Two Guys and a Ride

Exclusive Access: Behind the Scenes of the Early FORD V8 Museum The Early Ford V-8 Museum is dedicated to "Preserving 1932-1953 Early Ford V-8 History. Rob, with two guys in a ride and today, boy oh boy, we got a treat for you.I am at another museum and I'm going to introduce you to Josh and let him tell you where we're at and what museum it is and where it's actually located. So, Josh, where are we today? Yeah, two guys in a ride stumbled into the early Ford V8 museum in Auburn, IN.. Boy, what a place to stumble to. You know, it was on my list to come to and but it's amazing because it's in Auburn, IN and I love it because Josh...

Hi folks, I'm Nathan.Two guys are riding today.Rob and I are here in Des Moines, IA at the Good Guys Car Show, and we're here with Rick and an awesome build behind us.So Rick just basically tell us what the car is right here. OK, this is a blend of a 1969 RS Camaro nose grafted onto a 1970 rear tub. OK, so there is a great story behind this car... Customization Madness: Exploring the Insane Features of Rick's 1969 1/2 Chevy Camaro! The second-generation Chevrolet Camaro is an American pony car that was produced by Chevrolet from 1970 through the 1981 model years. It was introduced in the spring of 1970.Build information for model 123-12487 was released to the assembly plants in February of that same year. It was longer, lower, and wider than the first generation Camaro. A convertible, which was available for the first generation, was unavailable for the second. GM engineers have said the second generation is much more of "A Driver's Car" than its predecessor. Overview Dubbed "Super Hugger", the second-generation Camaro was an all-new car with its basic mechanical layout familiar and engineered much like its predecessor with a unibody structure utilizing a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance.[4] High-performance configurations were initially available, but the marketplace changed as 1970s progressed with fuel crisis, higher insurance rates, and tightening emissions regulations. Major styling changes were made in 1974 and 1978; 1981 was the final model year for the second-generation Camaro.

1915 Buick 7 Passenger Touring Car David Dunbar Buick and Walter Marr created the revolutionary Buick overhead-valve engine in 1901. Since the first Buick was built in 1903, Buicks have only had overhead-valve engines. David Dunbar Buick also invented the method of affixing porcelain to cast iron, creating the bathtub. Successful carriage maker William C. Durrant took over Buick in 1904. A Buick racing team was started to build the brand’s name with Bob Burman and Louis Chevrolet as the stars. Chevrolet and Durrant would go on to create the Chevrolet brand. The fame and profits achieved by Buick racing and its overhead-valve engine allowed Durrant to make a series of acquisitions, ultimately resulting in General Motors in 1908. 1915 was a record production year at Buick with 42,533 units produced, only to be outdone by the 124,834 units sold in 1916 under the salesmanship of Richard “Trainload” Collins, famous for selling Buick’s by the trainload. Richard Collins would go on to be president of Cadillac. By 1916, Buicks were the 3rd best selling cars in the United States.

Is the Sea-Doo RXT X Worth the Hype? Find Out in this Detailed Review Sea-Doo RXT X: The Ultimate Watercraft? In this video, we take an in-depth look at the Sea-Doo RXT X and discuss its features, performance, and whether it lives up to all the hype surrounding it. Don't miss this review if you're in the market for a high-performance watercraft.

