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The 1932 Graham Blue Streak was by far the most influential design on the industry in general. The 1938 Spirit of Motion 'shark-nose' was yet another effort to lead the industry in a new design direction but lacked the talented, skilled driving force that Amos Northup was. Only its broadest, most startling features appeared, which were polarizing, unlike the Blue Streak. Graham was such a relatively small manufacturer that grabbing attention with styling was one of the few devices it could use to be noticed.

Ed Unfair advantage forgiven. Is 289AJS one of the three of this sterling design? With the front bucket seats and no divider? How is the top constructed? Wood frame covered with landau leather or aluminum? Does the rear door window full retract below the belt-line? Suppose you can tell I'm rather smitten with these Brewster sport sedans...

I knew if I threw that AJS289 number out there, you'd correct me! Taking Rolls-Royce in America by John Webb de Campi off the shelf, he identifies the image of one as either 259 AJS or 289 AJS. Do we know who designed of these sport sedan? Inskip? I didn't know that three were built, that's great. Are all three still extant? Thanks Ed for enlightening on these magnificent motorcars.

What you see in the production 'shark-nose' "Spirit of Motion" 1938-'40 Grahams are a very watered-down version of what Amos Northup originally conceived. The most striking features of the leaping front fenders and hood were interpreted for production, including the faired-in headlights, but many of the even more progressive features and details weren't included. Major items omitted were front fenders faired into the front doors like the 1941 Packard Clipper, running-boards deleted by fairing the lower surfaces as they did on the Pierce Silver Arrows,, and a tapered fastback rear with fender skirts. The most unusual feature was a semi-hardtop treatment of the rear door and quarter window, much as was done on English coach-built touring coupes and limousines. The front fenders were skirted as well for streamlining, though contrary to the function given the necessary wheel sweep, and a feature of varying appeal. The patent drawings appear on page 77 of A Century of Automotive Style: 100 years of American Car Design by Michael Lamm and Dave Holls. Its worth your time to get a copy of this excellent book as read it cover to cover.

Heavens! The absolute most inspired, wonderfully proportioned and detailed Rolls-Royce Phantom II sport sedan by Brewster, AJS289. It has verve in spades! Its essentially the Henley roadster integrated with the top and rear tonneau configuration of the Derby Speedster. If that design doesn't set your heart racing, check to see if you cast a shadow!

Such an embarrassment of riches to choose from, but one that satisfies the appreciation of fine quality, wonderful design proportions and rarity: a 1941 Packard Custom Super Eight 180 Sport Brougham by LeBaron. As long as I can specify, solid dark blue without side-mounts and running-boards, but with elegant dark blue broadcloth piped light gray and fender skirts.

One more rarity lost. Keep doing it to these rare cars, guys,, soon they'll be extinct. Street rods are generic, all look the same, might as well take the make badges off, what they were makes no difference anymore. This poor Continental Flyer could be anything.

It was my understanding that in addition to being completely removable with both doors open, it could be left attached to the rear door by opening the front first then unlatching the rear door with B-pillar attached by moving the handle in a different direction. True or a myth?

Interesting lwb Chrysler. How about photos of the doors open in the various configurations so we call all see how they worked. I note the release hand on the B-pillar, does it stay attached to the door?

Thanks for all your diligent work to bring these images to us to enjoy, it has to be a time-consuming undertaking. Periodically, I'll subject an image to the improvement software and post it if a clearer image can be produced. It surprises me the original Stevens-Duryea photo is that small given how nicely it sharpened and cleaned up. One of the function lessens the high contrast found in many old images which with a bit of manipulation reveals details otherwise washed out. I'll do what I can to help. These looks at a period fast receding into the past are absolute gold.

Walt These are wonderful images we're enjoying greatly. I hope you don't mind, but to improve the visible details, I use a shareware available for free from Irfanview.com. In addition to cropping away the white edges, it has both automatic and controllable functions to darken or lighten the image and convert it to grayscale. I recommend it.

