This Cadillac was the third-from-last of the first Generation V-16 built and one of only 49 cars assembled in the original V-16’s last year of production. Of these, 24 were produced as the seven-passenger limousine by Fleetwood. This particular example has long been attributed to Joseph Kennedy Sr., the father of President John F. Kennedy, during his service as the United

States Ambassador to the Court of St. James’s from January 1938 until October 1940.
It is believed this car was diverted to New York in the third week of August 1937. It was later exported to England early in its life and was registered in London as FXU 1. It later made its way into the Scottish collection of John Cuthill Sword. It was sold at his estate auction in 1962. It was eventually acquired by the well-known British dealer Charles Howard, from whom it was exported to North America in 1994.

Sold for $110,000 at 2015 RM Sotheby’s Hershey Auction.

It was the third-from-last of the first Generation V-16 built and one of only 49 cars assembled in the original V-16’s last year of production. Of these, 24 were produced as the seven-passenger limousine by Fleetwood. This particular example has long been attributed to Joseph Kennedy Sr., the father of President John F. Kennedy, during his service as the United States Ambassador to the Court of St. James’s from January 1938 until October 1940.

It is believed this car was diverted to New York in the third week of August 1937. It was later exported to England early in its life and was registered in London as FXU 1. It later made its way into the Scottish collection of John Cuthill Sword. It was sold at his estate auction in 1962. It was eventually acquired by the well-known British dealer Charles Howard, from whom it was exported to North America in 1994. Since that time, it has been owned by Earl Hickman and Dennis Gibbs, of Texas, before being acquired in 2006 by its present owner.

This V-16 Cadillac has been refinished in its original Black color but remains otherwise original. This car has Weise Bedford Cord cloth rear upholstery and has the rare ‘watch winder’ hubcaps.

The board’s decision to produce a mid-market luxury car to compete with LaSalle and high-line Buick models was put into action, and the 900 “Light Eight” debuted. It featured unique body styling that was slightly smaller and lighter than the Senior models, but it shared the same engine with the 901 and 902 models despite being priced less. The snappy and freshly styled 900 was seemingly at odds with the traditional Eight and Deluxe Eight models, and Packard dealers didn’t quite know how to market them. Sales were down across the board, and the directors reacted by blaming dealers for spending too much time with 900 buyers. Rather than seeing the car as an asset, they felt it was a distraction for regular clientele, and they summarily axed the Light Eight after just one year.

In spite of the disruption caused by the 900 Light Eight, the traditional models soldiered on. New for 1932 was an optional high-compression cylinder head for the 384.8 cubic inch inline eight, as well as an updated Detroit Lubricator 51 carburetor and air cleaner assembly, bumping output to a respectable 135 horsepower. Adjustable ride control and a vacuum assisted clutch aided in relaxed, comfortable motoring. The styling was a careful evolution of earlier models, with the distinct Packard radiator shell still prominently leading the way. The 903 models rode on a 142-inch wheelbase, with eleven body styles from which to choose. Despite the evolutionary approach to their proven senior model range, sales lagged as the American economy was still in flux.

Although Packard offered a variety of convertibles as part of its regular production program, a wealthy customer could order a bare chassis to be fitted with full custom coachwork for maximum style and distinction.

The big news for 1932 was the introduction of two new series, the low-price #Packard Light Eight, and the super-high priced Packard Twin Six (V-12). This dichotomy came about because Packard was not sure how to deal with sales being cut in half by the Depression: should they appeal to the truly wealthy who still had plenty of money or should they try and grab sales from the mid-price brands. The result was two totally different cars – a 5 passenger sedan at the low end at $1,750, and a Town car V-12 at $7,950 ($30,000 vs. $140,000 in today’s money).

The first Triumph motorcycle of 1902 used a Belgian Minerva engine but within a few years the Coventry firm – originally a bicycle manufacturer founded by German immigrants Siegfried Bettman and Maurice Schulte – was building its own power units. The company was soon involved in racing and the publicity generated by competition success – Jack Marshall won the 1908 Isle of Man TT’s single-cylinder class for Triumph having finished second the previous year – greatly stimulated sales. By the outbreak of The Great War the marque’s reputation for quality and reliability was well established, leading to substantial orders for ‘Trusty Triumphs’ for military use.

Triumph’s 3½hp model had first appeared in 1907. Originally of 453cc, its sidevalve engine was enlarged to 476cc in 1908 and finally to 499cc in 1910 before being superseded by the 550cc 4hp model in 1914. Equipped with three-speed Sturmey-Archer gearbox, it was this revised 4hp – the Model H – that did such sterling service in WWI, some 30,000 ‘Trusty Triumphs’ seeing action with British and Allied forces. Updated with chain final drive for 1920, it became known as the ‘SD’ (Spring Drive) because of its clutch-mounted, coil-spring shock absorber and formed the basis of the later four-valve Ricardo model.

It rivaled the Chief as Indian’s most important model. The 101 Scout, made from 1928 to 1931, has been called the best motorcycle Indian ever made. A second line of Scouts, with heavier frames, was introduced in 1932 alongside the Standard Scout, which replaced the 101 Scout and shared its frame with the Chief and the Four. The small-displacement Scout and the Sport Scout, introduced in 1934, were continued until the end of civilian production in 1942. Military versions of both models were used by US and other Allied forces during World War II.