Hi folks, I'm Nathan with two guys a ride today. Rob and I are here at the Street Machine Nationals and we are here with Colin... 1998 Land Rover Defender 130 The Land Rover Defender (initially introduced as the Land Rover 110 / One Ten, and in 1984 joined by the Land Rover 90 / Ninety, plus the new, extra-length Land Rover 127 in 1985) is a series of British off-road cars and pickup trucks. They consistently have four-wheel drive, and were developed in the 1980s from the original Land Rover series which was launched at the Amsterdam Motor Show in April 1948. Following the 1989 introduction of the Land Rover Discovery, the term 'Land Rover' became the name of a broader marque, and thus no longer worked as the name of a specific model; thus in 1990 Land Rover renamed the 90 and 110 as Defender 90 and Defender 110 respectively. The 127 became the Defender 130. The vehicle, a British equivalent of the Second World War derived (Willys) Jeep, gained a worldwide reputation for ruggedness and versatility. Using a steel ladder chassis and an aluminium alloy bodywork, the Land Rover originally used detuned versions of Rover engines. The original Defender is still being produced in developing countries despite the arrival of the Land Rover Defender. Though the Defender was not a new generation design, it incorporated significant changes, compared to the series Land Rovers, such as adopting coil springs front and rear, as opposed to all leaf springs on the previous; except for retaining rear leaf springs on high capacity (payload) models. Coil springs offered both better ride quality and improved axle articulation. Adding a lockable centre differential to the transfer case gave the Defender permanent (on-road) four-wheel-drive capability. Both changes were derived from the Range Rover, and the interiors were also modernized. Externally, a full-length bonnet and full-width integrated grille and headlights, combined with (finally) a single-piece windscreen, plus widened wheel arches that covered new, wider-track axles were the most noticeable changes. Initially the engineering department conserved a part-time 4WD system, like on previous models, but it failed to sell, and this option was dropped in 1984. While the engine was carried over from the Series III, a new series of modern and more powerful engines was progressively introduced. Even when ignoring the series Land Rovers and perhaps ongoing license products, the 90/110 and Defender models' 33-year production run were ranked as the sixteenth longest single-generation car in history in 2020.

Restored 1962 Studebaker Lark in AMAZING Condition – A Classic Car Comeback Today Rob and I are out here in Iola, WI at the Iola Car Show and we're here with Janine and this beautiful Studebaker behind us. Janine, thanks for taking some time with us today.Absolutely. It's been a labor of love.Like what can I say? Now this is a car that's got some history with your family. That's right.So who first purchased it? My dad bought it in 1982 for $800 at a farm sale in Kewanee, IL... Meet Janine, who took her father's car, an 1962 Studebaker Lark, restored it to its former glory, and we must say, the car looks AMAZING! It's a true Classic Car Comeback. Unearth the story of the 1962 Studebaker Lark, a landmark model by the Studebaker-Packard Corporation in South Bend, Indiana. Understand why this classic vehicle transformed the fortunes of the once-struggling automobile giant. The Studebaker Lark is a compact car that was produced by Studebaker from 1959 to 1966. From its introduction in early 1959 until 1962, the Lark was a product of the Studebaker-Packard Corporation. In mid-1962, the company dropped "Packard" from its name and reverted to its pre-1954 name, the Studebaker Corporation. In addition to being built in Studebaker's South Bend, Indiana, home plant, the Lark and its descendants were also built in Hamilton, Ontario, Canada, from 1959 to 1966 by Studebaker of Canada Limited. The cars were also exported to a number of countries around the world as completed units and completely knocked down (CKD) kits which were then assembled at a local factory. Lark-based variants represented the bulk of the range produced by Studebaker after 1958 and sold in far greater volume than the contemporary Hawk and Avanti models. Beginning with the 1963 Cruiser, the Lark name was gradually phased out of the company catalog and by early 1964, Lark-based models were being marketed under Commander, Daytona and Cruiser nameplates only. The Studebaker company, which celebrated its 100th anniversary in 1952, ceased automobile production in 1966.

