The Allstate Henry J was built by Kaiser and sold through Sears department stores
- The Pick of the Day is a genuine rarity for two reasons: 1) They only made 8,100 of them and few have survived, and 2) Many of them were built into hot-rod dragsters back in the day.
- But this 1953 Allstate Henry J Corsair Deluxe has not only survived, it is apparently in good, low-mileage condition just as it might have been driven when new, including a funky period-authentic sun visor above the windshield.
These small cars – the wheelbase was just 100 inches – were built by Kaiser-Frazer, which was renamed Kaiser Motors in 1952, and they were sold by Sears Roebuck under the department-store chain’s Allstate brand. Advertised by Sears at the time as the lowest-priced family sedan in the U.S., the Allstate Henry J was actually somewhat upscale compared with Kaiser’s own version of the Henry J, with more features and better trim. The joint venture lasted only a few years.
Pert tailfins are a signature styling feature of the little Henry J
In the 1950s and ’60s, Henry Js were commonly used as the basis for lightweight drag-racing machines, often seen at the strip with huge supercharged V8s packed under their hoods.
This car not only escaped that fate, it is presented by the Bonner Springs, Kansas, classic car dealer as a well-equipped survivor that retains its desirable Allstate upgrades.
There is no mention in the ad as to whether the car has been repainted or restored.
“This is the Corsair Deluxe model which features front fender scripts, chrome windshield framing, chrome wheel covers and instrument panel crash pads,” the dealer says in the listing on ClassicCars.com. “Power comes from an 80hp Super Sonic 6-cylinder engine and features a 3-speed manual overdrive transmission, radio, heater and sun visor.”
The Henry J looks clean and original in the photos, although there are no under-hood shots, and the mileage on the odometer reads 42,611. The 80-horse flathead six, which was the bigger engine offered, should be plenty to motivate this small car, and it would be a fun and eye-catching entry for a classic car rally.
While the asking price for the Henry J seems strong at $29,900, any potential buyer could reasonably justify the expense for two reasons: 1) Its condition appears to be excellent, and 2) Try and find another.
To view this listing on ClassicCars.com, see Pick of the Day
Паркетник Lincoln Corsair посулил расслабленную атмосферу — ДРАЙВ
Слово Corsair («корсар, капер, пират») выглядит несколько странным выбором для тихого и комфортного паркетника. Оно больше подошло бы хот-хэтчу. Но американцы говорят о связи с латинским «cursus» («бегущий, путешествие»). А ещё это имя историческое: в 1960-х Ford использовал обозначение Corsair для седанов, кабриолетов и универсалов.
В Нью-Йорке дебютировал компактный кроссовер Lincoln Corsair, наследник модели MKC, собрат паркетника Ford Kuga/Escape нового поколения. Глобальная платформа С2 позволила машине не только улучшить управляемость и поднять жёсткость кузова, но и подтянуть электронику.
Среди плюсов Корсара названы стандартный комплекс систем безопасности Lincoln Co-Pilot360 и технология «Телефон как ключ». Она даёт возможность не только открывать и запускать машину, но и создавать персональный профиль настроек множества систем, автоматически активируемый при входе.
При краже или потере телефона функцию можно удалённо отменить.
Как объясняет компания, новый паркетник отражает философию Quiet Flight («тихий полёт»), а значит, основное внимание уделено плавности хода, тишине и расслабляющей атмосфере в салоне.
Одновременно Quiet Flight — это и дизайнерская тема. По мнению создателей машины, относительно простые формы компакта несколькими плавными линиями превращены в «виртуальную подвижную скульптуру», которая создаёт эффект движения даже в неподвижности.
Инженеры отрядили Корсару два четырёхцилиндровых наддувных мотора EcoBoost: 2.0 на 253 л.с. (373 Н•м) и 2.3 на 284 л.с. (420 Н•м).
Первый мотор на пять «лошадок» мощнее, чем на предыдущем поколении при той же тяге, а второй прибавил шесть ньютон-метров, но потерял пять сил. Оба сочетаются с восьмидиапазонным «автоматом» (в прошлой генерации был шестиступенчатый).
