Acharya Jagadish Chandra Bose’s 1925 Fiat Tipo 103 bearing registration number WBA 3900 kept inside a glass enclosure at the Birla Industrial & Technological Museum, Kolkata.

Acharya Jagadish Chandra Bose occupies a unique position in the history of modern Indian science. Bose was the pioneer of experimental science in India and devised many instruments for his research both in physics and physiology. And while Bose’s scientific prowess led him to achieve worldwide fame, not many of us are aware of Bose’s love for his 1925 Fiat Tipo 103. Power Drive unveils the story.

Before 1919, the premise of Birla Industrial & Technological Museum, now at 19A, Gurusaday Road, was known as 18, Ballygunge Store Road. Record shows that the Tagores purchased it from Mirza Abdul Karim in 1898. Meera Devi, the fourth of Rabindranath Tagore’s five children, spent a large part of her childhood in this house. Later G.D. Birla bought the property in 1919 from Surendranath Tagore and from henceforth this premise came to be known as Birla Park.

After the Birlas took over the property, there were major changes. The house used by the Tagores was pulled down and architects N. Guin & Co. were called upon to design the main building structure as we see today. It is a colonial adaptation of a mixture of various styles of European Art. And inside this very building, in a glass enclosure stands Jagadish Bose’s 1925 Fiat Tipo 103.

Birla Industrial & Technological Museum in Kolkata.

In 1916, the construction of Fiat’s Lingotto factory started under the direction of Giacomo Matte Trucco. The factory, the largest in Europe for its time, occupied five floors and had a futuristic test track on the roof. It soon became the emblem of the Italian automotive industry and was completed in 1922. It was here that the Fiat Tipo 103 was manufactured between 1925 and 1929.

The Fiat Tipo was a popular car of that era and it success led Fiat to manufacture several other variants of the Tipo. The vehicle has a coupe de ville body type (in French coach building parlance, a coupe de ville, refers to a town car that is “cut” by a division between the passenger and driver compartments) and a magneto ignition system. This four-cylinder car was capable of achieving a maximum speed of 130 kmph and could seat up to four passengers.

Bose shared a close friendship with Nobel Laureate Rabindranath Tagore and often visited his Jorasanko residence in this Fiat Tipo. The bard too had a fascination for automobile and his family owned several European and American cars including a 1933 Humber. On several occasions the poet Laureate also travelled in this car along with Bose. Jagadish Bose loved this car and continued to use this car until his death in 1937.

The authorities at Birla Industrial & Technological Museum have done a commendable job in restoring and preserving this historic car. The Fiat Tipo is on display at the Transport Gallery at BITM and worth a visit if history and classic cars stir your senses.

Nobel Laureate Rabindranath Tagore’s 1933 Humber bearing registration number WBA 8689 kept in a glass enclosure at Visva Bharati University in Santiniketan.

The 1933 Humber was perhaps the only car that Nobel Laureate Rabindranath Tagore ever called his own. He loved the car and used it till his last days. Beside the bard, this historic car has had illustrious passengers like Netaji Subhas Chandra Bose, Mahatma Gandhi, Acharya Jagadish Chandra Bose and Jawaharlal Nehru. Power Drive uncovers the tale of the Humber.

In the year 1938, Rabindranath Tagore’s eldest son and the first Upacharya of Visva Bharati – Rathindranath Tagore returned from the United States after completing his studies in Agricultural Science from Illinois. In the same year, Rathindranath purchased a pair of 1933 Humber sedans from HH Lilley, Rootes Ltd, which was the only Humber dealer for the whole of India, Burma and Ceylon. Its showroom stood at 42 Park Street in Calcutta. Rathindranath purchased these cars for 400 pounds each (approximately Rs 5300 in 1938). One of these two cars was kept at Tagore’s ancestral home in Jorasankho in north Calcutta, while the other was taken to Visva Bharati in Santiniketan.

Tagore was not keeping well in those days but still made it a point to walk to different ends of the campus every day. This is the reason why Rathindranath bought the car for him. Tagore just loved the car and would take a spin several times a day. It was the only motorised vehicle in those parts at that point in time and evoked a lot of awe, because the sight of it always meant that the poet was on his rounds. Tagore had also got the car customised by fixing sitalpati (handmade mats) in the interior of the car to keep it cool.

