No Driving Gloves

DeSoto's Legacy: Triumph and Demise November 18 1960

As the sun dipped low, casting its final rays upon the DeSoto Automobile Company, the twilight of an era approached, leaving in its wake a legacy that once roared with the vibrant promise of American automotive ingenuity. The tale of DeSoto's demise is one of triumph and tribulation, of a shifting landscape within the industry.

Chrysler thrust DeSoto on the automotive landscape in 1928, DeSoto filled the void between modest Plymouths and opulent Chryslers. Inspired by Spanish explorer Hernando DeSoto, the brand swiftly gained traction with its eye-catching designs and groundbreaking features. In the 1930s and 40s, DeSoto pioneered innovations futuristic designs like the Airflow – initially met with skepticism, it later propelled aerodynamic advancements in the industry.

Post-World War II, DeSoto surfed the crest of an economic boom. The 1950s witnessed the birth of iconic models like the Firedome and Adventurer, encapsulating an optimistic and prosperous America. Sleek designs and robust V-8 engines carved (yes they even put a HEMI in it) a niche in American car enthusiasts' hearts.

Yet as the 1960s dawned, a shifting market and intensifying competition posed challenges for DeSoto. Struggling to maintain its identity amidst Chrysler's diverse offerings and evolving consumer preferences further eroded DeSoto's foothold. In a staggering turn of events on November 18, 1960, Chrysler President William C. Newberg pronounced the end of DeSoto's line – a shock to dealerships and loyal customers alike.

The 1961 model year marked DeSoto's swan song – a brand once emblematic of American automotive innovation. Though its closure signaled a significant chapter's end in automotive history, DeSoto's legacy lingers in memories of those who reveled in its artful designs and sturdy engines.

Enthusiasts and collectors still cherish remaining DeSoto vehicles, parading them at car shows and events dedicated to preserving classic automobiles' heritage. DeSoto's conclusion prompts contemplation on the ever-changing automotive industry, a reminder that even the most established and inventive brands can falter in a perpetually evolving market.

The story of DeSoto is not merely a company's end; it mirrors broader forces shaping industries and society's influence on customer preferences. Ultimately, DeSoto's closure was not just an American car brand's death knell; it marked the finale of a story woven into the fabric of American automotive history. The echoes of DeSoto's legacy persist, evoking an era when the open road called, and the roar of a DeSoto engine mirrored a nation's aspirations on the move.

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Birth of Scuderia Ferrari November 16

In the heart of Italy, on this day, November 16th, 1929, the racing legacy of Scuderia Ferrari was born. A tapestry of roaring engines and burning passion unfurled, weaving one of the most storied and triumphant chapters in motorsports history.

The roots of Scuderia Ferrari burrow deep into the zeal and vision of its founder, Enzo Ferrari. Born in 1898, Enzo's soul was intertwined with cars and racing from his earliest memories. His automotive odyssey ignited as a test driver for a humble automobile manufacturer. Yet it was his time with Alfa Romeo in the 20s that molded his destiny.

Enzo swiftly garnered a reputation as a masterful racer and shrewd businessman. In 1929, he established Scuderia Ferrari initially as Alfa Romeo's racing division. The term "Scuderia" translates to "stable" in Italian, underlining the team's dedication to stable and competitive racing.

Under the banner of Scuderia Ferrari, Enzo helmed Alfa Romeo's racing endeavors, amassing a legion of gifted drivers and engineers. Throughout the early 30s, Scuderia Ferrari thrived as Alfa Romeo's racing arm, snatching victories in prestigious races like the Mille Emilia and Targa Florio – solidifying its stature as an unstoppable force in the racing realm.

The 1930s marked a pivotal transition for Scuderia Ferrari. In 1939, Enzo severed ties with Alfa Romeo, birthing an independent racing team crowned with the iconic prancing horse emblem. Inspired by an emblem on World War I ace Francisco Baracca's fighter plane, the prancing horse became synonymous with Ferrari's racing prowess.