С каждым из моторов можно получить полный привод. В нём при нормальных условиях тяга идёт на переднюю ось, ради экономии топлива, а в случае необходимости перебрасывается назад.
На Корсаре дебютируют три новые версии окраски интерьера: Beyond Blue (сине-белая гамма), Cashew (насыщенный коричневый плюс чёрный) и Medium Slate («мягкий серый» плюс «чёрное дерево»).
Водителю доступны пять режимов движения, названные Normal (обычный), Excite (спортивный), Slippery (скользкая дорога), Deep Conditions (грязь и песок) и Conserve (берегущий топливо). Естественно, под запросы Линкольна адаптирована глобальная подвеска.
Здесь авторы машины выделяют заднюю подвеску с особыми «интегральными втулками».
Если судить по родственному Фокусу, речь идёт о многорычажке, втулки которой обладают разной жёсткостью в разных направлениях и за счёт этого лучше, чем обычные, гасят вибрации и удары без потерь со стороны управляемости.
Мультимедийная система Sync 3 с восьмидюймовым сенсорным экраном дружит со смартфонами и раздаёт Wi-Fi. Среди опций числятся проекционный дисплей, премиальная аудиосистема Revel с 14 динамиками, передние сиденья Lincoln Perfect Position с 12 регулировками.
Подобно новому Авиатору, Corsair получил шесть уникальных звуковых предупреждений (курантов), записанных Детройтским симфоническим оркестром. Они раздаются в двадцати пяти ситуациях (от непристёгнутого ремня безопасности до забытого открытым лючка бензобака).
Эти симфонии должны особенно хорошо проявляться на фоне тишины внутри, которую обеспечивают не только обычные шумоизоляционные материалы, но и редкая для машин такого класса двойная стенка между моторным отсеком и салоном. Также тут есть система активного шумоподавления.
В штатный комплекс Co-Pilot360 включены автоматическое торможение с обнаружением пешеходов, слежение за слепыми зонами зеркал, удержание в полосе, автоматическое переключение дальнего света и камера заднего вида.
Второй ряд двигается в продольном направлении на 152 мм. По уверению фирмы, пространство для ног тут больше, чем в некоторых кроссоверах классом выше.
В виде опции можно получить Co-Pilot360 Plus, в который добавлены адаптивный круиз-контроль с ассистентом движения в пробке (с функцией Stop&Go), технология удержания по центру полосы, ограничение скорости с чтением знаков, ассистент уклонения от препятствия (работает, когда остановиться перед ним не получается), система аварийного торможения при движении задним ходом и полный самопарковщик (руль, газ, тормоз), запускаемый одной кнопкой. Производить Lincoln Corsair будет завод в Луисвилле (штат Кентукки). В продаже в США автомобиль появится осенью нынешнего года. Цены пока не озвучены, а модель предыдущего поколения (MKC) продаётся в США с прайсом от $33 995 (2,18 млн рублей по курсу).
История
Кроссовер Lincoln MKC появился в 2013 году. Он был построен на платформе Global C, как и Kuga/Escape того времени. По сути, модель можно представить как более роскошно оформленную Кугу в фирменном дизайне Линкольна.
Автомобиль комплектовался четвёрками EcoBoost 2.0 (248 л.с., 373 Н•м) и 2.3 (289 л.с., 414 Н•м), шестиступенчатым «автоматом», передним или полным приводом. В виде опции шла адаптивная подвеска.
В 2017 году был проведён рестайлинг. Сильнее всего поменялась фронтальная часть, получившая новую решётку радиатора (фото на коллаже справа внизу).
Заодно были расширены возможности мобильного приложения Lincoln Way, а автоматическое торможение стало реагировать на пешеходов. Спрос на MKC большим не назовёшь, но он на удивление стабилен.
В 2016 м в США было куплено 25 562 машины, в 2017-м — 27 048, в 2018-м — 26 241.
