Notes

The revised engine ended up at 35.3 cid and 12 horsepower, but it powered a greatly improved Crosley and sales went up -- to 2289 -- despite higher prices ($339-$496). Though Chrysler dropped from eighth to tenth in model-year output for 1932, it went no lower through '37, the Airflow's final year, when it rose to ninth. Taillamps went from round to rectangular. With new, more damage-resistant bumpers in back, the license plate holder was moved up into the rear fascia, filling an area that had previously been part of the trunk opening. Front bumpers had curved rather than squared ends, and -- as federal safety regulations began taking effect -- side marker lights were added to the front fenders, reflectors to the rear quarters. Options included a heater/defroster, 11-gallon auxiliary fuel tank, free-running front hubs, front bucket seats, rear seat for the roadster and wagon, wheel covers, horn ring, front armrests for the sports utility and wagon, padded sun visors, a herd of heavy-duty items, heavy-duty clutch, cooling package, limited-slip front and rear axles, tailgate mounted spare tire carrier, front bumper guards, chromed bumpers, front and rear power takeoffs, citizen's band radio, snowplow, trailer hitch, winch, tachometer, and tow hooks.
Free-running front hubs now had better lubrication sealing and improved operation. Underpinning the Bronco was a box-section frame with front coil-spring suspension and semi-elliptic rear springs with outboard shock absorbers. The rationale for this design was Parnelli Jones's driving style: The Indy-driver-turned-Baja-racer drove the Broncos so hard that the four-wheel-drive front ends couldn't take the beating. Although not officially on the Stroppe team, a youth named Richard Smith drove a Bronco under the Stroppe banner. Stroppe was so devastated, he pulled out of the race. This drops out the relay, which in turn connects the charger to the battery. Later, he became president of a struggling Chrysler and was able to turn it around. Later, they flipped and sand worked its way into the timing chain. The chain gave out about 50 miles from La Paz, thus ending Stroppe's first Baja race. He and Stroppe started out in the lead, but were soon mired in mud after helping competitors free their Jeep. It seems Ford was not only competing with Jeep and International but with Sears Roebuck and Montgomery Ward, too. Ford wasn't about to let its rivals eclipse its reputation in performance-car history without a fight.

This was probably because Ford wanted to keep the price down and let salesmen move the buyer up to a wide choice of high-profit optional tires. Back home in Long Beach, California, Stroppe developed a two-wheel-drive Bronco with much Ford pickup running gear. For the 1968 event, Stroppe had 1963 Indianapolis 500 champion Parnelli Jones as his driver. Much depends on a vehicle's design, the safety features with which it is equipped, and, not least, its driver demographics. The quest for off-road driving adventure, the one that the 1966-1977 Ford Bronco would help bring to new markets, began shortly after World War II when returning GIs made ex-military Jeeps as much a part of the American scene as Coca-Colas and Lucky Strikes. One Bronco was built by Bill Stroppe, who had prepared the factory Lincolns for the 1952-1954 Mexican road races. His co-pilot was Steve Smith, no relation to Richard Smith, but the son of Stroppe's close associate, Clay Smith, who was killed by a flying wheel while in the pits of an Illinois race track in 1954. Richard Smith was killed instantly; Steve Smith died in the hospital a few hours later.

Spinning off from it was a new market that wanted four-wheelers more for suburban status than flying dust. While backroad adventure was the key factor, such a vehicle now had to provide status as well. Hotted up four-speed 289s were all well and good, but there were bigger things in the offing. There was a terrible collision with Big Oly and the motorcyclist was killed. LOS ANGELES CAR FOR SALE had an all-tube chassis, plastic body, and advanced suspension. It was a 50/50 combination of Bronco and pickup with lots of plastic parts and all-out race-car engineering. The basic Bronco wagon weighed 3,025 pounds and carried an 800-pound payload. The side and tailgate windows in the wagon remained stationary throughout the life of the first-generation Bronco, but aftermarket sliding windows were available. In all models the top, doors, and extra seats were designed for quick removal, so even the pickup and wagon could easily be stripped down for weekend action. Do you like to fly down the highway in a Camaro or are you more of a Mustang person? Still, the increased price, combined with the use of controversial additives like ethanol (which is less energy efficient than gasoline and produces more smog) and methyl tertiary butyl ether (MTBE), means that the program may still have its detractors. Th is content has  be en writt᠎en wi th GSA᠎ C on te nt Generat᠎or DEMO !
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