Post-World War II, Scuderia Ferrari faced challenges in rebuilding amid a shifting racing landscape. Yet in 1947, they made a triumphant return, securing victory at the Rome Grand Prix with the 125S – Ferrari's first production car.

The 50s heralded Scuderia Ferrari's dominance in Formula One. Legendary drivers like Alberto Ascari and Juan Manuel Fangio steered the team to multiple championships. Ferrari's red cars became emblematic of speed, passion, and victory.

Scuderia Ferrari's legacy transcends the racetrack. Enzo's unwavering commitment to excellence and innovation forged a brand that surpasses racing. The iconic Rosso Corsa racing red hue and the distinctive roar of a Ferrari engine evolved into symbols of automotive elegance and luxury.

Across decades, Scuderia Ferrari has weathered the highs and lows of motorsport, from the Schumacher era's dominance to recent challenges. Their dedication to success remains steadfast.

In conclusion, Enzo Ferrari's founding of Scuderia Ferrari forever altered the landscape of motorsports. From its humble inception as an Alfa Romeo racing division to its current status as an iconic racing team and luxury brand, Scuderia Ferrari embodies passion, competition, and excellence in the world of racing.

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Riker's Electric Torpedo: A Racing Legacy

In 1901, the Riker Torpedo Race Car bolted onto the scene, a testament to the genius of its creator, Andrew Riker. An early believer in electric vehicles, Riker designed this battery-powered speed demon that would go on to shatter world records.

On November 16, 1901, at Coney Island, New York, the Torpedo Racer zipped down a one-mile dirt track, reaching an astonishing 57.1 mph. In that moment, it claimed the title of the world’s fastest electric car and held it for an entire decade.

Unlike many electric cars emerging during that era, Riker's focus was not solely on creating a personal car for the masses but rather on harnessing the allure of speed and power that captivated automotive enthusiasts. He crafted not just electric cars but electric race cars, securing his company's lead in the market and earning glory in both long-distance and short-track races.

Born in New York City on October 22, 1868, Riker's journey began with the Riker Electric Motor Company in 1888 before evolving into the Riker Electric Vehicle Company in 1889. Riker's first electric car emerged in 1894, built upon a pair of Remington bicycles. By 1896, his company was winning races and earning recognition. Sadly, Riker Electric Vehicle Company was absorbed by the Electric Vehicle Company in late 1901. Despite his triumphs, Riker lost faith in electricity. In 1902 he joined Locomobile and began designing gasoline-powered automobiles - a far cry from his battery-powered racers, though in 1906 he aided in the engineering of Locomobile’s entry into the Vanderbilt Cup Race, this same car would win the 1908 race, now famously known as ‘Old 16’.

Andrew Riker passed away in 1930 at age 62. His legacy includes a variety of vehicles and heavy electric trucks and becoming the first president of the Society of Automobile Engineers, now the Society of Automotive Engineers.

One can only wonder what pioneers like Riker would think of today's automotive industry. Are we simply witnessing a rise and fall of trends as we return to the roots of classic car history in search of the future? For over a century, electric cars took a backseat to their gas-guzzling counterparts. But now as we come full circle, we must ask: Are electric cars here to stay? Regardless of the answer, we owe much to Andrew Riker and his groundbreaking Torpedo Racer.

The Henry Ford in Dearborn, Michigan holds two Rikers: an 1896 three-wheel electric Riker which is currently displayed in the Driving America exhibit, and the 1901 Riker electric racer that set the world speed record, which is not currently on exhibit. The Henry Ford also holds the famed Locomobile ‘Old 16’ race car on exhibit in Driven to Win: Racing in America.

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Revolutionary EV1: Igniting Change November 15

As the late 1990s saw a surge in concerns over environmental sustainability and the impact of traditional automobiles, General Motors boldly embarked on a revolutionary journey with the introduction of the EV1—an electric vehicle marking a significant milestone in automotive history. Launched November 14, 1996, the EV1 was far more than just a car; it was a daring statement about the future of transportation.