Leo's Low Rider: The Story Behind the Award-Winning Creation Today, Rob and I are at St.Machine Nationals here and we are with Leo and we have another fantastic low rider behind us. Leo tell us what we have. We got a 1963 Chevy Impala... The 1963 Impala featured rectilinear styling with an engine-turned aluminum rear taillight panel surrounded by a chrome border on SS models. Engine choice was similar to 1962, with the small-block 283 cu in (4.6 L) and 327 cu in (5.4 L) V8s most popular. The Stovebolt six-cylinder engine was replaced with a new 230 cu in (3.8 L) Turbo-Thrift six that used thinwall castings and would continue as the standard engine for Chevrolet cars through 1979. The Sport Sedan featured a new, creased roof line. A new "coved" instrument panel included simple indicator lights for hot and cold engine conditions. An optional factory tachometer was built into the dashboard, just above the steering wheel. Impala wagons got triple-unit taillights for the first time. A special 427 cu in (7.0 L) version of the 409 cu in (6.7 L) engine was used in the 1963 Chevrolet Impala Sport Coupe, ordered under Chevrolet Regular Production Option (RPO) Z11. This was a special package created for drag racers and NASCAR and included a 427 with aluminum body parts and a cowl-induction air intake system. The aluminum body parts were fabricated in Flint, Michigan at the facility now known as GM Flint Metal Center. Unlike the later second-generation 427, it was based on the W-series 409 engine, but with a longer 3.65 in (93 mm) stroke. A high-rise, two-piece aluminum intake manifold and dual Carter AFB carburetors fed a 13.5:1 compression ratio to produce 430 horsepower (320 kW) and 575 lb⋅ft (780 N⋅m) of torque. Fifty RPO Z11 cars were produced at the Flint GM plant.

TIME CAPSULE - Bryan's '89 Mustang 5.0 The third-generation Mustang was produced by Ford from 1978 until 1993. Built on Ford’s Fox platform, it is commonly referred to as the Fox body Mustang. It evolved through several sub-models, trim levels, and drivetrain combinations during its production life. It underwent updates for 1987, and for a time seemed destined for replacement with a front-wheel drive Mazda platform. However, company executives were swayed by consumer opinion and the rear-wheel drive Mustang stayed, while the front-wheel drive version was renamed the Ford Probe. Enthusiasts group the generation into two segments: the 1979–1986 cars, with their quad headlight arrangement, and the 1987–1993 cars, with their aerodynamic composite headlamps and front fascia styling. Production ended with the introduction of the fourth-generation Mustang (SN-95) for the 1994 model year. In August 1986, the Mustang received a facelift for the 1987 model year on both the interior and exterior. The front end was restyled to look more like the SVO which gave the car more of an "Aero" look, in keeping with Ford's overall modern styling direction. The interior received an all-new dash, center console, and revised seat and door trim. With the SVO discontinued, models were now pared down to LX and GT. Taillights on the LX were revised with clear lenses for the turn signals while the GT now wore specific body-colored triple louvered lenses. The quarter glass windows lost their louvers and now sported a single larger flush piece of glass lettered with "Mustang" at the bottom rear corners. The GT models featured new round fog lamps and gained aerodynamic lower bodyside skirting as well as new turbine style 15-inch (380 mm) wheels. The 302 cu in (4.9 L) Mustangs became popular with the aftermarket performance industry. The V6 option was discontinued while the 2.3 L four-cylinder gained fuel injection, leaving only the 2.3 L four-cylinder and the 302 cu in (4.9 L) V8. For 1989, the Mustang's speed density computer system was replaced with a mass air system (1988 Mustangs sold in California also had the MAF system). This change slightly reduced factory horsepower, but it made Mustangs much easier to modify. With the mass air system, changes made to the intake, engine, and exhaust system would be recognized and compensated for by the ECU, resulting in a correct air/fuel ratio and optimum power. Ford's only gesture at a 25th Anniversary Mustang was a small, passenger-side dashboard emblem with a galloping-horse logo affixed to all models built between 27 March 1989, and the end of model-year 1990. Finally, in 1989, Ford resources began to focus on the next Mustang, due to its debut in late 1993.Through its retirement in 1993, there would be few changes in the model line, but the changes would be visual.

