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1958  Chevy Impala, Lincoln, Rambler, Ambassidor, Auto Showroom,  SPECIAL  
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2R----Remove me   48 POPULAR SCIENCE State Lincoln: World's Longest Car [Continued from page 116] the bigger of the heavy-muscled Edsel engines (PS, Sept., p. 242) . The holes for the pistons are just bigger. The car's styling borrows a bit from the Mark II, as does the plushiness of its interior fittings. Some sheet-metal "sculp-turing," like that in the Edsel, Oldsmo-bile and Buick, has been done. (Jaded Detroit critics describe this bit of engi-neering as predenting the fenders.) The four-eyed headlights are canted, as though one of the car's forebears was Oriental. There are tail fins, but they're skimpy, like the Ford's. Whatnots abound. The antenna, for in-stance, automatically goes up or down whenever you reach over and turn the radio on or off. So the Lincoln, at long last, steps into the company of the Imperial and the Cadillac. It has been upgraded toward the Continental. The Continental, by the same token, has been downgraded. The death of the Mark II leaves a sad-ness pervading the great new factory. In the plant garage, the last of the Mark II's off the production line stand regally aloof from the goings-on. The sales tar-get for the car at its introduction in 1955 was 3,200 vehicles. Ford Motor sold 3,000-odd. Asked why the car had had so brief a life-span, a Lincoln sales ex-ecutive said: "I guess it was because the buyers got finicky. When they spent $11,000 for a car, they wanted this changed and that changed, and customizing just got too ex-pensive." For Detroit, simple elegance is too costly a lupxury. Devon Francis.

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2. The B-12000
This month Detroit launches its biggest Battle of the(auto)Stylists. Popular Science color cameras previewed the designers' secrets to bring you closeups of 14 new cars in our Auto Showroom: 19 5 13 Keynote of the new models this year is body styling, which auto makers have found the Open Sesame to car buyers' checkbooks. The battle of the fins continues. Most cars are four-eyed. Grilles are splashy, hoods low, glass area immense. Rear-end ornamentation is even flossier. Colored metal trim is coming in big, while two-tone finishes are rarer. The engines have a gosh-awful amount of power. Air springs are optional on many makes. There are some changes in brakes and transmissions. See the next 11 pages for a hot-off-the-line look at the new automobiles. Then turn to the section following the color photos for detailed reports on what's new under the hood. NOVEMBER 1957 93 .
 

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2. The B-12000 Engine— When you talk about engine efficiency, this is the one—the most modern engine it is possible to build for today's fuels. Vertical-valved for extra compactness (world's only vertical-valve V8), this great engine works at a neat 10 to 1 compression, develops a thrust of 12,000 pounds behind every piston's power stroke. That translates into superbly brilliant. response. A unique center-of-percussion theory is used with "tuned" nodal-point mounting for more controlled rotational motion of the engine, and for increased lateral stability. With the response of this powerful engine, and the instant flexibility of Flight Pitch Dynaflow, you get in this '58 Buick the first big car that's really light on its feet —most nimble Buick ever.

3. The Miracle Ride plus Buick Air-Poise Suspension.* Long years of constantly progressive ride-engineering have brought to a peak today the advantages of Buick's ride basics: X-member frame, full-length torque tube, and coil springs at all four wheels.
In the '58 Buick chassis, you get a total of 46 feet of spring steel for torsional absorbence of road shock, which cuts vibrational frequency to a low of 65 cycles per minute at the front, and to only 58 cycles at the rear. As an option, Buick Air-Poise Suspension replaces the coil springs, works new wonders for the Miracle Ride. To the basic solidity and sta-bility of the Buick chassis—and without any major changes in its design — it adds 4 col-umns of compressed air with a variable spring rate. This keeps the car at one level, automatically, regardless of load or road condition. There's no other ride like it.