Humber was a British automobile marque which was started by Thomas Humber in 1868 and grew into one the largest and most well renowned British automobile manufacturers of all time. One of the most famous cars coming off its production lines was the 1933 Humber Snipe and Pullman sedan. The four door sedan’s power unit was a straight six of 3,948.5 c.c. with a bore and stroke 80×116 mm and over-head inlet and side exhaust valves.

Other mechanical innovations that featured in this car included:

• A mechanical fuel pump
• Radiator shutters operated by thermostat in the header tank
• Engine and gearbox in one unit with silent-bloc trunnion mountings
• A starter motor with 2-to-1 drive to ensure that the engine was spun rapidly when cold
• A new frame with deep-section sides had an extra stiff and deep triangulated cross member in the middle
• Suspension was, of course, non-independent with beam axles and half-elliptic springs
• A new down draught carburetor

In 1931 when the Rootes Brothers bought a majority shareholding, the Humber lost its independent innovations, as numerous designers left Humber, lacking the freedom of work space. But eventually the 1933 Humber model regained its market share lost during the depression period and brought “the eccentricity” back into the British Automobile market.

Tagore’s 1933 Humber is currently on display at the Visva Bharati University in Santiniketan.

1924 Buick Master McLaughlin Tourer

Vintage and classic car collection and restoration is not just a hobby; it is a way of life for many connoisseurs and car lovers across the globe. And this passion is growing with every passing year – a trend which is evident from the increasing number of participation at the vintage and classic rallies held in several parts of the country. But restoring a car to its former glory is a challenging task and a combination of a variety of factors determines your ultimate success or failure. So for those who want to tread down the part of collecting and restoring these ageless beauties, we have a few handy tips to share. Read on to find out.

Vintage or classic?                             

The one issue that needs to address at the very inception is whether one wants to acquire a vintage or a classic car. A vintage car is described as one which has been produced upto 1939, whereas a classic car is regarded to be one which has been manufactured between 1940 and 1960 with the notable exception of cars which were either produced or assembled in India. One also must bear in mind that though all the cars produced upto 1939 is a vintage, however, not all cars produced between 1940 and 1960 is a classic.

1932-Rolls-Royce-Phantom-II

Spotting the seller

Honestly, there is no particular source of tracing someone who is keen to sell their car. The news can be generated through almost any medium and at any given point in time. You will be surprised that sometimes, the news about vintage and classic can come from the unlikely of sources.

But generally collectors (or prospective sellers) can be categorised into three groups.

• Firstly there are those who own a vintage or classic car but don’t desire to sell it.
• Secondly, there are those who want to sell their cars but the ownership of the vehicle is disputed. My advice is ‘never touch these cars’ as you might get involved in uncalled for and unnecessary trouble.
• Thirdly, there are those people who have been planning to restore their car for several years or even decades but haven’t been able to do so, mostly due to lack of funds. These are the folks who are most likely to sell their cars if you quote the right number.

1912 Ford Model T

Pocket Pinch

In the good old days (early 1960s to late1980s), owning a vintage or a classic wasn’t a very expensive proposition. Usually, the owner of the car would be more than happy to sell off their vehicle for merely a few thousand rupees and invest the money in buying himself a Fiat, Ambassador or a Maruti. They felt that they were selling off headaches and not cars because the new car would be more efficient and occupy less parking space.

But now the scenario has changed drastically. Today, owning a vintage or a classic car is regarded as a status symbol. Therefore, suddenly a lot of people have started buying vintage and classics not out of the love for cars but for merely for the sake of elevating their social status. Sad, but true.

Over the years, the number of cars available for sale is on the decline and the demand has witnessed a steady growth. This has led to a crisis of vintage and classic cars in the market and has made it extremely difficult for true car connoisseur and aficionados to collect more cars. Hence, if someone owns a vintage or a classic car and desires to sell it, he can charge an exorbitant sum of money for it depending upon the buyer’s profile. So if you want to pursue this hobby, make sure that you have deep pockets.

1947 MG TC

Restoration

Assuming that you have already acquired the car, it is time to discuss about restoration. While restoring a car always bear in mind that the objective is to restore the car to how it used to be in that era.

• To begin with you need to gather all available information on the car which you desire to restore. Years ago, anyone who wanted to restore a vintage or classic car had to purchase expensive books that could teach them how to achieve their vision. Tips on car restoration were few and far between. But today, virtually everything is available on the Internet. In addition, there are clubs and forums where you can meet other like minded individuals who also share your interest and can assist you in restoring your car. Best of all, you can find inexpensive e-books that can help you towards your goal in breathing new life into an old car.