Henry J — Википедия
Henry J
Общие данные
Производитель
Kaiser-Frazer
Годы производства
1950—1954
Сборка
Уиллоу-Ран, штат Мичиган, США Толидо, штат Огайо, США
Дизайн
Тип кузова
2‑дв. седан
Компоновка
переднемоторная, заднеприводная
Колёсная формула
4 × 2
Двигатель
| 68 л. с (51 кВт) кВт |
| рядный, 4-цилиндр. |
| 134,2 дюйм³ (2,2 л) см3 |
| 4 |
| 80 л. с. (60 кВт) кВт |
| рядный, 6-цилиндр. |
| 161 дюйм³ (2,6 л) см3 |
| 6 |
Массово-габаритные характеристики
Длина
4432 мм
Ширина
1780 мм
Колёсная база
2500 мм
Масса
1062 кг
Медиафайлы на Викискладе
Один из самых ранних Henry J без крышки багажника
Henry J Corsair 1952 года
Задняя часть Henry J 1951 года
Henry J 1952 года, продававшийся Mitsubishi
Henry J — легковой автомобиль, выпускавшийся Kaiser-Frazer в 1950—1954 годах[1]. Своё название он получил в честь основателя компании, Генри Джона Кайзера. Производство модели с 6-цилиндровым двигателем началось в июле 1950 года; в День Труда начался выпуск модификации с 4-цилиндровым мотором. Официальные продажи начались с 28 сентября 1950 года.
Разработка
Идея создания нового автомобиля принадлежала Генри Кайзеру. Он надеялся увеличить производство своего автомобильного завода, выпустив недорогой автомобиль, который мог быть доступен для человека со средней зарплатой.
Для финансирования разработки проекта, компания получила федеральный государственный заём в 1949 году. Kaiser-Frazer обязывался создать автомобиль, стоимость которого не превышала бы $1300 (по ценам 2011 года — $11860).
[2] Он должен был вмещать пятерых взрослых человек, развивать скорость до 50 миль в час (80 км/ч) и поступить в продажу не позднее 30 сентября 1950 года.
Для достижения результата Henry J разрабатывался с использованием как можно меньшего количества комплектующих. Ранние автомобили, собранные из штампованных деталей, не имели крышки багажника, поэтому попасть туда можно было лишь сложив заднее сидение.
Другой мерой, направленной на снижение затрат, было создание двухдверного кузова с зафиксированными задними окнами.
Также в базовой версии не было бардачка на приборной панели, подлокотников, солнцезащитного козырька с пассажирской стороны и проточной вентиляции.
4-цилиндровый двигатель имел рабочий объём 134,2 дюйм³ (2,2 л) с мощностью 68 л. с (51 кВт). 6-цилиндровые двигатели имели объём 161 дюйм³ (2,6 л) и мощность 80 л. с. (60 кВт).
Двигатели поставлялись Willys-Overland; 4-цилиндровый мотор был аналогичен CJ-3A, используемому на Jeep, но с небольшими изменениями некоторых деталей, однако головка блока и внутренние части были взаимозаменяемы с CJ-3А.
Продажи
Henry J не оправдал возложенных на него ожиданий. Модели Chevrolet (Chevrolet 150) и Ford, стоившие чуть больше, имели более просторные и комфортабельные салоны.
В течение 1951 года Kaiser-Frazer стал выпускать машины с крышкой багажника и другими дополнениями в рамках «Accessory Group» (дополнительное оборудование).
Главный упор в рекламе делался на низкий расход топлива, в то время, как цены, установленные Военным производственным советом (War Production Board) составляли 27 центов за галлон. Расход бензина Henry J составлял 25 миль на галлон (9,7 л/100 км), что позволило ему одержать победу в Mobil Economy Run.[3]
В 1952 году Kaiser начинает продавать автомобили через Sears под заводской маркой Allstate.
Они были почти идентичны Henry J за исключением решётки радиатора, орнамента на капоте, колёсных колпаков, идентификационных карточек, внутренней отделки, шин и аккумулятора. Спустя два года, Sears сворачивает продаж Allstate.
