Consider renting a safe deposit box at a bank. As you run low or out of bank checks and have to reorder checks from the cheap checks biggest provider of design choices. Cars such as the Hudson Hornet, with their low center of gravity and sleek design, performed well on the track. Due to effortless power steering, Car and Driver noted, it "takes quite a while to become familiar with the slow response, and precision maneuvers can only be undertaken at low speeds." With coil springs all around, the "suspension is definitely soft," though body roll "was not excessive under any conditions" and the 9.5-inch-diameter drum brakes delivered instant response.
Gas mileage was deemed comparable to a Cutlass with four-barrel carburetion, though "under hard driving the consumption is bound to rise." At cruising speeds, Car and Driver suggested, "fuel economy may be better, because of the improved fuel atomization and mixture distribution with the whirling impeller." Premium fuel was recommended.
It didn't go very fast (about 14 mph), and it wasn't available in showrooms (it predates showrooms, actually), but the first electric car made in the U.S.
As World War I brewed, General Electric and other U.S. Chevrolet offered a turbo Corvair until 1966, but then the system disappeared from U.S. GE's Dr. Sanford Moss, later named "father of the turbocharger," put a GE turbo on a V-12 Liberty aircraft engine. Oldsmobile's solution was a light, small V-8 fitted with a turbocharger to give it the performance of a heavier, larger-displacement engine. The 1962 Fairlane's three engine offerings were reprised in 1963, but there were a couple additional choices, as well.
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Essentially the Buick Regal GNX from 1987 was a Grand National.
Related to the Buick Special and Pontiac Tempest, it was equipped with an all-aluminum, 215-cid "Rockette" V-8, a GM Engineering design refined for production by Buick and Oldsmobile engineers. Placed on sale in April 1962, the Jetfire two-door hardtop -- based on the F-85 Cutlass -- held a turbo-boosted edition of the 215-cid V-8 good for 215 bhp at 4600 rpm and 300 pound-feet of torque at 3200 revs. Anticipating a lack of understanding of turbos, Olds used the special Jetfire promotional folder to teach as much as to sell; a cutaway drawing explained the flow of intake and exhaust gases and a Q-and-A section tackled questions a prospective buyer might raise about the turbocharger's operation.
Get more details on the Jetfire's turbocharger in the next section of this article. However, more than a decade later, when automakers again needed a way to increase power without turning to bigger engines, the turbocharger made a significant comeback.