FORD SAID NO! - 1 of 1 Mustang GTT What happens when you merge the designs of the Ford Mustang and Ford GT? You create the GTT, a Mustang-based mashup. Zero to 60 Designs will unveil its polarizing half-Mustang, half-GT creation at SEMA next week. The automotive centaur of sorts is capable of producing more than 800 hp, above the 600-plus-hp rating of the GT supercar. It features a supercharger from ProCharger, a Magnaflow dual exhaust, and a special Eibach Pro-Street-S suspension. The company also enlisted the help of SCT Performance to program the GTT for optimal performance. Along with the obvious Ford GT-aping design elements, other visual upgrades include tinted windows, HRE Performance P204 Brushed Titanium Wheels wrapped with Pirelli P-Zero tires, measuring 22x9.5 up front and 22x11 in the rear. The face behind the GTT is Kenny Pfitzer, the founder of Zero to 60 Designs and a 20-year automotive design veteran responsible for projects like the Ford Bronco Concept. He has also worked as a creative mind for West Coast Customs and Chip Foose before deciding to form his own company in January 2016.

1956 Buick SPECIAL - Indeed she is!!! Buick’s entry-level Special was all-new for 1954, with a wider and lower stance, a less pronounced rear fender hump, blunt tailfins, new steering linkage, and better power steering. The mid-size model was the best-selling Buick, and was offered at a two-door sedan, a two-door Riviera hardtop (itself the best-selling Special for the year), a four-door sedan, a four-door station wagon, and a six-passenger convertible. Hardtops and convertibles had rounded rear wheel arches while the sedan and wagon had them squared off. All body styles had trim over the top of the arch, as well as three ventiports and a striking waterfall grille. Special prices ranged from $2,200 to $3,163. Under the hood, the Special was powered by a new 264-cid V-8 engine that generated 146 hp when paired to a three-speed manual transmission, and 150 hp when mated to the Dynaflow automatic shifter.

Yamaha VX Cruiser HO | The Perfect Watercraft for Family AdventuresAre you searching for a watercraft that caters to the needs of your entire family? Look no further than the Yamaha VX Cruiser HO. This video review highlights how it efficiently combines comfort, performance, and safety features to create countless unforgettable moments on the water. Discover how this personal watercraft effortlessly caters to every family member's needs.

The Auburn Cord Duesenberg Automobile Museum offers over 120 cars on exhibit on three levels, nine automotive themed galleries allow the visitor to experience everything from classic cars (as defined by the Classic Car Club of America), to Indiana built cars, to racing and engineering themed exhibits and the original Auburn Automobile Company showroom and company offices. Preservation Pushing the limits on maintaining the Auburn Automobile Company in its original and existing state, as a public service. Excellence Be recognized for excellence in its collection, exhibitions, educational programs and other activities and through the professionalism and leadership demonstrated by its board, director, staff, and volunteers. Experiential The ideal benchmark in providing inspiration and information, using its brand to differentiate its collection, archival findings, and the building itself.

1958 Dodge Regal Lancer The Dodge Regal Lancer was a special spring time edition of the Custom Royal Model, and was introduced in February 1958 to try to boost sales. The (top-of-the-line) Regal Lancer model was only available as a 2-door hardtop with special colors, exterior trim and interior. Special nameplates were featured at the front of the side spear trim and heavy eyebrow trim. The sporty exhaust tips and extra chrome strips running front to back on the sides of the car, along with the special tail light crowns and "toothy grill, really make the Regal Lancer a stand-out! Exterior color options for the Regal Lancer were limited to either metallic copper and blackor metallic copper and eggshell white. Interiors had unique colors, and seat patterns and door panels featured molded armrests. A special Acousti-Foam headliner with color coordinated bows was a Regal Lancer exclusive, as was the bronze instrument panel with textured aluminum inserts. Also included as standard was an AM radio with dual slant-back antennas, and a clock. The luxurious cabin had beautiful seats of cloth and vinyl that were designed to look like four bucket seats, and the carpet looked like something from Hollywood with its gold flecks to compliment the seat fabric. The standard engine (as seen here in this example) for Regal Lancers was the 350 cubic inch 295 hp"Super Red Ram"V8, with a 4-barrel. Also standard was a 3-speed pushbutton TorqueFlite transmission, power steering, power brakes, and torsion-bar suspension. Carrying Exner's "second-generation" Forward Look, the '58 Dodges were longer, lower, wider, and more aggressive-looking, with lots of glass and high-flying fins (ads called this "Swept-Wing" styling). The wheelbase stretched to 122 inches, where it would remain through 1961.

