Tucker 48
 | This article needs additional citations for verification. (April 2010) |
| Tucker '48 | |
|---|---|
 A 1948 Tucker Sedan at the Blackhawk Auto Museum. | |
| Overview | |
| Manufacturer | Tucker Car Corporation |
| Production | 1947–1948 (MY1948 - Total of 50 cars completed) |
| Assembly | Chicago, IL |
| Designer | Alex Tremulis |
| Body and chassis | |
| Class | Sedan |
| Layout | Rear engine/Rear Wheel Drive, 4-wheel independent suspension (Rubber torsion tube (no springs) with shock absorbers), 128" wheelbase, 219" overall length, 60" height, 79" width |
| Powertrain | |
| Engine | H-6 (horizontally opposed), ohv, 334.1 ci[1] (4.50 x 3.50 in. bore x stroke), 7.0:1 compression ratio, 166 bhp, 372 lbs/ft torque |
| Transmission | Cord 810/812; Tucker Y-1 (Modified Cord 810/812);[2] TuckerMatic (R-1, R-1-2, R-3 versions) |
| Dimensions | |
| Curb weight | 4200 pounds |
The 1948 Tucker Sedan or Tucker '48 Sedan (initially named the Tucker Torpedo) was an advanced automobile conceived by Preston Tucker and briefly produced in Chicago in 1948. Only 51 cars were made before the company folded on March 3, 1949, due to negative publicity initiated by the news media, a Securities and Exchange Commission investigation and a heavily publicized stock fraud trial (which allegations were proven baseless in court with a full acquittal). Speculation exists that the circumstances which brought the Tucker Corporation down were contributed to by the Big Three automakers and Michigan senator Homer S. Ferguson. The 1988 movie, Tucker: The Man and His Dream is based on Tucker's spirit and the saga surrounding the car's production.
Overview
After WWII, the public was ready for totally new car designs, but the big three Detroit automakers had not developed any new models since 1941. This provided great opportunities for small, new automakers who could develop new cars more rapidly than the huge legacy automakers. Studebaker was first to introduce an all-new postwar model, but Tucker took a different tack, designing a safety car with innovative features and modern styling. His specifications called for a water-cooled aluminum block[2] flat-6 rear engine, disc brakes, four-wheel independent suspension,[2] fuel injection, the location of all instruments on the steering wheel, and a padded dashboard.
Tucker's first design for the car appeared in a December 1946 Science Illustrated magazine article entitled "Torpedo on Wheels", showing a futuristic version of the car with a hydraulic drive system designed by George Lawson, along with a photo of a 1/8 scale model blown up to look full size. This was only an early rendering of the proposal, with its design features yet to make it off of the drawing board, but the article helped make the motoring public aware of the Tucker.
To finish the prototype design and get construction underway, famed stylist Alex Tremulis, previously of Auburn/Cord/Duesenberg, was hired on December 24, 1946 and given just six days to finalize the design. On December 31, 1946, Tucker approved the preliminary design. Tucker's future car became known as the "Tucker Torpedo" from the first Lawson sketch, but because Tucker did not want to remind the public of the horrors of WWII, he quickly changed the name to the "Tucker '48". With Tremulis' design sketch, a full page ad was run in March 1947 in many national newspapers, proclaiming "How 15 years of testing produced the car of the year". Tucker said he had been thinking about the car for 15 years. This second ad specifically described many of the innovative features Tucker proposed for his car, many of which would not make it to the final version. This ad helped generate considerable public enthusiasm for the car, but Tucker had much work to do before a prototype was complete.
To finalize the design, Tucker hired the New York design firm J. Gordon Lippincott to create an alternate body. Only the front end and horizontal tail-light bar designs were refined for the final car. Tremulis gave the first prototype car the nickname of "Tin Goose".
Innovative design features
| This section needs additional citations for verification. (April 2010) |
Many components and features of the car were innovative and far ahead of their time [citation needed]. The most recognizable feature of the Tucker '48, a directional third headlight, known as the "Cyclops Eye", would turn on at steering angles of greater than 10 degrees to light the car's path around corners. At the time 17 states had laws against cars having more than two headlights.[3] Tucker fabricated a cover for the cyclops center light for use in these states.
