Never Changing Home Builders Will Eventually Destroy You

[maurinemadigan]

<br> Ask us about our home-building specialties, including high-efficiency green homes built from concrete rather than timber. Established in 1982, CTF designs and manufactures prefabricated building components, including roof and floor trusses and wall panels used by home remodel edina builders, framers and general contractors. Annual D-FW home starts were at 57,234 units at midyear – up 43% year-over-year. Annual sales hovered around 3500 from 1930 through ’33, then dropped by about half in 1934. After that, the K-Series would see no more than 2000 units per year. A year ago, he says, she could easily have obtained a loan to cover 100% of the condo’s price. But it wasn’t, and many collector/owners have since replaced the V-12 with L-head or later overhead-valve V-8s. The V-12 gained hydraulic lifters and moved further forward, which improved ride. Yet despite the addition of hydraulic valve lifters for 1938 and cast-iron heads after ’41, the powerplant never shed its poor reliability image.<br>
<br> That boosted the make to 18th on the industry production card — the first time Lincoln broke into the top 20. Sales for the 1937 HB models came to nearly 30,000 despite few changes, though a three-­passenger coupe and division-window Town Limousine were added. Ford only installed the drive­train, added front sheetmetal, and saw to trimming and painting. Zephyr mechanical alterations before 1940 followed those of other Ford Motor Company cars. And indeed, at around 3300 pounds, the Zephyr was lighter than Chrysler’s body-on-frame Airflow, yet much stiffer. Gregorie. The changes made for a much prettier car than either Tjaarda’s prototypes or the curved-nose Airflow, yet the essential shape remained more slippery than the Airflow’s even though it wasn’t “styled in the wind tunnel” like portions of the Chrysler design. Nominal horsepower remained 150, but post-1936 models probably had more usable power because of a different cam contour. A Custom interior option provided additional model variations for 1939. A deep recession limited 1938 sales to just over 19,000 — though that was still some 5500 more than Cadillac managed with its LaSalle. With sales slow in the Depression-ravaged market, Lincoln consolidated for 1934 around a single 414-cid V-12, a bored-out KA unit with the same 150 bhp as the old 448. Differences included aluminum cylinder heads and 6.3:1 compression.<br>
<br> The lush luxury-car market of the 1920s had long since dried up in the economic drought of the ’30s, and Lincoln suffered as much as any premium make. Its major design concepts evolved from a series of radical unit-body prototypes designed by John Tjaarda along aircraft principles and built with help from Briggs Manufacturing Company, eager to win some volume body business from Lincoln. Chassis specs were virtually unchanged, but Murray custom bodies were eliminated and radiators were now lacquered in body color. By that point, big-Lincoln engineering was in the essential form it would carry through 1940. The slightly smoother-looking 1935s were all called Model K, and a vast array of body types was still available on the previous two wheelbases. As ever, standard Model K interiors were done with rich broadcloth and curly-maple garnish moldings; rarer woods and fabrics were available in custom styles. Designated Model H, the Zephyr bowed as a two- and four-door sedan on a 122-inch wheelbase. With no change in wheelbase or basic appearance, Zephyr was fully rebodied for 1940, gaining sealed-beam headlamps, larger windows and trunk, bodysides bulged out to cover the running boards, and a more conventional dash.<br>
<br> The 1938 Zephyrs bowed with a three-inch-longer wheelbase and revised styling announced by a “mouth organ” grille that beat everyone to the next design trend: the horizontal front-end format. Tjaarda’s original design featured a rear-engine layout, but this was switched to a conventional front-engine/rear-drive format. Zephyr styling was similar to that of Tjaarda’s prototypes, but a pointy rear-hinged “alligator” hood and matching Vee’d radiator were grafted on under Edsel’s direction by Ford stylist E.T. The rest of the Zephyr was unconventional. Initial horsepower was unimpressive for a twelve at only 110. The rest of the drivetrain was also derived from Ford V-8 components. As the existing 414 was too large for this smaller package, engineer Frank Johnson, one the ablest in the industry, was told to add four cylinders to the Ford V-8. Edsel laughingly told Tjaarda that Briggs might as well build the whole thing, as the Zephyr assembly line was only 40 feet long!<br>

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