Today we're talking to Eric about his awesome 1967 Toyota Corona It's shocking to realize that, when the U.S.-spec Corona arrived for 1965, Toyota's American division sold fewer than 21,000 vehicles here that year. Even that was a boost—Toyota's sales in the first half of the 1960s were dismal. But the Corona, engineered for American driving conditions, fueled the company's rapid growth: In 1968, the year Toyota introduced the soon-to-be-best-selling subcompact Corolla, the automaker sold 72,554 vehicles. With help from the new small sibling, Toyota's U.S. lineup accounted for nearly 124,500 vehicle sales in 1969, and more than 200,000 in 1970, the last year this generation of Corona was offered. The U.S. market variant of the Corona, introduced here the following year as a 1966 model, was improved primarily with a larger, 1,900-cc "R"-family engine. Under a forward-tilting hood, this longitudinally mounted OHV four-cylinder featured an 88 x 78 mm (3.46 x 3.07 inch) bore and stroke, and 8:1 compression ratio. It used a downdraft two-barrel carburetor with automatic choke to make a respectable 90 hp and 110 lb-ft of torque. That output was enough to afford the Corona a 95-mph top speed when equipped with a three-speed manual gearbox, or 90 mph when fitted with a two-speed "Toyoglide" automatic transmission, the latter being based on GM's Powerglide. Braking was American-style too: four-wheel drums that measured 9 inches in diameter and sat behind 13-inch wheels mounting 5.60-13 tires. The suspension design was similarly conventional, with unequal-length A-arms and coil springs in front and semi-elliptic leaf springs supporting a semi-floating hypoid live axle in the rear. Although the Toyota was priced a bit higher than its German competitor, with its modern design, 10.1 cubic feet of trunk space, and the availability of four doors, this model would prove much more accommodating than the VW. It had the Volkswagen beat on standard features, too, including a padded dashboard, visor vanity mirror, full carpeting, a fresh air heater/defroster, two-speed windshield wipers, and quad headlamps. Costing extra on the VW, but included on the Toyota, were vinyl upholstery, a driver's-side armrest, a cigarette lighter, chrome wheel trim rings, undersealing, and twin horns. Other options common to both cars—including a radio—were typically the same price, or cheaper, for buyers of the Japanese car, and Americans could even spec their Coronas with port-installed air conditioning, a real luxury for a small import.