• You have to put together a team of skilled mechanics. Preferably, look for people who have some prior experience and knowledge about vintage and classic cars and have a knack for restoration. The problem with modern mechanics is that they always want to replace parts and not repair them. Such souls will not serve your purpose.

• A lot of vintage and classic cars have a great amount of woodwork. So you also need to find yourself a good carpenter to get the job done.

• Chrome parts are present in almost all the vintage and classic cars. So finding an electroplating workshop is important. Unfortunately, due to lack of business, most of the electroplating workshops have wound up. Hence you have to make do with the ones which still exist, although some of them may not offer top class workmanship.

• Mechanical parts are not readily available in the market and there are very few stores which still have some old parts in their stock. So that’s a problem. Previously the spare parts used to come packed in paper boxes with details printed on them. And now that with time those paper boxes have either deteriorated or altogether vanished, identification of those spare parts has become difficult even for the shopkeepers themselves. Hence in many cases, when you are scouting for a spare in the market, you are likely to come across shopkeepers who are not aware of whether they have a certain spare in their stock or not. But if they allow you to scan through their old stock, you might just be lucky to chance upon what you are looking for.

• The good part of the story is that we have very good craftsmen in India and so you can literally fabricate almost any part you want. But this is only possible if the part to be fabricated is physically present irrespective of its condition. However, in the complete absence of the part, one has to seek guidance from an expert to find out exactly what is to be fabricated and how.

• Another major issue is getting the right set of tyres. Some of the Indian companies have the mould but they are no longer interested to manufacture an odd size tyre. So in most of the cases the tyres have to be imported from abroad at astronomical prices.

• Most of the old cars had a 6 volt battery. But at present, no reputed company manufactures 6 volt batteries any longer. So it needs to be replaced with the 12 volt battery and hence we need to throw away lot of 6 volt components and replace it with 12 volt components. 6 volt bulbs are also no longer available.

• Carpets, seat cover fabric, hood material and paint should strictly be as per the era.

1962 Volkswagen Beetle

Maintenance

One you have been able to restore the car, it time to start thinking about its maintenance.

• Storing your car properly is of utmost importance. You need an exclusive covered weather proof garage to store your car. Do not park your car in the open or on the street.

• Generally, the best season to drive your vintage or classic is from November to May. Avoid taking the car out during the monsoon and jack up the car when not in use. This saves the tyre life.

• Keep your car a little above ground level to avoid damp.

• Petrol tank should be drained out when the car is not in use. This will prevent the petrol from rotting and prohibit line clogging.

• Apply a coat of wax or lacquer on the chrome parts to retain the shine and prevent chrome degeneration.

• If the car has leather seats then they have to be polished with cream to prevent the seats from creaking. Even when the car is not in use the seats should be polished at least once every month.

• Before again using the car after the departure of the monsoon, the car should be fully serviced, cleaned and polished. Oil should be checked.

• Last but by no means the least, the car should be cleaned on a regular basis and started periodically.

1935 Austin 7

What next?

In addition to the vintage and classic car clubs throughout the world, there are car shows, rallies, auctions and online sites dealing with these ageless beauties. Ever since cars became a part of our lives, they have been prized by their owners. And never more so than right now. So if you choose to enter your car in a car rally, then you have to pay special attention to some important point.

• The car should be restored as per original manufacturer’s specification.
• It should be in top mechanical condition.
• You should not install any additional gadgets or accessories which do not conform to the era that the car belongs to; else it will lead to losing points.
• Leaking gear boxes, differential and engine sumps if detected will result in losing points.

February 15, 1936 was an important day for Mercedes-Benz. At the International Automobile and Motorcycle Exhibition (IAMA) in Berlin, the brand for the first time presented the completely newly developed 170 V (W 136), an extremely modern vehicle in the upper medium class. It was to be of decisive importance for the then Daimler-Benz AG, both before and after the Second World War – production only ceased in August 1953.

With the 170 V, the developers took a completely new approach to automobile design within comparatively compact dimensions. The chassis was based on an oval-tubular X-frame which was more torsionally rigid and also 80 kilograms lighter than a comparable box-frame. All in all the total weight was reduced by 100 to 120 kilograms (depending on the body type) compared to the direct predecessor, the Mercedes-Benz 170 (W 15) of 1931.