4. Many Significant Changes are found throughout the new B-58 Buick, since a great many projects long under development sud-denly came to full flower this year, in this car: the Dynastar Grille, the clean, fresh styl-ing, the "velvet wall" sound silencing, the new Quadrajet Carburetor, the Air-Cooled Alumi-num Brakes,* and many others. Best thing any knowing car buyer can do is drop in on his Buick dealer at the first opportunity to take a good long look at these B-58's, then drive one and let it speak for itself.

BUICK Division of GENERAL MOTORS *Flight Pitch Dynaflow standard on Limited and Roadmaster 75, optional at extra cost on other Series. Air-Poise Suspension optional at extra cost on all Series. Aluminum Brakes standard on all Series except Special. M See TALES OF WELLS FARGO, Monday Nights, NBC-TV and THE PATRICE MUNSEL SHOW, Friday Nights, ABC-TV The Air Born B-58 Buick NOVEMBER 1957 81 .

 

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World's Longest Car Beefy and powerful,

'58 models may forecast an industry trend: They've thrown away the frame, fastened machinery to the body NEW LINCOLN stretches 229 inches from bumper to bumper, stands only 56.5 inches high. ENGINE CRADLE IS BUILT into body itself. The panels and beams for this whole structure are put into a "buck" or jig, held rigid by hydraulic 114 POPULAR SCIENCE clamps and then spot-welded. Cups for coil springs are in sheet metal. In front, bumpers and suspension mount in the side rails.

THE test Lincoln division of the Ford. Motor Co. has announced its sec-ond covey of dew-fresh cars in two years, and a first glance at them inspires the suspicion that the people who de-signed them had gone off their rockers. At a time when there are less than a dozen states left in the Union with unrestricted highway speeds, the 1958 Lin-colns have a stupendous 375 horsepower. At a time when automobiles are fighting for space on the roads, the 1958 Lincolns are the world's longest production, se-dan-type passenger vehicles. Measuring more than 19 feet between bumpers, they are seven inches longer than Cadillac's forthcoming 1958 coupe, 12 longer than Caddy's four-door. They are five inches longer than Chrysler's 1958 Imperial. But in point of fact, the size and power probably are the least of the attributes of the new Lincolns.
Eight years ago Ford Motor began planning for revolutionary changes in this automobile, and now they have come to pass: • For the first time in 19 years, a bill of divorcement from the Mercury is in effect. The Lincoln has a production line of its own. It's free of association with a middle-priced car. • For the first time in its history, the car has no frame—the body is "unitized." Incidental to this is the death of the Continental Mark II, Ford Motor's posh chariot for millionaires. From now on, the Continental will be a Lincoln by an-other name, only slightly plushier, slight-ly costlier, slightly different in outward appearance. The real story of the 1958 Lincoln lies in its construction. It's a harbinger of things to come in the automobile-manufacturing business. American Motors (and one of its prede-cessor components, Nash) has built unit-ized bodies since 1940. Design and production engineers of both General Motors and the Chrysler Corp. are showing more than a casual interest in Lincoln's mammoth new manufactory at Novi, Mich.

The bodies of the 1958 Ford Thunderbirds will be unitized. Three-quarters of all European cars have unitized bodies. That includes the importations made by U. S.-owned com-panies—the English Fords and GM's British Vauxhalls and German Opels.
For the manufacturer, the unitized body simplifies car production. For the motorist, it practically eliminates body squeaks. It is believed to provide greater safety in collision. It makes for a quieter ride. It also—let's be dispassionate —complicates the job of sheet-metal repair. A kinship exists between the Lincoln's construction and that of an airplane. Part of the strength of the Lincoln's body is in the stressed skin that forms a rigid box. Part of it is in longitudinal stringers, or beams, and heavy cross-members that are integral with the sheet metal. The Lincoln's engine cradle bears some re-semblance to that of an airplane. There were skeptics among Lincoln's body engineers when the new factory be-gan running sample copies of the 1958 cars through the production line.

Would the body shell take the weight of that NOVEMBER 1957 115 .