С 1951 по 1954 год этот автомобиль также продавался в Японии, по лицензионному соглашению с East Japan Heavy-Industries, входившей в Mitsubishi.[4]
С каждым годом уровень продаж падал. Хотя Henry J был недорогим, расходы на его производство превосходили объёмы продаж.
Генри Кайзер надеялся увеличить прибыль благодаря выпуску большего количества машин. На автомобильном рынке господствовала «Большая детройтская тройка» — General Motors, Ford и Chrysler.
Но послевоенные расходы на производство оказались непомерными для небольших автопроизводителей.[5]
После приобретения Kaiser-Frazer активов Willys-Overland в начале 1953 года, было решено прекратить выпуск Henry J с 1953 модельного года. Оставшиеся машины продавались крайне медленно до 1954 года.
Литература
- The Standard Catalog of American Cars 1946-1975 (англ.) / Gunnell, John. — Krause Publications, 1987. — ISBN 9780873410960.
- Langworth, Richard M. Kaiser-Frazer, the Last Onslaught on Detroit: An Intimate Behind the Scenes Study of the Postwar American Car Industry (англ.). — Princeton Publishing, 1975. — ISBN 9780915038046.
- Mueller, Jack. Built to Better the Best: The Kaiser-Frazer Corporation History (англ.). — MT Publishing, 2005. — ISBN 9781932439335.
Примечания
- ↑ Auto Editors of Consumer Guide. 1951 Henry J DeLuxe (неопр.). auto.howstuffworks.com (19 июля 2007). Дата обращения: 13 ноября 2010. Архивировано 14 августа 2012 года.
- ↑ Consumer Price Index (estimate) 1800—2008 Архивировано 13 августа 2012 года.
Federal Reserve Bank of Minneapolis. Retrieved December 7, 2010.
- ↑ Gunnell, John Ten collector cars to collect in a gas crisis (неопр.) (недоступная ссылка). Hagerty Insurance Agency (7 октября 2005). Дата обращения: 13 ноября 2010. Архивировано 21 июля 2011 года.
- ↑ History of Mitsubishi, 1940-1959 (неопр.). Mitsubishi Motors. Дата обращения: 13 ноября 2010. Архивировано 14 августа 2012 года.
- ↑ Flammang, James M. Chronicle of the American automobile: over 100 years of auto history (англ.). — Publications International, 1994. — P. 278.
— ISBN 9780785307785.
Ссылки
- History of the Henry J (англ.)
Источник — https://ru.wikipedia.org/w/index.php?title=Henry_J&oldid=116822790
Henry J — Wikipedia
Motor vehicle
Henry J1951 Henry JOverviewManufacturerKaiser-Frazer CorporationProduction1950 – 1954AssemblyWillow Run, Michigan[1]Body and chassisBody style2-door sedanLayoutFR layoutPowertrainEngine134.2 cu in (2.2 L) I4 161 cu in (2.6 L) I6DimensionsWheelbase100 in (2,540 mm)[2]Length174.5 in (4,432 mm) (1950) to 178 in (4,521 mm) (1953-1954)[2]Width70″[2]Curb weight2,341 lb (1,062 kg)[3]
The Henry J was an American automobile built by the Kaiser-Frazer Corporation and named after its chairman, Henry J. Kaiser. Production of six-cylinder models began in July 1950, and four-cylinder production started shortly after Labor Day, 1950. The official public introduction was on September 28, 1950. The car was marketed through 1954.
Development
1951 Kaiser Henry J Rear View
1951 Kaiser Henry J
The Henry J was the idea of Henry J. Kaiser, who sought to increase sales of his Kaiser automotive line by adding a car that could be built inexpensively and thus affordable for the average American in the same vein that Henry Ford produced the Model T. The goal was to attract «less affluent buyers who could only afford a used car» and the attempt became a pioneering American compact car.[3]
To finance the project, the Kaiser-Frazer Corporation received a federal government loan in 1949. This financing specified various particulars of the vehicle.