Designed by Charles B. Franklin, the Scout was introduced in October 1919 as a 1920 model. The Scout had a sidevalve V-twin engine with its transmission bolted to the engine casing, allowing a geared primary drive – the only American v-twin to use this maintenance-free system. The Scout engine initially displaced 606 cc (37 cu in), but the engine size was increased to 745 cc (45 cu in) in 1927 in response to the popularity of the Excelsior Super X. In early 1928, a front brake was added to the Scout.

In mid 1928 the Scout Series 101 replaced the original Scout. Designed by Charles B. Franklin, who had designed the original Scout, the 101 Scout had a new frame with more fork rake, a longer wheelbase, and a lower seat height. The geometry of the 101 Scout wheelbase, steering head angle and rear sub-frame were all adopted from the new Indian 401 model which was under development at the same time. The standard Scout 101 was available with a 45 cu in (740 cc) engine, but it was also available with a 37 cu in (610 cc) engine from the original Scout, although this was rarely advertised.
The 101 Scout was noted for its handling and was popular with racers, hillclimbers, and trick riders.

The economic hardship of the Great Depression pushed Indian to the brink of bankruptcy, and the company was purchased by the DuPont family. In 1931, it was decided to rationalize production by designing a new frame that, with some detail variations, would be used across their entire, new-for-1932 model range of Scout, Chief and Four. Thus the 101 Scout was discontinued, as its unique chassis was as expensive to produce as the 74 cu in (1,210 cc) Chief, and therefore had a small profit margin.

The 101 Scout has been called the best motorcycle Indian ever made.

Enthusiasts have differing views on the replacement of the 101 Scout. Fans of Indian’s technical achievements acclaim the 101 Scout as the pinnacle of Indian technology, while fans of classic Indian styling hail its replacement for bringing classic Chief styling to the Scout line. The 101 is still used in wall of death stunt exhibitions.

The Great Hollywood actress and model Lizabeth Scott on her 1949 Indian 249 Super Scout motorcycle!

Lizabeth Virginia Scott (born Emma Matzo; September 29, 1921 – January 31, 2015) was an American actress, singer and model for the Walter Thornton Model Agency, known for her “smoky voice” and being “the most beautiful face of film noir during the 1940s and 1950s”.After understudying the role of Sabina in the original Broadway and Boston stage productions of The Skin of Our Teeth, she emerged in such films as The Strange Love of Martha Ivers (1946), Dead Reckoning (1947), Desert Fury (1947), and Too Late for Tears (1949). Of her 22 films, she was the leading lady in all but one. In addition to stage and radio, she appeared on television from the late 1940s to early 1970s.

There are forms that cannot be improved. The Mercedes-Benz 190 SL Roadster (W121 B II) is undoubtedly one of those designs whose perfect proportions continue to inspire even half a century after its production ended. Between 1955 and 1963, this model was considered THE Daimler-Benz sports car. Optionally, the Mercedes-Benz 190 SL was also available as a coupé – with removable hardtop. As the little brother of the Mercedes-Benz 300 SL, it was intended to approach the prestige of the star model (W 198 Roadster / Gullwing)

Immediately after clearing its production lines of automobiles on 5 February 1942, Oldsmobile devoted its full capacity to war production, which had already begun in 1940. With the cessation of hostilities in 1945, civilian automobile production began again in earnest with slightly updated 1942 models, while the all-new 1948 “senior” and 1949 “junior” models were under development.

Sales of these automobiles were brisk during the frenzied postwar seller’s market, with pent-up demand for new automobiles greatly outstripping the available supply. For 1947, Series 68, 78, and 98 Oldsmobiles continued to be powered by the 257-cubic-inch flathead inline-eight-cylinder engine, with 110 horsepower. Although they may not have been high-performance vehicles, Oldsmobile’s “senior” Series 98 models were quite popular, particularly with the continued availability of the revolutionary and proven GM Hydramatic Drive automatic transmission. With refreshing operating simplicity, Oldsmobiles equipped with Hydramatic Drive were renowned for their very smooth cruising capabilities, hence the moniker “Custom Cruiser.” While Oldsmobile sold approximately 194,000 automobiles in 1947, just 3,940 were Series 98 convertibles. Very few of these stylish and mechanically sophisticated automobiles remain intact today.

Jack” Carson (October 27, 1910 – January 2, 1963) Carson was one of the most popular character actors during the “golden age of Hollywood”, with a film career spanning the 1930s, 1940s, and 1950s. Though he was primarily used in supporting roles for comic relief, his work in films such as Mildred Pierce (1945) and Cat on a Hot Tin Roof (1958) displayed his mastery of “straight” dramatic actor roles as well. He worked for RKO and MGM (cast opposite Myrna Loy and William Powell in Love Crazy), but most of his memorable work was for Warner Brothers. His trademark character was the wisecracking know-it-all, typically and inevitably undone by his own smug cockiness. His TV appearances, extending into the early 1960s, included The Martha Raye Show, The Guy Mitchell Show, and The Polly Bergen Show in 1957; Alcoa Theatre and Bonanza (Season 1, Ep.9: “Mr. Henry Comstock”) in 1959; Thriller (“The Big Blackout”) in 1960; and The Twilight Zone (Season 2, Ep. 14: “The Whole Truth”) in 1961. In 1962, while rehearsing the Broadway play Critic’s Choice, he collapsed and was subsequently diagnosed with stomach cancer. He died in Encino in 1963 at 52 years of age. Carson is interred at Forest Lawn-Glendale.