 

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They have thrown away the frame, fastened machinery to the body NEW LINCOLN stretches 229 inches from bumper to bumper, stands only 56.5 inches high. ENGINE CRADLE IS BUILT into body itself. The panels and beams for this whole structure are put into a "buck" or jig, held rigid by hydraulic 114 POPULAR SCIENCE clamps and then spot-welded. Cups for coil springs are in sheet metal. In front, bumpers and suspension mount in the side rails.,

   THE test Lincoln division of the Ford. Motor Co. has announced its second covey of dew-fresh cars in two years, and a first glance at them inspires the suspicion that the people who designed them had gone off their rockers. At a time when there are less than a dozen states left in the Union with unrestricted highway speeds, the 1958 Lincolns have a stupendous 375 horsepower. At a time when automobiles are fighting for space on the roads, the 1958 Lincolns are the world's longest production, sedan-type passenger vehicles.

Measuring more than 19 feet between bumpers, they are seven inches longer than Cadillac's forthcoming 1958 coupe, 12 longer than Caddy's four-door. They are five inches longer than Chrysler's 1958 Imperial. But in point of fact, the size and power probably are the least of the attributes of the new Lincolns. Eight years ago Ford Motor began planning for revolutionary changes in this automobile, and now they have come to pass:

• For the first time in 19 years, a bill of divorcement from the Mercury is in effect. The Lincoln has a production line of its own. It's free of association with a middle-priced car. • For the first time in its history, the car has no frame—the body is "unitized." Incidental to this is the death of the Continental Mark II, Ford Motor's posh chariot for millionaires. From now on, the Continental will be a Lincoln by an-other name, only slightly plushier, slight-ly costlier, slightly different in outward appearance. The real story of the 1958 Lincoln lies in its construction. It's a harbinger of things to come in the automobile-manufacturing business. American Motors (and one of its prede-cessor components, Nash) has built unit-ized bodies since 1940. Design and production engineers of both General Motors and the Chrysler Corp. are showing more than a casual interest in Lincoln's mammoth new manufac-tory at Novi, Mich. The bodies of the 1958 Ford Thunderbirds will be unitized. Three-quarters of all European cars have unitized bodies. That includes the importations made by U. S.-owned com-panies

—the English Fords and GM's British Vauxhalls and German Opels. For the manufacturer, the unitized body simplifies car production. For the motorist, it practically eliminates body squeaks. It is believed to provide greater safety in collision. It makes for a quieter ride. It also is be dispassionate

—complicates the job of sheet-metal repair. A kinship exists between the Lincoln's construction and that of an airplane. Part of the strength of the Lincoln's body is in the stressed skin that forms a rigid box. Part of it is in longitudinal stringers, or beams, and heavy cross-members that are integral with the sheet metal. The Lincoln's engine cradle bears some re-semblance to that of an airplane. There were skeptics among Lincoln's body engineers when the new factory began running sample copies of the 1958 cars through the production line. Would the body shell take the weight of that

NOVEMBER 1957 115 .

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The Independents: 
Engineered for Economy 
Does everybody want a rolling palace with a herd of horses under the hood? These makers are betting the answer is No! 
FOR 1958 the "independent"

auto makers have reached a momentous decision. American Motors and Studebaker-Packard are putting all—or nearly all—their chips on a bet that the U. S. market for smaller, less flossy, cheaper-to-run cars is growing fast. American Motors, burning its bridges in the big-car field, has unsentimental-ly killed off two ancient and honorable names:

Nash (born in 1917) and Hudson (1909) . A car called the Ambassador (now about the size of Ford, Chevy, Plymouth) will still be made, but the big sales pitch will acclaim the Rambler's solid virtues. Studebaker-Packard is keeping the Packard name alive on a smaller car that reveals an unmistakable kinship to Studebaker.
• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 
Studebaker_Packard. The Commander and President,

as well as the Hawk sports coupes, will continue on the assembly line in limited numbers. But S-P is going all-out to pro-mote its 101-hp. Champion and austere Scotsman. The reason is simple: The independ-ents' bigger cars have not been selling; their smaller cars have been ringing the register loud and clear. Here's what American Motors and Studebaker-Packard have done to make their economy contenders more formida-ble competitors for 1958: Rambler. Some of the gingerbread has been peeled off the Rambler's styling. It looks sleeker and longer, though it isn't. There are 12 body styles, including hard-tops and station wagons. Seats are lower, 
• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 

TWO HEADLIGATS are standard, four optional, on Champion. Longer transmission snout ( be-low ) helped get rid of two-piece prop shaft. 