Kaiser-Frazer would commit to design a vehicle that in its base form retailed (including federal tax and retail delivery preparation charge) for no more than $1,300.00 (US$13,984 in 2020 dollars[4]).
It was to seat at least five adults, be capable of going at least 50 miles per hour (80 km/h) for sustained periods of time, and available for retail sale no later than September 30, 1950.
A compact car design proposal was made by Howard «Dutch» Darrin that utilized the already approved future Kaiser, but with a shortened wheelbase.[5] However, Henry J.
Kaiser wanted an entirely new car and decided on a design developed by American Metal Products, «a supplier of frames and springs for car seats.
«[5] In an attempt to improve the appearance of the car, Darrin contributed a «dip» to the beltline, windshield, and rear window as well as adding little tailfins.[5]
To accomplish the low price objective, the Henry J was designed to carry the fewest possible components, and built from the fewest parts.
To save body stamping costs, early Henry Js did not have rear trunk lids; owners had to access the trunk by folding down the rear seat. Another cost-saving measure was to offer the car only as a two-door sedan with fixed rear windows.
Also lacking in the basic version were glove compartment, armrests, passenger-side inside sun visor and flow-through ventilation.
Power for the Henry J was delivered by a 134.2 cu in (2.2 L) four-cylinder 68 hp (51 kW; 69 PS) engine.[2] Later models were available with a 161 cu in (2.6 L) L-head six-cylinder engine producing 80 hp (60 kW; 81 PS) .
[6] The engines were supplied by Willys-Overland; the four-cylinder engine was the same engine used in the CJ-3A series Jeeps, with only slight modifications to component parts; the block and internal components were interchangeable with the CJ-3A engine. The Henry J production provided a substantial revenue source for Willys-Overland.
[7] This standard engine could achieve up to 35 mpg‑US (6.7 L/100 km; 42 mpg‑imp) when driven conservatively.[8]
Before the Henry J was released to the market the first production models were taken to Arkansas for road testing. Experts computed that driving 100 miles (161 km) on the roughest roads would equal 5,000 miles (8,047 km) of normal driving.[9]
Marketing
While the Henry J was priced low, a Chevrolet 150 model could be bought for less than $200 more, and Chevy included operating rear windows and a trunk lid. The standard Chevrolet, Ford, Plymouth, and other low priced competitors were also larger cars, offering more interior room.
Kaiser-Frazer started offering the deck lid as part of an «Accessory Group» (preferred equipment group) during the 1951 model year, as well as a variety of other dress-up items. However, advertising for the Henry J still focused on operating costs at a time when the rationing of gasoline by the War Production Board ended and fuel sold for about 27 cents per gallon.
The car could achieve 25 mpg‑US (9.4 L/100 km; 30 mpg‑imp) and in 1953, a Henry J won the Mobil Economy Run.[10]
The Henry J proved to be a sales disappointment for Kaiser. Leftover 1951 models were modified with an outside continental tire and an upgraded interior, to be marketed as the 1952 Henry J «Vagabond» versions.[11] Available in either four- or six-cylinder engines, a total of 7,017 were sold.[11]
In 1952, Kaiser began selling rebadged Henry Js through Sears, under the nameplate of Allstate. Allstates were nearly identical to Henry Js but they carried a unique grille, hood ornament, hubcaps, identification badges and interior trim, and Allstate-brand tires and batteries. After two years of disappointing sales, Sears dropped the car.
