-18 months to build.

What do you think?





Saturday Studebaker

I have mentioned Bring a Trailer before. It is a website where people buy and sell cars online via auction. The consignor pays just $99 and the buyer pays just five percent commission, which is capped at $5,000. You don’t think that matters? A VERY rare Lancia Stratos sold on Bring a Trailer for over $440,000 meaning the buyer saved almost $40,000 in commission compared to the standard fee of ten percent uncapped at most brick and mortar auctions.

To my surprise and delight Bring a Trailer currently has not one, but two Studebaker GT Hawks for sale. The GT Hawk was Brooks Stevens’ masterful redesign of the Hawk on a budget. From Bring a Trailer here are pictures of the two GT Hawks currently available via auction.

1963 Studebaker Gran Turismo Hawk

1964 Studebaker Gran Turismo Hawk

The top one is a 1963 model while the bottom one is from 1964, the last year of the GT Hawk. 1962 was the first model year for the Gran Turismo (or GT) Hawk. The current bid on the ’63 is $3,600 with three days left and the bid on the ’64 is $7,000 with five days left. Buying a collector car doesn’t have to be expensive, even for a car as rare as the GT Hawk of which only about 14,000 were made.

Unfortunately, production of the GT Hawk (and the Avanti) ceased when Studebaker ended production at its factory in South Bend, Indiana in December, 1963 and moved all of its operations to its plant in Hamilton, Ontario, Canada. More than 55 years after its initial release the GT Hawk still looks fresh and sleek to me. It’s interesting to me that two of these are available concurrently on Bring a Trailer given they are almost never seen at auctions like Barrett-Jackson and Mecum. When my OCD-addled and ADD-addled brain wanders occasionally I dream of starting a car auction company called ATOC Auctions. ATOC stands for All The Other Cars. I would limit the percentage of lots that could be any one model and I would try like hell to find cars like the GT Hawk. (Not trying to pick on anyone, but at one Barrett-Jackson auction Mustangs/Shelbys were 51 of the roughly 700 cars available. I think that’s just WAY too many. I even sent Barrett-Jackson a letter in which I mentioned this among other things.) I would also only sell cars at no reserve and have lower fees than other brick and mortar auction houses. Hey, a free business idea. Just make sure you give me a cut when this takes off. 🙂

Anyone else a fan of the GT Hawk? I wonder if any will be available when my wonderful wife, her parents and I go to Scottsdale, Arizona for the Barrett-Jackson auction in January. No, I don’t think I’ll buy one, but who knows? Stranger things have happened and consider the source.



If you’re here after clicking on a link at the Studebaker Drivers Club, welcome. Please bookmark the blog URL ( and return often. Thanks.






Nissan GT-R

From a picture of a 2018 Nissan GT-R. I confess it’s impossible for me to ascertain the model year of a GT-R.

Eleven years ago today at the Tokyo Motor Show the current rendition of the Nissan GT-R was unveiled. Given that time frame and the relative lack of updating, many car enthusiasts think this GT-R is long in the tooth. Of course, this current iteration is not the first car with the name GT-R. The first such cars were called the Skyline GT-R and they have quite a following; one could almost call it a cult.

From a picture of a Nissan Skyline GT-R from the 1990s. The first car with the GT-R name was actually produced from the late 1960s to the early 1970s. JDM Legends, a show on Velocity, seems to show almost nothing except Japanese cars from that time period. (JDM stands for Japanese Domestic Market.) Here is a photo of a 1970 Skyline GT-R from


Back to the present…I have shared these thoughts before, but I think the GT-R is an amazing vehicle even though I think that its relatively “low” price for the performance is somewhat misleading because the car’s maintenance costs are apparently excessive. A story from The Bristol Post in the UK says that a GT-R was pulled over by the police earlier this year after it was clocked at 167 MPH, which was the fastest speed recorded by any street car in the entire country from January, 2017 to May, 2018.

The GT-R is powered by a 3.8 liter (232 cubic inches for Bill Stephens) twin-turbo V-6 that produces a peak of 565 HP and 467 LB-FT of torque. (OK, who is this Bill Stephens I keep mentioning? He is a long-time automotive journalist and one of the hosts of Mecum Auto Auctions on NBCSN. He often protests when an engine displacement (size) is described in liters instead of cubic inches. Mr. Stephens, like the entire NBCSN crew that covers the auctions, is knowledgeable and entertaining.) The GT-R is an AWD car and, nominally, has four seats although I don’t know how comfortable it would be to ride in the back for a long trip. The base MSRP is just over $100,000, which is really not expensive for a car with this kind of performance. It will accelerate from 0-60 MPH in about 3 seconds, which is very quick, too quick for most drivers.

It seems as though a replacement for the current GT-R, if one will be produced at all, is at least three years away. The current Z car, the 370 Z, is also not new anymore. One wonders if Nissan plans to abandon performance cars completely.


Welcome to the first Disaffected Musings reader from the Czech Republic! Actually, that welcome may be too late. Oh well…




Throwback Thursday

Is this a copyright violation? I don’t think I care today.

A couple of days ago I wrote about this song in this post. This song changed my musical life as I left “popular” music behind and started listening to jazz.

This was one of a bunch of 45s someone had left behind at my father’s gas station. After a few weeks when no one came to claim them my then brother-in-law, who was working for my father at the time, brought them to me. Most of the records were of no interest to me and I’m not sure why I decided to listen to this one, but I’m glad I did.

The album on which this was the title song (you can see the album is misspelled as “Grove Drops” here but is correctly spelled on the other side) was released in 1970. Given the song number I am fairly sure this was the “B” side. What was the “A” side? “By The Time I Get To Phoenix”

In 2004 Jimmy Smith was honored as a Jazz Master by the National Endowment for the Arts, which is the highest honor any American jazz musician can receive. Sadly, he died the following year.

Given this is a vinyl record from the early 1970s I think it qualifies as a Throwback. It is also probably the most important song in my life. Once again, fate and luck play a role in life outcomes.


Michelle Christensen, in charge of the exterior design for the new generation Acura NSX, said that the 1967 Chevelle is her favorite car. Since I am a fan of the car as well, let’s have a look at one:

From a picture of a 1967 Chevelle. It is very difficult, especially in a quick internet search, to find a photo of one of these where the car has not been “slammed” to the ground and/or doesn’t have giant clown wheels. Have I ever mentioned that I despise that look? BALANCE is the key to beauty, in my opinion. A car with a 115-inch wheelbase and 197-inch length, the Chevelle’s dimensions, doesn’t need 22-inch wheels. I’ve seen builds where the wheels are so large that the tops of the fenders have to be cut open so the wheels can turn. What’s the point?

The C2 Corvette had a 98-inch wheelbase and looked tremendous with its stock 15-inch wheels. I’ve seen C2 builds with 22-inch wheels. They look hideous in my opinion. Yes, beauty is in the eye of the beholder, but a lot of custom builds make my eyes hurt. My restomod C2, whenever it is complete, will have wheels slightly larger than stock, maybe 17 inches in the front and 18 in the rear, but that’s more about function than form as the car will need larger tires so it can put its 550-600 HP down on the ground.

OK, what do you think about the slammed/giant wheel look? A lot of people must like it because a lot of cars are built that way.