But like different Kaiser-Frazer models, it was, for varied reasons, relatively costly — only a little less expensive than a “full-measurement” Ford or Chevy. Styling was additionally an element, for the Henry J was something however lovely: a pudgy-looking two-door fastback sedan with little Cadillac-model tailfins and a front-end vaguely just like the 1951 Frazer’s. Designer Dutch Darrin had proposed one thing like his sensational 1951 Kaiser, which was being evolved at the same time, with related “Anatomic” styling on the 100-inch wheelbase. It’s a tribute to designer Dutch Darrin’s “Anatomic” styling that the Carabela lasted so long. But as in America, all these “extensions” were doomed for lack of sufficient sales volume to justify tooling costs, and the Carabela was dropped after 1962 because the outdated dies had simply worn out. Administration was favorably disposed, however determined gross sales have been insufficient to warrant the tooling expense. Though it appeared far better than what appeared in showrooms, administration felt the Henry J should look “new” — which means completely different — and thus selected the ungainly 1951-54 styling, which actually got here from a Kaiser-Frazer supplier. After struggling to build just 1,291 of the just about unchanged 1955s, management decided to abandon the U.S. Darrin mocked this up on an early 1954 Kaiser Special (which lacked the wraparound rear window of the “late” 1954 U.S.
By leaving the underside of the window body relatively “open,” any water that collects in that space can merely drain out. It could also be there is scale in the underside so it must be full enough not to pour that out, or we simply fill it up in order that we’ve more than we want. Also thought of — and shortly abandoned — had been a two-door station wagon (which would have regarded fairly neat) and a four-door sedan (whose rear doorways would have squeezed everyone except toddlers). To some extent, the “Anatomic” also suffered from offering just two- and four-door sedans, hatch and non-hatch. The overall contractor works with subcontractors to handle varied specialties needed to complete the venture. Save minor trim adjustments and a suspension toughened to handle rough Argentine roads, it was identical to the last American Kaisers proper down to its 115-horsepower 226-cubic-inch flathead six. Kaiser was thus compelled to rely on facelifts, plus interesting trim choices like the colorful “Dragon” collection, to get by annually.
Renault later offered out to Ford Argentina, which thus inherited the regionally constructed civilian variations of the military Jeep, much like what Ford Dearborn had constructed throughout World Battle II — proving, maybe, that what goes around, comes round. Now comes the enjoyable half! Envisioning a squared-up “formal” model like that of contemporary Ford Thunderbirds, he actually constructed a prototype using an previous Manhattan sedan, modeling the brand new roof in fiberglass and facet windows in Plexiglas. Darrin built a prototype at his Santa Monica, California, studios by sectioning 18 inches from a 1951 Kaiser membership coupe. Briefly, Kaiser-Frazer had great plans for the Henry J, including a convertible and hardtop coupe primarily based on the lone two-door fashion. Imaginative counter stools will be nice decorating property. Also, the great nineteen thirties coachbuilder Ray Dietrich oversaw the conversion of several 1951 coupes (some sources say as many as six) into convertibles concepts for 1952 and beyond. Many proposals have been superior, but none reached the assembly line, though a couple of sellers constructed convertibles out of sedans.