The Henry J was also available in Japan from 1951 to 1954, through a licensing deal with East Japan Heavy-Industries, part of the Mitsubishi group.[12]
In 1952, the Henry J Corsair (four-cylinder) and Corsair DeLuxe (six-cylinder) models were introduced featuring improved styling and workmanship, as well as higher prices.[13] The front end had a full-width grille while the taillamps were incorporated into the rear fender fins.[14]
The 1953 Henry J Corsair had few styling changes and featured the smaller L-head four-cylinder engine. Kaiser's advertising promoted it as «the easiest car on the road to drive, handle, park, service, run, maintain, and of course the easiest to pay for.»[15] A padded dash became standard.[16]
For 1954, the four-cylinder Corsair price was reduced to $1,286 with the six-cylinder Corsair DeLuxe listed for $1,437, or $124 lower than the previous year.[17] New safety features included padded dashboard and the windshield was mounted so it would pop-out on impact, as well as a «Penny-Minder» carburetor that was claimed to achieve 30 mpg‑US (7.8 L/100 km; 36 mpg‑imp).[17]
Sales declined each year the car was marketed. In 1950 it had 1.35% of the market while in 1954 it achieved only 0.02%.[2] While the Henry J was inexpensive for consumers, its manufacturing and labor costs were high. Henry J.
Kaiser had hoped to make a profit through volume production; however, the cars' slow sales negated his plan. The automobile market was competitive and challenging the U.S.
«Big Three» — General Motors, Ford, and Chrysler — proved difficult as price wars began that had a devastating impact on small domestic automakers.[18]
Concurrently, sales of Nash's compact Rambler were successful, in part because Nash introduced it in 1950 as a high-value convertible-only model and marketed the small car with numerous standard features to avoid consumers seeing it as inferior or substandard.
By 1953, it was reviewed in Kiplinger's Personal Finance as «well-equipped and stylish, the little Rambler is economical and easy to drive» in either convertible, station wagon, or hardtop (no «B-pillar») body styles.
«[19] On the other hand, the Henry J was a plainly trimmed two-door sedan model; consumers understood the difference between «inexpensive» and «cheap» and they perceived the Henry J in a negative fashion. By September 1953, the Henry J was described in a small car comparison by Kiplinger's Personal Finance as «in trouble …
the closest thing to a «basic transportation» car on the road today, and as such, does not appeal to today's car buyers … In trade-in value, it ranks among the lowest.»[19]
End of the car
Kaiser's effort to boost sales in the low-priced market segment by adding a small car to its product offer came at a time when consumers were demanding big cars.
[1] With the acquisition of Willys-Overland's vehicle operations in early 1953 by the Kaiser Manufacturing Company division of Kaiser-Frazer (the division changed its name at that time to Willys Motors, Incorporated), management decided to discontinue the car at the end of the 1953 model year.
Kaiser also leased the Willow Run factory to General Motors (because a fire had destroyed its automatic transmission plant in Livonia) and Kaiser's vehicle assembly was consolidated at Jeep's Toledo Complex.[15] However, production of the Henry J was not moved from Michigan to the Ohio factory.
[15] Instead, the Willys Aero was a similar vehicle that continued to be made in Toledo. Efforts to sell off remaining vehicles resulted in an abbreviated run of Henry J automobiles as 1954 models that used up leftover or incomplete 1953 cars. They can be distinguished from the 1953 version only by their «54» prefix in the serial number.[17]
Notes
- ^ a b Dunbar, Willis Frederick; May, George S. (1995). Michigan: A History of the Wolverine State. Wm. B. Eerdmans Publishing. p. 540. ISBN 9780802870551. Retrieved 13 June 2012.
- ^ a b c d e Flory, Jr., J. «Kelly» (2008).
American Cars, 1946-1959 Every Model Every Year. McFarland. ISBN 9780786432295.
- ^ a b Auto Editors of Consumer Guide (19 July 2007). «1951 Henry J DeLuxe». auto.howstuffworks.com. Archived from the original on 12 August 2020. Retrieved 27 October 2020.
- ^ 1634–1699: McCusker, J. J. (1997).
How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992).
How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. «Consumer Price Index (estimate) 1800–». Retrieved 1 January 2020.
- ^ a b c Auto Editors of Consumer Guide (20 June 2007). «How Henry J Cars Work». HowStuffWorks.com. Retrieved 27 October 2020.
- ^ «1951 Kaiser-Frazer Henry J specifications». Oldcarbrochures.com. Retrieved 27 October 2020.