In an era when electric vehicles were mere fledglings, GM seized the reins, crafting a car that challenged the status quo and carved a path toward a greener automotive future. The EV1's design and technology were undeniably ahead of their time. Its sleek aerodynamic body resembled a futuristic two-seater coupe, while its lightweight aluminum frame bolstered efficiency. Equipped with advanced features such as regenerative braking, which transformed kinetic energy back into electricity to extend its range, the EV1's electric motor delivered impressive acceleration and boasted an admirable range on a single charge—especially considering the era's technological limitations.

Although innovative in design and well-received by those fortunate enough to drive it, the EV1 faced challenges and controversies. Limited range, concerns over battery technology, and high production costs led GM to restrict EV1 production. Furthermore, the decision to lease rather than sell outright contributed to exclusivity and uncertainty among customers. Ultimately, in 2003, GM made the contentious decision to recall and crush most leased EV1s, sparking criticism from both EV enthusiasts and environmentalists.

The reasons cited for the EV1's demise included high maintenance costs, challenges in servicing limited production vehicles, and a belief that advancements in hybrid technology would eclipse all-electric vehicles. Yet its legacy endures. The trailblazing EV1 reshaped perceptions about electric vehicles, showcasing their potential for sleekness, efficiency, and mainstream use. In doing so, it inspired other automakers to invest in electric technology.

In retrospect, the GM EV1 set the stage for the electric vehicle revolution now sweeping the automotive industry. Lessons learned from the EV1 experience, both technologically and in terms of society's shift toward sustainable transportation, continue to influence modern electric cars. Today, electric vehicles are no longer a niche concept but a growing segment of the automotive market, and the EV1 played an indispensable role in igniting this transformation.

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Ram Dakota- Haven't we heard this line before?

Folding Honda Electric "Scooter" Do you want one?

Another Delorean. This time with the GTO suffix

Wolf of Wall Street Wrecked Lambo What is worth and what is worth to you? ANd is it a car or art at this point?

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Dodge Brothers: Automotive Pioneers Nov 14, 1914

Born in Niles, Michigan, John and Horace Dodge blossomed into craftsmen renowned for their dedication to quality and excellence in the automotive realm.

In the early 1900s, the name Dodge seeped into American households like a sweet perfume. Born in Niles, Michigan, John and Horace Dodge were pioneers, setting America's wheels in motion during the dawn of automotive manufacturing. In 1900, Detroit bloomed like a mechanical rose as industries converged, and the brothers established a modest machine shop.

Soon their workshop expanded, bustling with 200 men, crafting the Evans and Dodge bicycle. These bicycles quenched the thirst for transportation for many. Yet the brothers' ambitions stretched further, to conquer the automobile industry.

In 1902, Olds Motor Works of Detroit entrusted them with an order for 3,000 transmissions. The brothers mingled with automotive giants like Henry Leland and W.C. Leland, crafting steering parts and axles. By 1903, they abandoned bicycles to focus on automobiles.

Henry Ford, tantalized by their skills, offered the brothers a 10% stake in his fledgling Ford Motor Company in exchange for their mechanical expertise. Thus, the Dodges found themselves forging the engines, transmissions, and other vital components of the quintessential all-American car—the Model T.

The Dodge brothers soared to new heights, owning 10% of Ford while running their own empire. They built a sprawling 24-acre plant in Hamtramck, Michigan. As Henry Ford expanded his reach, the brothers sought independence and envisioned their own car.

On July 17, 1914, they sold $5 million worth of public stock. The first Dodge model rolled off the assembly line on November 14 that year – a practical design selling for $785. These cars boasted a 110-inch wheelbase powered by a four-cylinder 35-horsepower engine.