The 170 V was powered by a new four-cylinder engine with a displacement of 1.7-litres and an output of 38 hp – it had two fewer cylinders, but considerably more power than the previous six-cylinder engine with 32 hp. This makes the newcomer a precursor to today’s downsizing. The maximum speed of the 170 V was also 18 kmph higher than that of the preceding model.

The 170 V was an extremely comfortable car. This was ensured by its independent suspension, but also by the spaciousness of the interior, which was superior to the model 170 thanks to the longer wheelbase. There were other reasons for the good ride comfort: many specialists confirm that the 170 V was very smooth-running, with good long-distance attributes. This was in some measure due to the sophisticated engine mounting. The ‘floating engine’, as it was officially known, was mounted on the frame at two points where the oscillation axis passed through the centre of mass. As a result the four-cylinder had vibration characteristics approaching those of a six-cylinder engine.

The Mercedes-Benz 170 V was available in numerous body variants, typically reflecting the popular taste at the time: two-door saloon, four-door saloon, four-door convertible, roadster, Cabriolet A, Cabriolet B and open tourer. A delivery panel van was also available for commercial applications. The 170 V was also used as a basis for sporty derivatives and military vehicles.

As a package with outstanding attributes, the Mercedes-Benz 170 V became a runaway success right from the start. 91,048 units had been produced by the time the war brought the first production period to an end in 1942. This made it the brand’s most successful passenger car to that date.

Germany lay in ruins after the Second World War, and production was at a standstill at the then Daimler-Benz AG. By as early as the end of 1945, the company was, however, granted a production permit by the occupying allied force. Panel vans, pickups and ambulances based on the 170 V already began leaving the production lines in May 1946 – a focused portfolio that shows the vehicle types to which most day-to-day importance was attached at the time. Passenger car production recommenced in July 1947, and constant further development work kept the 170 V technically up-to-date. After the war the company produced another 49,367 units of this model, before its production ceased in August 1953. The respectable total production figure was therefore 140,415 units.

A large team stood behind the 170 V presented in 1936. It was initially the brainchild of the Executive Board member for development, Dr. Hans Nibel, whose sudden death in November 1934 advanced Max Sailer to the same position. As head of engine design and senior engineer since the merger that formed Daimler-Benz AG in 1926, Albert Heeß was responsible for all vehicle engines and therefore also for the development of the four-cylinder M 136 used in the 170 V.

As head of vehicle design and senior engineer, Max Wagner had already worked under Nibel at Benz & Cie., and both were proponents of the independent suspension. Under Wagner’s aegis the early efforts culminated in the 170 V, including the oval-tubular X-frame. As head of testing at the time, Fritz Nallinger was responsible for the series production maturity of the new medium-class car. Working under him on the project was a young engineer whose name was also destined to become well-known: Rudolf Uhlenhaut.

It seems almost unbelievable that an example of one of the great pre-war cars, a straight eight supercharged Alfa Romeo of the type that won Le Mans four times and the Mille Miglia three times, could be lost from sight for many, many decades only to be discovered about five years ago. Even more amazing the long term owner, who is approaching his personal century, received the car as a 21st birthday present from his father back in 1937. An incredible story but absolutely true!

The car, chassis and engine number 2211079, was bodied in France by the coach building firm of Figoni, the only short chassis to be bodied by that famous house. It was completed in time for first owner Mr Weinberg to compete in the Paris-Nice rally in March 1933, an event in which he competed in 1934 as well.

According to the existing French registration records the car passed to Count Francois de Bremond in May 1935 and he ran the Grossglockner Hillclimb that year finishing 5th in class. He may have used it for other competitions but he sold it in August 1937. The agent or broker in the sale was Luigi Chinetti who was then resident in Paris but later became the first agent for Ferrari in North America based in Greenwich, Connecticut.

The new owner had just graduated and his father gave him the car as a present – and he owned the car for over 70 years. During the war, it was hidden from the occupying forces and used for some years after the war before being garaged but well looked after until being acquired by the current owner. The car was then taken to restoration specialist Blakeney Motorsport in the UK two and a half ago. The car has not been restored but has been made safe to run as far as the engine, fuel system, dry sump oil system, brakes, steering, electrics and so on are concerned.

An absolutely fantastic story.