- ^ Foster, Patrick R. (2004). The Story of Jeep.
Krause Publications. p. 89. ISBN 978-0-87349-735-0. Retrieved 13 June 2012.
- ^ Auto Editors of Consumer Guide (19 July 2007). «1951 Henry J Standard». HowStuffWorks.com. Archived from the original on 11 August 2020. Retrieved 27 October 2020.
- ^ «Kaiser's Henry J.» Popular Mechanics. 94 (4): 105. October 1950.
Retrieved 13 June 2012.
- ^ Gunnell, John (7 October 2005). «Ten collector cars to collect in a gas crisis». Hagerty Insurance Agency. Archived from the original on 21 July 2011. Retrieved 27 October 2020.
- ^ a b Auto Editors of Consumer Guide (19 July 2007). «1951 Henry J Vagabond». HowStuffWorks.com.
Archived from the original on 7 August 2020. Retrieved 27 October 2020.
- ^ «History of Mitsubishi, 1940-1959». Mitsubishi Motors. Retrieved 27 October 2020.
- ^ Auto Editors of Consumer Guide (19 July 2007). «1952-1954 Henry J Corsair». HowStuffWorks.com. Archived from the original on 9 August 2020. Retrieved 27 October 2020.
- ^ Auto Editors of Consumer Guide (19 July 2007). «1952-1954 Henry J Corsair DeLuxe». HowStuffWorks.com. Archived from the original on 7 August 2020. Retrieved 27 October 2020.
- ^ a b c Wright, Kelsey. «History of Kaiser Cars (1947-1955)». Allpar. Retrieved 27 October 2020.
- ^ «Henry J foldout». p. 5. Retrieved 27 October 2020.
- ^ a b c Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946-1975. Krause Publications. p. 134. ISBN 9780873410960. Retrieved 17 June 2012.
- ^ Flammang, James M. (1994).
Chronicle of the American automobile: over 100 years of auto history. Publications International. p. 278. ISBN 978-0-7853-0778-5. Retrieved 13 November 2010.
- ^ a b «Report on the small cars». Changing Times, Kiplinger's Personal Finance. 7 (9): 14. September 1953. Retrieved 27 October 2020.
References
- Langworth, Richard M. (1975). Kaiser-Frazer, the Last Onslaught on Detroit: An Intimate Behind the Scenes Study of the Postwar American Car Industry. Princeton Publishing. ISBN 9780915038046.
- Mueller, Jack (2005). Built to Better the Best: The Kaiser-Frazer Corporation History. MT Publishing. ISBN 9781932439335.
External links
Media related to Henry J vehicles at Wikimedia Commons
- History of the Henry J
Retrieved from «https://en.wikipedia.org/w/index.php?title=Henry_J&oldid=1063100610»
1953 Kaiser Henry J Corsair de Luxe – Big Name, Little Car, No Sale
By
Tom Klockau – Posted on October 8, 2018
(first posted 7/22/2013) 1951 was the year Kaiser-Frazer should have “made it.
” A thoroughly restyled–and beautiful–Kaiser, a facelifted swan-song Frazer, and the all-new compact Henry J meant that Kaiser had spent ample time and money in rejuvenating their lineup. Never again would K-F have such a modern and diverse lineup.
Unfortunately, Henry Kaiser’s ego (“The Kaisers NEVER retrench!”), the lack of a V8 option and numerous other factors made 1951 the beginning of the end for K-F in the U.S.
Kaiser seemed to have two big problems: Pricing and lack of a V8 engine. Kaisers were too expensive when compared to the low-priced three, and not impressive enough when shopped against a Rocket 88 or Buick Super. Plus, with the advent of Cadillac and Oldsmobile’s compact V8s, all bets were off for K-F’s success. So what did they do? They introduced a compact car, of course!
One of the problems with the K-F experiment was Henry J. Kaiser’s ego.
Perhaps his “my way or the highway” management style worked when his California shipyards were stamping out umpteen Liberty ships a day, but the car biz was a whole different story.