RAMBLER WAGON with flared fins ( below ) comes in three horsepowers—sixes rated at either 127 or 138, and a tidy V-8 rated at 215. 

pg-118 POPULAR SCIENCE 

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The engine has more power, and a limited-slip differential gives footing in mud or snow. 

wrap (or pompadour) windshields, ex-panding the glass area by 10 percent. A new power-steering unit, lighter and more compact, has been designed. It's all snugged in at the base of the steering column without this year's protrusion into the passenger compartment. It's a bit more self-centering. The corporation in 1957 sold power steering faster than the things could be built. Plymouth alone installed 140,000—five times as many as in 1956. Except for those cars on which the new "B" engine is available as standard equipment or an option, power-plant dis-placements, compression ratios and horse-powers remain substantially the same.

The biggest of the corporation's engines is the 392-cubic-inch job for the New Yorker and Imperial. That it's un-changed may in itself be a commentary on an ebbing "horsepower race." Fuel injection is available on all Dodges (as well as Plymouths) ; but in 
the De Soto only on the Adventurer—

the opposite number to Plymouth's Fury and Dodge's 500—and in the Chrysler only on the 300-D. Imperial sticks to carburetors. A limited-slip differential is offered by Chrysler Corp. for the first time. It's similar to a conventional differential ex-cept for friction plates that clutch the differential case to the axle shafts. The system has four pinion gears in place of one. There's a new safety brake fluid with a minimum boiling point of 400 degrees F., higher by 100 degrees than mast pres-ent-day fluids. The corporation says it practically eliminates brake fade from vaporization of the fluid. The Chrysler management will be standing first on one foot and then the other for the next two or three months waiting for the answer to the question: When you've got a good thing, should you change it much? END 

 
NEW METAL TEXTURES brighten up the instrument panel. Rear-vision mirror, moved nearer 
and to the left from the center of the wind-shield molding, gives better visibility.

NOVEMBER 1957 pg-123 

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The engine has more power, and a limited-slip differential gives footing in mud or snow. 

wrap (or pompadour) windshields, ex-panding the glass area by 10 percent. A new power-steering unit, lighter and more compact, has been designed. It's all snugged in at the base of the steering column without this year's protrusion into the passenger compartment. It's a bit more self-centering. The corporation in 1957 sold power steering faster than the things could be built. Plymouth alone installed 140,000—five times as many as in 1956. Except for those cars on which the new "B" engine is available as standard equipment or an option, power-plant dis-placements, compression ratios and horse-powers remain substantially the same.Scientific-American-1958-Cars-pg-122Crysler-Family-New-Engines-Scientific-American-1958-Cars-Plymoth-V8-Dodge-Scientific-American-1958-Cars-De-Soto-new-Power-Steering-unit.jpeg https://www.antiquemachinery.com/images-Popular-Science/Scientific-American-1958-121-Crysler-new-yorker.jpeg

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wrap (or pompadour) windshields, ex-panding the glass area by 10 percent. A new power-steering unit, lighter and more compact, has been designed. It's all snugged in at the base of the steering column without this year's protrusion into the passenger compartment. It's a bit more self-centering. The corporation in 1957 sold power steering faster than the things could be built. Plymouth alone installed 140,000—five times as many as in 1956. Except for those cars on which the new "B" engine is available as standard equipment or an option, power-plant dis-placements, compression ratios and horse-powers remain substantially the same.Scientific-American-1958-Cars-pg-122Crysler-Family-New-Engines-Scientific-American-1958-Cars-Plymoth-V8-Dodge-Scientific-American-1958-Cars-De-Soto-new-Power-Steering-unit.jpeg