A ‘missing’ Jaguar E-Type, one of the most sought-after early examples of the model, has been recently discovered in the depths of Scotland. The whereabouts of the 1961 Jaguar E-Type Series 1 Roadster, chassis #62, one of the first 92 right-hand models produced, has been a mystery to classic car historians for decades. With most of the first 20 cars produced being allocated for competition use, the very first road cars, distinguished by their outside bonnet locks, were supplied in July 1961 to Jaguar dealerships to be used as demonstrators. These early cars are considered to be the ‘Holy Grail’ of E-Types, and arguably of all collector’s cars.

This car was dispatched to Scotland in July 1961 via Henleys of London for use as a demonstrator vehicle in the Edinburgh area. It was expressly forbidden that the car be sold until September of the same year, when the car was indeed purchased by its first owner and registered on September 8, 1961 with its ‘3122 SR’ registration.

Passed from owner to owner over the years, all within the Edinburgh area, the car travelled north, deeper into Scotland. The car was acquired by its fifth and current owner in 2013, resident of the small parish of Deskford, Moray, who was unaware that he was in possession of this ‘Holy Grail’ car.

The car presents today in exceptional condition having been sympathetically restored and maintained by its owners over the years. Finished in Carmen Red with a black interior, the car still retains a whole myriad of original, specific, early features, such as the much revered ‘flat floor’, the split-link throttle linkage, thicker screen chrome mouldings and smooth cut-away groove at the top of the A-post cappings.

A 1931 Mathis motorcar, which was hidden in France during World War II. The now rare and collectible Mathis PY 7CV has spent the last 73 years behind lock and key at a Chateau in Northern France, having been concealed from the invading German forces who stripped the area of valuable collectibles in the early 1940s.

After years in isolation, the sleeping Mathis motorcar was discovered by the current owner in 2014, who purchased it alongside two other cars found in the private collection. The time-warp Mathis had never been moved from its secure hiding place and until recently remained sat on blocks.

Today, over eight decades after it was manufactured, it is an extremely rare and authentic example of the French marque which was founded by Emile Mathis in 1910. His contemporary, the young Ettore Bugatti designed two models for him that were marketed under the brand Hermes, before their careers took different paths. The Mathis factory in Strasbourg went on to became the fourth largest in France, making more than 20,000 cars in 1927, with Citroen being the main competition, before eventually closing in 1950.

This 1931 barn-find example proves to be in remarkable preserved condition upon inspection, showing no substantial rust, with the only deterioration being age related, having stood still in time.

Nick Whale, Managing Director of Silverstone Auctions, said, “This is such an exciting discovery. The car appears to be very authentic, and it’s extremely rare to find one in such preserved condition. Sadly there’s no paper work with the car other than a wonderful period photograph, but its story and the life this car has lived make it very special indeed.”

Presented in black and green paintwork with a grey cloth interior and black soft top, the period car has covered just over 25,000 miles in its 86 years of life.

“This car would make a wonderful edition to any period car collection” continues Nick. “It also offers the opportunity for a very fine and rewarding restoration project, as it has been left unloved for such a long time. We look forward to finding a deserving new owner for her at auction.”

Exclusive isn’t a word that best describes the Mk. I Ford Cortina after sales that crested one million.  Nevertheless an early, immaculate, and very original example of the 1500 GT model is a wholly different matter, having travelled an average of just one mile a day since it left the Dagenham factory 54 years ago.

Fitted with a tuned 1,498cc engine, the 1500 GT was the top specification model of the day, its zesty 78bhp (79 PS) sufficient to propel the svelte four-door to 95mph (153 kmph), with a 0-62 mph (100 kmph) acceleration time of just 14 seconds leaving the Morris Oxford of the day some five seconds in its wake.

Despite its performance, when it appeared in the Ford showroom at a princely GBP 748, this 1963 Cortina 1500 GT would have played second fiddle on the attention stakes to the fleet of Mk.I’s that starred in the saucy ‘Carry on Cabby’ film that screened at the time, helping to secure valuable awareness for Ford’s new model.  However, since it was first registered on July 4, 1963, the fastidious care and obsessive attention paid to it by its two owners – the last acquiring the car 28 years ago – makes this 19,244 warranted mile car arguably the finest and most original Mk.1 Cortina remaining today.

This multiple concours winner, ARE 163A, features superb Goodwood Green coachwork, and the interior is utterly as-new. The dashboard, featuring the early strip speedometer and pod-mounted rev counter, has no age-related blemishes and the seating, trim and original carpets are unmarked.  Interested parties should note that the car is currently fitted with a period Les Leston Grand Prix steering wheel, and that the original is sold with the car.