In 1915, their touring car burgeoned in popularity, attracting 21,000 dealership applications. Bolstered by their stellar reputation, sales soared as the brand cemented its foundations on dependability. Within five short years, they produced 121,000 cars and amassed sales of $24 million. Tragedy struck in 1920 both siblings were swept away by the treacherous currents of the influenza pandemic. Yet their legacy of resilience persisted. In 1922, Dodge pioneered the first steel-bodied closed car—an innovation that would echo through history.

Their widows sold their interests in 1925, and three years later, Walter P. Chrysler acquired Dodge for $170 million, calling it "one of the soundest acts of my life." The Dodge brothers' legacy lives on, forever entwined with our automotive heritage.

Historic Jeep Prototype November 13

As global war loomed in 1940, the Army sought a swift reconnaissance vehicle to navigate rugged terrain and deliver firepower to the front lines. Bantam, a small and agile company experienced in building light four-cylinder cars, appeared ideal for the task. On September 23, 1940, they delivered the world's first Jeep prototype – the Bantam reconnaissance car.

However, both Willys and Ford expressed interest in competing for the contract. The Army shared Bantam's designs with them, leading to Willys submitting its MA Quad on November 13 and Ford submitting two prototypes – the Pygmy GP-001 and GP-002 – on November 23.

Although none of the prototypes met the Army's desired weight of less than 1,300 pounds, Ford's Pygmy introduced several innovations such as hinged headlamps for engine bay illumination and a second top bow to prevent driver discomfort. Despite their differences, all three competitors received orders for 1,500 vehicles each.

Ultimately, the final standardized version became the Willys MB, which Ford also built as the GPW during the war. Roughly 660,000 Jeeps were built, roughly 18% of all motorized manufacturing during the war

The rugged Jeep quickly became an icon of World War II and a symbol of wartime production by the auto industry. As Pulitzer Prize-winning war correspondent Ernie Pyle put it: "It's as faithful as a dog, strong as a mule, and as agile as a goat." Edwell Bourne Sr., a World War II veteran and mechanic, also praised the Jeep's durability: "It's very rare to trace a whole class of vehicles to a single one, but this is where it all began."

Several theories surround the origin of the name Jeep. Some suggest it derives from a slurring of "GPV," an acronym for General Purpose Vehicle or Government Purpose. Others attribute it to Eugene the Jeep, Popeye's resourceful jungle pet. However, the term "Jeep" was already used by the Army in 1914 to describe new test vehicles.

While Bantam's Reconnaissance Car and Willys' Quad have since vanished or been wrecked, today, GP No. 1 Ford's first prototype still exists- the oldest known Jeep now resides at the Veterans Memorial Museum in Huntsville, Alabama, while another prototype – Bantam serial number 1007 – is on display at the National Museum of American History. Both now honor the greatest generation's fight and Detroit's role in the arsenal of democracy, standing testament to America's ingenuity during World War II.

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Daimler-Chrysler: Merger Lessons

On November 12, 1998, shareholders of automotive world voting in favor surprising union: Germany's Daimler-Benz AG and America's Chrysler Corporation merged, promising to reshape the car market's landscape. The Daimler-Chrysler alliance blended German engineering finesse with American innovation and mass appeal. Yet, this perfect union on paper became a complex, challenging journey falling short of expectations.

Intending to create an automotive juggernaut, Daimler-Benz sought to tap into the American market, while Chrysler aimed to harness German technological prowess. Synergies appeared promising, but reality proved far more intricate.

The primary challenge lay in clashing corporate cultures. Bridging the vast differences in management styles, communication approaches, and organizational structures proved daunting, hindering the merger's full potential. Daimler's luxury focus conflicted with Chrysler's mass appeal emphasis, rendering product integration and economies of scale unsuccessful.

As time elapsed, cultural and strategic misalignments eroded synergies. Promised cost savings and market presence remained elusive, frustrating shareholders. In 2007, Daimler parted ways with Chrysler, selling it to Cerberus Capital Management—ending the Daimler-Chrysler era.