So, instead of an updated full-size Kaiser, or perhaps a V8 engine, U.S. buyers got the Henry J–perhaps the most egotistically-named automobile in history.
Now, don’t get me wrong, I think the HJ is a cool little car, even though it bombed in the marketplace. But the campaign to name the new little K-F product always rubbed me the wrong way. A contest was announced, giving the public the opportunity to suggest a name. But after it was all said and done, HJK said “April fool!” and named the car after himself. Not cool.
So what was the Henry J? It was part of the early ’50s compact car craze–well, craze in the minds of Detroit executives anyway. One by one they debuted–Hudson Jet, Aero-Willys, and the one bright spot in this new niche–the Nash Rambler. Only the Rambler would live to see its fifth birthday–and beyond. For further reading, Jeff Nelson did an excellent Auto History on the early compacts.
The Rambler did well because George Mason realized an el cheapo compact wasn’t going to fly–not when the independents’ smaller wares were about the same price–or more–than a Stovebolt Six Chevy or Ford Mainline. Thus, they were marketed as mini-luxury cars–and arguably could have been considered the first personal luxury car.
K-F took the opposite route, trying to sell the car on price–to their peril.
The Henry J on introduction was a car only a true-blue skinflint could love: no glove box, no trunk lid (!) and an interior only slightly more deluxe than the cardboard box your Super Zenith console TV came in. Radio, taillights and turn signals were also optional. And it was still expensive relative to the bigger “Low Priced Three.”
A ’51 model was $1363 with the four and $1499 with the flathead six, when a Chevy Styleline Special two-door sedan was $1403. The Henry J boasted modern styling, mini-Cadillac rear fins, and a 100″ wheelbase. The 68-hp four and 80-hp six-cylinder engines were supplied by Willys-Overland. Sales for ’51 were rather inauspicious, with 38,500 fours and 43,400 sixes built.
Would it get better? No, not really. For the 1952 model year the 4-cyl. was renamed Vagabond and the six was temporarily discontinued. In Feb.
1952 the six-powered version returned as the Corsair, and received a new grille, grille molding, built-in parking lights, “Corsair” emblems on the front fenders, revised taillights and a slightly more plush interior.
The four-cylinder model became a Corsair as well, but kept the cheaper interior of the previous Vagabond.
All the fussy little changes didn’t help. The year saw 3K Vagabonds and 7600 Corsairs made. The supposed compact car “wave” never really crested, and the Henry J suffered right alongside the mini-’52 Ford Hudson Jet and Willys Aero.
1953s got minor changes, most prominently a new rocket-shaped hood ornament, chrome wheel covers and a wraparound rear bumper.
As in ’52, the I4 Corsair was plainer, while the I6 Corsair de Luxe (why was K-F playing musical chairs with Henry J model names? The confusion couldn’t have helped) added chrome windshield trim, dome lights with door-mounted switches, an ash tray and nicer interior upholstery and door panels. Our featured car is one of the 8,172 de Luxes built that year.
They look good today, and have one of the coolest hood ornaments I’ve ever seen, but in ’53, K-F dealers might have had trouble selling them even if they weren’t $100 more than a big Chevy on average. Inside, 1953 models added a padded dash and a “dustproof” instrument cluster. Was dust a problem on the gauges of 1951 and ’52 models?
The year saw the aforementioned 8,172 de Luxes and 9,333 Corsairs built. As in the beginning, all HJ’s were built at K-F’s massive Willow Run factory.
That same year, the Henry J won the Mobilgas Economy Run, but it didn’t matter. Too little, too late. In fact, K-F was just about ready to close down its automotive division in the U.S.
and concentrate on Jeeps, as they had purchased W-O on April 28, 1953.
- But for 800 Corsairs and 325 Corsair de Luxes, the Henry J’s short life was over, though the big Kaiser (CC here) would survive to 1962 as the luxury Carabella sedan–but in Argentina, not the USA, which was abandoned after a short 1955 model year.
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