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wrap (or pompadour) windshields, ex-panding the glass area by 10 percent. A new power-steering unit, lighter and more compact, has been designed. It's all snugged in at the base of the steering column without this year's protrusion into the passenger compartment. It's a bit more self-centering. The corporation in 1957 sold power steering faster than the things could be built. Plymouth alone installed 140,000—five times as many as in 1956. Except for those cars on which the new "B" engine is available as standard equipment or an option, power-plant dis-placements, compression ratios and horse-powers remain substantially the same.Scientific-American-1958-Cars-pg-122Crysler-Family-New-Engines-Scientific-American-1958-Cars-Plymoth-V8-Dodge-Scientific-American-1958-Cars-De-Soto-new-Power-Steering-unit.jpeg
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Name Street I . City State Building Better Tools Since 1906 • SOUTH BEND LATHE • South Bend 22, Indiana 212 POPULAR SCIENCE 1958:

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SEE Safer easier top-side cutting 
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Direct-drive power, no belts, no pulleys SEE Safty Features 
SEE Layout marks visible 
See for yourself why DeWalt's original radial arm design, big capacity, and unsurpassed accuracy make it the finest, most valuable all-purpose power tool you can own. Your dealer will quickly show you how a DeWalt saves the cost of a shop full of tools makes all home woodworking fast, easy, safe ... fun How you can make furniture, build in cabinets, finish off the attic or basement, make home repairs ... do all those things you've always wanted, even if you've never used a power tool before! See your Franchised DeWalt Dealer for a Free, convincing demonstration today ! Easi-Budget Terms — 10% down. 2 years to pay ! 
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Another tU I I ;  Product 
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--- De Walt Inc., Dept. PS-711 Lancaster, Pennsylvania Subsidiary of AMERICAN MACHINE-& FOUNDRY COMPANY ❑ Send FREE colorful 20-page Booklet and name of dealer. ❑ I enclose $3.95 (check or m.o.) for De Walt woodworking manual. 
err 'Rork moves straight— err OeWalt becomes 12 fora. saves n% floor space SEE professional tools in I 
Name  Address  City Zone State  popular Science NOVEMBER 1957 241

 

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STRAIGHT TALK TO PARENT'S 
How Good Are the Science Labs in Your Youngster's School ? 
Good laboratories teach a priceless skill: How to figure things out Here's a yardstick to measure your school 
By John Kord Lagemann 


IMAGINE trying to teach your child how to swim without getting him wet. That's no sillier than trying to teach him science without giving him a chance to experiment in a laboratory. Why? Because science is not solely a great bundle of organized facts, like some other studies. It is, in addition, an exer-cise in the use of a sharp-edged detective tool—the scientific method. The scientific method is one of the all-time great achievements of the human in-tellect. It is a way of thinking, a wonder-ing, skeptical, I'm-from-Missouri atti-tude. And it is a way of finding things out, the don't-go-by-the-book, let's-try-it-and-see operation. Without it, you'd be back behind a horse-drawn plow. With it the whole wonderful world of modern civilization has been built. The scientific method is not just for scientists. Your youngsters can use it constantly to find answers to problems of everyday life—buying a car, choosing a job, even voting. The guidance director of a Midwest high school told me, "You can spot the science students when youngsters come in for counseling. They have learned from experience how to organize their thoughts, define their goals and weigh the facts before making up their minds." If you want your children to grow up with qualities like those, they need labo-ratory training. Are they getting it? Unfortunately, laboratory instruction is perfunctory in 
 