This cautionary tale underscores the importance of cultural integration and strategic alignment in mergers. The failed mega-merger highlights the nuances of cross-border collaborations beyond financial considerations. The Daimler-Chrysler merger remains a pivotal moment in automotive history, offering lessons on global business partnerships' complexities and ingredients for a successful merger.

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General Lee's Iconic First Jump

On November 11th, 1978, during the filming of One-Armed Bandits, a stuntman launched the iconic General Lee off a makeshift dirt ramp and over a police car on the Georgia set of The Dukes of Hazzard, TV history was made. This 16-foot-high and 82-foot-long leap resulted in a totaled car but secured its place in every episode's opening credits.

As countless stunts unfolded on screen, nearly every car met its demise, prompting prop masters to scour the country for every 1969 Dodge Charger they could find. Outfitted with roll cages, nose-mounted push bars, and upgraded suspensions, these cars braced themselves for inevitable landings. Brakes were tampered with to perfect the 180-degree bootlegger's turn, while concrete or lead-filled trunks prevented mid-air flips.

Despite these reinforcements, landing those jumps must have been a jarring experience for the stunt drivers – let alone Bo, Luke, Daisy, or dear old Uncle Jesse.

This orange Charger – adorned with "01" on its doors, a Confederate flag on its roof, and a horn that played Dixie's first twelve notes – belonged to Bo and Luke Duke themselves. With it, they evaded corrupt County Commissioner Boss Hogg in thrilling chases and narrow escapes.

While on air, the General Lee received 35,000 fan letters monthly. Enthusiasts purchased millions of toys and remote-controlled replicas of the car, with some even modifying their own vehicles to resemble the Duke's Charger.

In 2006, Travis Bell rescued "Lee 1," the original General Lee from that jump, from an Atlanta-area junkyard where it had sat for 23 years. The car underwent a full restoration before selling to golfer Bubba Watson at a Scottsdale Barrett-Jackson auction in 2012. The Dukes of Hazzard aired on CBS from 1979 until 1985.

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Birth of the First Motorcycle- Episode 281

In 1885, the Reitwagen, or "riding car," emerged as the first motorcycle, a creation of Gottlieb Daimler and Wilhelm Maybach. Despite earlier steam-powered two-wheelers like the Michoud-Péry and Roper of 1867-1869 and the 1884 Copeland, Daimler's invention earned him the title of "father of the motorcycle."

The Reitwagen's claim to being the first motorcycle hinges on its internal combustion engine. The Oxford English Dictionary uses this criteria, but some argue that its four wheels instead of two raise doubts. These outriggers, acting as auxiliary stabilizers, point to a deeper issue: Daimler's invention needed training wheels due to lacking well-understood principles of rake and trail.

The Reitwagen's engine was a compact high-speed single-cylinder model patented in 1885 as the "grandfather clock engine." It featured a float-metered carburetor, mushroom intake valves, hot tube ignition, twin flywheels, and an aluminum crankcase. With its 264 cubic centimeter engine mounted on rubber blocks and spring-loaded outrigger wheels for stability, it reached speeds of about seven miles per hour.

Daimler's son Paul took the first ride on November 10, 1885. Though its seat caught fire due to the engine's hot tube ignition beneath it, by 1886, despite improvements, the Reitwagen had served its purpose, and Daimler halted the project in 1886 to chase four-wheel dreams. A fire devoured the original creation in 1903, but replicas echo its memory today.

Some speculated that Daimler never intended to craft a motorcycle, but the engine's small size demanded it. He never pursued two-wheelers after the Riewagen, and mass-produced motorcycles only appeared in 1894.

The Riewagen remains the cornerstone of all automobiles – air, sea, land – igniting the internal combustion engine motorcycle revolution. As electric powertrains loom on the horizon, gas-powered motorcycles will become even more cherished. So ride with fervor on your fire-breathing steed and savor these final decades before exhaust notes surrender to whirring whispers.