The scene under-bonnet is delightful and exactly as it should be, and ditto beneath the car, where the condition is as fine as topside, with the jack and tools – spotless and polished – all present and correct.

The garage owner who has conducted the majority of the MoT tests has re-affirmed the car’s magnificent condition, adding that he recalled a time when the previous owner refused to drive the car home after the test as it was raining, choosing to walk instead. He collected the car three days later when the roads were dry.

The time was early 1928; the great depression was still a year away and there was a sense of prosperity among the general public. Luxury cars were selling well and auto manufacturers around the world started selling more powerful and expensive cars.

One of these was Studebaker, which introduced the new President Series FA 8 in 1928, the first Studebaker 8 cylinder series. Some of the standard features in the car were silk curtains and assist cords, upholstered arm rests, engraved jeweller’s finished hardware, moldings and door panels in two-tone American walnut or two-tone laquer, silver medallions on the door panels, an upholstered foot rest, a heavy ornamental robe rail and large pockets in all the four doors. Tyres were 31 x 6.2 inches.

Studebaker’s entry into the straight eight segment was well planned but somewhat late, as there were numerous other manufacturers who had eights in production. However, Studebaker’s close competitors, Chrysler and Buick, were even tardier and did not field eights until 1931. Packard, Duesenberg, Stearns, Sayers and Scoville, Dupont and Stutz had built eights for a number of years, but these cars were in the high price bracket and would cost hundreds or thousands of dollars more than the FA President.

This 1928 Studebaker President 8 State Limousine FA that we are going to read about was custom-built and sent to India in 1928 for the purpose of ‘special display’ to promote the awareness of the high quality, 8 cylinder luxury cars manufactured by the Studebaker Corporation of America during the days of British rule in India.

It is interesting to note the nomenclature of the 1928 Studebaker President 8 State Limousine (FA). The word ‘President’ denotes the top of the line of the Studebaker car models. The numerical ‘8’ stands for eight cylinders, the word ‘State’ stands for cars that have two spare tyres on both sides, wire wheels and foldable luggage rack at the rear, while ‘Limousine’ stands for cars that have a glass partition dividing the driver’s compartment and the passengers’ cabin and finally ‘FA’ denotes the first eight cylinder president engine series that were manufactured by the American carmaker.

The coachwork plate number is 118 FAM. This signifies it being the 118th unit of car that was manufactured in the year 1928. As mentioned earlier, ‘FA’ is the series of engine and the letter ‘M’ denotes the limousine style of body.

Pallab Roy’s grandfather Raja Kamalaranjan Roy spotted the car in the showroom and fell in love with it. Since this car had come to India as a display model which was not meant for sale, hence a special permission was sought by the dealer from Studebaker Corporation and the car was finally sold to Raja Kamalaranjan Roy. The car has ever since remained in the family. The car was kept by Raja Kamalaranjan Roy in his palace at Cossimbazar and was used by him on special occasions.

The mint condition in which we find the car today is a result of four years of labour of love by Pallab Roy who has taken special care to meticulously restore this car referring to the descriptions and specifications mentioned in the original sales brochure and the owner’s manual. Studebaker limousines with series FA are recognised as ‘a full classic’ by all antique car clubs in the USA. This model has many references in several write-ups by different persons. However, even after an extensive search Roy did not find any photographs of a second existing car. The only photograph that exists of the limousine is a hand-painted one. Hence, Roy has strong reasons to believe that this is perhaps the only surviving example in the world of the 1928 Studebaker President State Limousine – a marvellous example of American automobile creation.

Fact File:

• Present owner – Prosanta Kumar Roy

• Registration number – WGZ 82

• Purchased in 1928

• Price at the time of purchase – Rs 12,000 (in exchange of a family-owned Chevrolet)

• Production started in December 1927

• Production ceased in October 1928

• H. P. 100 @ 2600 rpm

• Engine displacement – 313 cubic inches

• No. of cylinders – straight 8

• Wheelbase – 131 inches

• Single carburetor

• Single butterfly

• Twin point distributor

• Broadcloth upholstery with mohair lining

• Sound proof glass partition between the front and rear seats

• One way intercom (passenger to driver)

• Cigar lighter and ashtray

• The car’s body has been built with ‘dreadnot’ steel which was used to build American warships