PHOTO BY W. W. MORRIS 
many American high schools, nonexistent in some. It is totally lacking in most elementary schools. According to a survey by the U. S. Office of Education, one out of four high schools tries to teach chemistry without a laboratory. The same is true of physics. Only three out of five schools provide lab work with their biology courses. In junior high, only about 40 percent of the ninth-grade general-science courses in-clude lab work, and the figure drops fur-ther for the seventh and eighth grades. Other studies indicate that, today, more attention is being given to laboratories. But the lack is still serious, particularly in the small schools which educate sub-stantial numbers of American children. It is an educational deficit second only to the shortage of science teachers. The teachers themselves are alarmed. Robert H. Carleton of the National Science Teachers Association pulled no punches when he said recently, "It's time we stopped cheating our children. The child who receives no lab instruction in science is being betrayed as surely as if the school had taught him half-truths." How about your youngsters? You don't have to be a scientist to find out nor a politician to do something about laboratory training for your children. The labs in your schools can be judged by simple, non-technical standards. If you find improvements are needed, your local PTA and other civic groups can work with school authorities to provide them. There are three questions to ask:

NOVEMBER 1957 155 

Atomic-age physics lab: Could this be your school? ATOM-SMASHERS AND CLOUD CHAMBERS in school labs? Absolutely. Today's youngsters must learn today's science. They start with the atomic picture of the universe. In many schools, students build simple nuclear instruments. Others make use of moderately priced working models that are now becoming available. At right, Berkeley ( Calif. ) High senior Ed Miller pulls sparks off a high-voltage generator while Dave Newsom and teacher M. Van Waynen observe. The two 17-year-olds are watching for the thin streaks of cosmic rays in a cloud chamber in the center photo. At far right, Pete Piatkowski, eight, assembles a small Van de Graaff machine from a kit. These instruments are made by Atomic Laboratories of Berkeley. 


• Is laboratory work a regular part of every science course? • Are facilities adequate? • Are teachers using the facilities to give the training your youngsters need? Don't accept such brush-off answers as "We can get by without labs," or "We can't afford them." Your youngsters can't be properly educated without lab experi-ence. And the expense need not be as great as some educators appear to believe. A place to experiment. Oddly enough, while the cost of lab facilities frightens many school administrators, others are snowing the children under with nones-sential equipment. Not only does this waste public funds your money—but it actually interferes with proper training. There are some basic things your chil-dren must have: workbenches with sinks, and utilities—gas, electricity, water. These do cost more than the desks that outfit a history classroom. But the ex-pense is not out of line with what most schools spend on athletics and band in-struments. Beyond this basic investment, elemen-tary and high-school labs don't need very much at all. That is the startling con-clusion of the Physical Science Study Committee, a group of 65 of the nation's top scientists and educators who are now working out a radically new approach to physics instruction. Dr. Elbert Little, executive director of the committee, told me, "There is no essential piece of equipment which a science teacher and his students can't 156 POPULAR SCIENCE 
build out of cheap materials readily avail-able in any community. Apart from the initial outlay for the plant, the cost of laboratory equipment and supplies need run no higher than $10 per student." Dr. Little's committee is concerned about economy, of course. But that's not the main reason for its interest in build-it-yourself equipment. Youngsters learn more when they design and build the ap-paratus they need for experiment. The committee's experts have shown how many useful laboratory instruments can be contrived from such odds and ends as rubber bands, pins, razor blades, soda straws and marble& For instance: A stroboscope to "stop" rapidly rotating machinery was made from tongue de-pressors, a tin can, a snap fastener and wire; a balance that will weigh 1/300,000 of an ounce (the mark left by a pencil is that heavy) was made from straws, wood and pins; and a rangefinder more accurate than a $40 camera accessory was made from wood, mirrors and string. Since fancy ready-made equipment isn't always necessary or even desirable, you can tell more about the quality of your schools' lab program by asking how it makes sure your children have the things they actually need: • Do students build much of their own apparatus? The Physical Science Study Committee's lab manual is not yet published, but other books and magazines describing homemade equipment are available. (For example: the UNESCO Source Book for Science Teaching, coin-

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