Chrysler's 1958 300 D strikes all of the right late-1950s chords: quad headlamps, gaping egg-crate grille, thundering V-8 power and towering tailfins. Yet the 300 kept its sporting composure by eschewing broad swaths of side trim molding and tri-color paint schemes, which in turn has helped its styling endure, decade after decade. Today these Hemi-powered cruisers are as unusual as they are striking: For '58, just 618 hardtops and 191 convertibles were built to roam America's freshly paved postwar highways. The 300 series Chryslers have always been special and valuable cars among their admirers (even those vintages that weren't all that special) and the success of the modern Chrysler 300 has probably made the series recognizable to a wider audience. But while you can point to certain areas of the hobby, European sports cars, for instance, and wonder if a bubble is about to burst, 1950s American car values have remained stable over the past decade. The 300's story begins with the C-300, a gorgeous two-door hardtop wearing Virgil Exner's "Forward Look" design--solid lifters, two Carter WFB 550-cfm carburetors, 8.5:1 compression--and which guaranteed the 300 horses promised by the badges on the grille and trunk lid. Just 1,725 of these 4,005-pound coupes were produced, and they sold for more than $4,000 each--about double the price of a new '55 Plymouth Savoy. For 1956, Chrysler rolled out the 300 B, looking very similar to the '55, but with more pronounced tailfins and a harder-hitting Hemi engine. For the new model year, the big V-8 had grown to 354-cu.in. and belted out 340 hp in base trim or 355 hp with an optional factory tune-up. The car had also gained 12-volt electricals. An all new 300 C emerged for 1957, demonstrating that Exner's Forward Look had gained a lot of ground. The boldly styled car rode on an all-new chassis with torsion bar front suspension and was powered by a 392-cu.in. Hemi, with 375 hp in base tune. With 10:1 compression and a more aggressive camshaft, the Hemi could pump out 390 hp. The 1958 300 D would be the last of the series to use the 392, but the base engine got a boost to 380 hp. An electronic fuel-injection system, the Bendix Electrojector, was introduced for the 390-hp Hemi, but was recalled by Chrysler and replaced with the conventional two-four intake and carburetors.

We're at the Let Freedom Drive car show. All right, so we're here with Randy and Randy what do we have behind us here? We got a 1970 Jeep Jeepster Commando from the Kaiser era. I'll tell you what, well, you know, we've been talking about this for a while this afternoon and first of all, we just really appreciate you having all this background knowledge on your vehicle... 1970 Jeep Jeepster Commando: Built for Adventure and Style Delve into the world of this popular Kaiser Jeep-turned-AMC 1970 Jeep Jeepster Commando – a rugged, self-built 4-wheel drive marvel with standout custom paint. Explore this self-built, eye-catching 1970 Jeep Jeepster Commando with a custom paint job, powerful Go Devil engine, and the 4-wheel drive capability to conquer any terrain. Discover the story behind this rugged self-built 1970 Jeep Jeepster Commando, featuring custom paint, 4-wheel drive, and a powerful Go Devil engine. Don't miss out!

AACA Zenith Award Winning 1934 Packard 1107 Twelve Club Sedan A Close-Up Look at the Stunning AACA Zenith Award-Winning 1934 Packard 1107 V12 Twelve Club Sedan Today, Rob and I are down here in beautiful Des Moines, IA, and we're at the Concourse d’Elegance and we're here with some familiar faces. Well, we, we've talked with Doctor Craig before. You had a beautiful Packard in New Ulm Yes, I did.That was up to the point where my wife made me very much aware that it was her Packard...

The 1960 model offered a 375 hp (280 kW) "Cross-Ram" version of the 413 cu in (6.8 L) Wedge Head V8 introduced in 1959. Also new were four individual, leather bucket seats for front and rear passengers with a full-length console from dash to rear seatback which had previously been introduced on the Chrysler Norseman concept car of 1956. The rear passenger electric window switches were installed in the center console within easy reach, and bench seats for front and rear passengers were no longer available. The rear bucket seats were also offered on the New Yorker Custom coupe. Swiveling front seats were fitted as standard equipment but were modified to mechanical operation only initiated by the driver and not synchronized to the door when opened. The AstraDome instrument cluster was introduced on all Chrysler products only and featured "Panelescent Lighting" and a tachometer was installed in the center console below the radio due to the complexity of the three dimensional instrument cluster. The exterior color list was shortened to Formal Black, Toreador Red metallic, Alaskan White, and Terra Cotta metallic while the standard interior color remained as tan leather.

1953 Kaiser DRAGON The Kaiser Dragon model was introduced on October 31, 1952, for the 1953 model year. This time, the Dragon was a separate model, not a trim option, positioned above the "Manhattan.". The special upholstery and padded roof now featured a grass-patterned "Bambu" vinyl and heavy-duty Belgian linen "Laguna" cloth with overlapping patterns.