Most any postwar production cars were produced in high enough numbers so distressing over scrapping severely rusted and ruined examples isn't a worthwhile use of one's time. Even many pre-war cars still survive in high enough numbers so the same applies. The higher end rarer luxury makes take more thoughtful consideration but as Ed notes even some of those have reached a point where salvaging whatever is left that is good is all that can be done. What is a shame is when an original or older restoration is bought then butchered by some man-child to make a 'cool' toy which he then quickly loses interest in after all this man-child buddies are no longer impressed with it. The car essentially is rendered unwanted junk and lost.

Ed Thanks for elaborating on the details that made their construction methods superior. Was this true right through to the last car?

The radiator and tire shields shows up on prohibition-era police cars used to fight organized crime, presumably anticipating shoot-outs. The Hupmobile looks to be a 1930-'31 Model H phaeton with body by Raulang. Note the sweeping cut-line on the front door. They were powered by a 133 hp, 365 ci straight eight. The driver appears to be in police uniform.

Weren't those automotive fun and games refer to as "gymkhanas" then? Only the young children might still be living to remember that day. Looks like folks just enjoying themselves with old cars they appreciated for what they were, survivors from the earlier years of motoring. Those fellows with the large luxury cars were fulfilling their long-held desires for ownership since they first saw such cars as kids. Their time had come to buy and enjoy the experience they had long dreamed about.

Ed Would you please elaborate on what methods, materials and details that made Pierce-Arrow's body construction superior to contemporary makes. Glad to know at least one of the three special phaetons still is extant. Sorry to hear it is no longer in the U.S. given its historical significance.

The unfortunate 1911 Stoddard-Dayton was only a six year old car at the time of the 1917 military demonstration. Shows how quickly 'old' cars were relegated to junk status

Ed Was that Pierce-Arrow Twelve phaeton body an in-house job or by Brunn or Willoughby? I recall a small photo of it in any early SIA magazine at a meet, maybe Watkins Glen races.

The fourth photo is also a Nash, same or similar to the third. The most valuable it the '35 Lincoln K Judkins three-window berline. Its a CCCA Full-Classic, Judkins built series-custom-bodied catalogued styles for Lincoln. This car looks to be Model 309-B. Participants in the CCCA and Lincoln Forums could give you a better idea of its value.

First, '35 Lincoln K Judkins three-window berline Second: '33 Oldsmobile Eight L-Series Third '31 Nash

Walt Your generosity to share these images is greatly appreciated, please keep more coming so we can all share in the experience of viewing them. To me, the represent an era when the cars were bought, driven and enjoyed purely for the appreciation of their intrinsic qualities. It had nothing to do with monetary value since there really wasn't anything significant for most. It was the purest form of enthusiasm. Something largely lost now.

Oh, Boo-hoo. I know, that's not nice. Wonder if the auction company will remember the old adage: "Once burned, twice shy". ?

Ed Your assignment is, as your professors would say, to compare and contrast the driving traits of the Pi and Pii Rolls-Royces, for those of us unlikely ever to have the opportunity to drive either.

Rounded as in aerodynamic was about to hit the market again like a whirlwind with the '83 Thunderbird, followed by the Taurus/Sable duo. After a decade plus of evermore T-square styled cars, it was the visual relief the market was ready to embrace. It was a tough transition for every maker, a real stylistic minefield particularly for luxury cars that built their design features on architectural themes.

The R-platform was on the edge by the time an '81 Imperial would have been introduced. Perhaps if management could have been convinced to retain it for the law enforcement and livery/taxi base volume then present an Imperial which would have been completely unrecognizable in its sharing, the premium per unit could have justified it continuance. These images demonstrate there was a potential for a very appealing Imperial to be created from the basics. Imperial's worst problem by then was the lack of continual presence in the segment. Consistent availability seems a subtle but key factor to being taken seriously by the luxury buyers.