The car was rear-engined and rear wheel drive. A perimeter frame surrounded the vehicle for crash protection, as well as a roll bar integrated into the roof. The steering box was behind the front axle to protect the driver in a front-end accident. The instrument panel and all controls were in easy reach of the steering wheel, and the dash was padded for safety. The windshield was designed to pop out in a collision to protect occupants. The car also featured seat belts, a first in its day. The car's parking brake had a separate key so it could be locked in place to prevent theft. The doors extended into the roof, to ease entry and exit.[2] The engine and transmission were mounted on a separate sub frame which could be lowered and removed in minutes with just six bolts removed—Tucker envisioned loaner engines being quickly swapped in for service in just 15–20 minutes. [citation needed]
Tucker envisioned several other innovations which were later abandoned. Magnesium wheels, disc brakes, fuel injection, self-sealing tubeless tires, and a direct-drive torque converter transmission were all evaluated and/or tested but were dropped on the final prototype due to cost, engineering complexity, and lack of time to develop.
Tucker initially tried to develop an innovative engine. It was a 589 cubic inches (9.65 L) flat-6 cylinder with hemispherical combustion chambers, fuel injection, and overhead valves operated by oil pressure rather than a camshaft. An oil pressure distributor was mounted inline with the ignition distributor and delivered appropriately timed direct oil pressure to open each valve at the proper interval. This unique engine was designed to idle at 100 rpm and cruise at 250-1200 rpm through the use of direct drive torque converters on each driving wheel instead of a transmission. These features would have been auto industry firsts in 1948, but as engine development proceeded, problems appeared. The 589 engine was installed only in the test chassis and the first prototype. [citation needed]
The final car was only 70 inches (180 cm) tall, but was rather large and comfortable inside. Tremulis's design was called the most aerodynamic in the world, and though it still sported pre-war type fenders, it was startlingly modern. The mathematically-computed drag coefficient was only 0.27, although for the public this figure was rounded up to 0.30. [citation needed] This is the same drag coefficient as in Honda Civic Hybrid, Mazda6, and Lexus GS.
Troubled premiere
The world premiere of the much-hyped Tucker '48 car was set for June 19, 1947. Over 3,000 people showed up at the Tucker factory in Chicago for lunch, a train tour of the plant, and the unveiling of the first Tucker prototype. The unveiling looked doomed, however, as last-minute problems with the car cropped up. The night before the premiere, two of the Tin Goose's independent suspension arms snapped under its own weight. (The Tin Goose was very, very heavy; much more than the other Tucker '48's) Minor engine problems were fixed, and the car was presentable by the time of the premiere. However, the experimental 589 engine was extremely loud. Tucker told the band to play as loud as possible to drown out the noise. As the car was driven on to the platform, the liquid coolant burned over and some steam escaped from the car, but no one seemed to notice. [5] A skeptical journalist named Drew Pearson reported publicly that the car was a fraud because it could not go backward and that it went "goose-geese" going down the road. This hurt the public view of Tucker's car, at a time in history when journalists and public officials were more trusted than they are today. Despite the fact that this problem was limited to the first prototype only, a symptom of the speed with which the first car was put together, the damage was done in the court of public opinion. A negative media feeding frenzy resulted.
Tucker suffered another setback when his bids to obtain two steel mills to provide raw materials for his cars were rejected by the WAA under a shroud of questionable politics.
Continued development
Engine
Tucker had promised 150 hp (112 kW), and his innovative 589 was not working out. The large 589 in³ (9.7 L) engine functioned, but the motor's valve-train proved problematic and could only produce approximately 88 hp (66 kW). The high oil pressure required a 24 volt electrical system and long cranking time at start-up. Having wasted nearly one year trying to make the 589 work, Tucker started looking for alternatives.
The company first tried the Lycoming aircraft engine but it would not fit in the car's rear engine compartment. A Franklin air-cooled flat-6 engine, the O-335 made by Air Cooled Motors (and originally intended for the Bell 47),[6] fit, and its 166 hp (124 kW) pleased Tucker. He purchased four samples for $5,000 each, and his engineers converted the 334 ci (5.5 L) engine to water cooling (a decision that has puzzled historiographers ever since).[7] The Franklin engine was heavily modified by Tucker's engineers, including Eddie Offut and Tucker's son Preston Jr at his Ypsilanti machine shop. Using an aircraft engine in an automobile application required significant modification, so much so that very few parts of the original Franklin engine were retained in the final Tucker engine. This durable modification of the engine was tested at maximum power for 150 hours, the equivalent of 18,000 miles (29,000 km) at full throttle.[8]
Tucker quickly bought Air Cooled Motors for $1.8 million to secure the engine source, then canceled all of the company's aircraft contracts so that its resources could be focused on making automotive engines for the Tucker Corporation. This was a significant event, since at the time of Tucker's purchase, Franklin held over 65% of post-war U.S. aviation engine production contracts. The loss of income was significant.
Transmission
With the 589 and its torque converters (and no reverse) out, Tucker now needed a transmission to mate with the Franklin O-335. They decided to try adapting designs intended for front-engine/front wheel drive use. The Cord 810/812 4-speed electro-vacuum manual transmissions fit the design requirements and were used initially. The Cord 810/812 could not handle the power and torque of the O-335 engine, shearing off the teeth from first gear if the engine was gunned off the line. Trying to solve this problem, Tucker and his engineers modified the Cord 810/812 by installing stronger gears and lengthening the case. The modified Cord was named the Tucker Y-1 (Ypsilanti-1) and was installed in most Tuckers. The Cord 810/812 and Tucker Y-1 used a Bendix electric vacuum shift mechanism, with no mechanical linkage to the steering column shift lever. These versions had problems with electrical connections and vacuum leaks which hindered shifting, so a new design was needed.
A Borg-Warner 3-speed automatic was tested and was installed on car #1048, but Tucker ultimately wanted to design his own transmission for the car.
To solve the transmission problems with a new design, Warren Rice, creator of the Buick Dynaflow transmission, was consulted. A unique continuously variable automatic transmission, called the "Tuckermatic" was designed, which was strong enough to handle the Franklin O-335's power and torque. It was a simple but effective design with double torque converters and only 27 parts, about 90 fewer than normally required for an automatic. The double torque converters allowed a continuously variable drive ratio with only one forward gear and one reverse gear which used the torque converters to vary resistance based on load.
Three versions of the Tuckermatic were made, the R-1, R-1-2, and R-3, (R for Warren Rice, its designer). The first version, the R-1, was not installed on any of the final cars. It required the engine to be off in order to select a gear. The R-1-2 was improved by adding a lay-shaft brake to allow gear selection while the engine was running. This version was installed on cars #1026 and 1042 only. The R-3 version had further improvements including a centrifugal clutch to help shifting between forward and reverse even further, however it was never installed in any of the final cars.
Because the two torque converters on the Tuckermatic made the engine/transmission unit longer, the fuel tank in the Tucker '48 had to be moved from behind the rear seat to in front of the dashboard for all Tuckers from car #1026 forward, even though only two of them actually had the Tuckermatic installed. This had the added advantage of improving weight distribution on the car.
Suspension and body
Suspension designs, especially the front suspension, had to be changed throughout development. Rather than springs, Tucker used an elastomeric (rubber) 4-wheel independent suspension similar to that which was used on the race cars he developed with Harry Miller at the Indianapolis 500. The rubber elastomers were developed with assistance from the Firestone Tire Company and used a special vulcanization process to produce a specific spring rate.
Tucker's suspension designs were plagued by severe stiffness throughout development which, while good for handling, caused front wheel corner lift when cornering on uneven surfaces. The test bed and the Tin Goose had a double-rubber disc type front and rear suspension, similar to Miller's race cars, which was too weak for the weight of a passenger car. On cars #1001 and 1002 the rear wheels could not be removed without removing the fender or suspension due to the stiffness of the suspension and the rear wheel arch fender design. On cars #1003-on the rear fender shape was changed so the tire could be removed easily. Aside from the fender changes, the rear suspension remained the same from car #1001-on.
The front suspension was installed in 3 versions on the car (aside from the rubber-disc style used on the Tin Goose). Cars #1001–1002 used a rubber torsion tube design which suffered from severe toe-in during heavy braking. Tucker then switched to a rubber sandwich-type suspension (with a rubber block sandwiched between upper and lower A-arms) on cars #1003–1025, however this type was severely stiff. On cars #1026-on Tucker finally settled on a suspension design with a modified version of the rubber torsion tube with the toe-in braking problem corrected.
The front bumper of the car was lengthened from car #1003-on to prevent the center headlight from being the forward most point on the car. The lengthened bumper protected the center headlight from being crushed if the car were pulled too close to a wall or barrier.
Original Tucker Paint Codes:
- 100 – Black
- 200 – Waltz Blue
- 300 – Green
- 400 – Beige
- 500 – Grey (Silver)
- 600 – Maroon
Funding and publicity
Having raised $17,000,000 in a stock issue, one of the first speculative IPOs, Tucker needed more money to continue development of the car. He sold dealerships and distributorships throughout the country. Another money maker was the Tucker Accessories Program. In order to secure a spot on the Tucker waiting list, future buyers could purchase accessories, like seat covers, radio, and luggage, before their car was built. This brought an additional $2,000,000 into the company.
With the final design in place, Preston Tucker took the pre-production cars on the road to show them in towns across the country. The cars were an instant success, with crowds gathering wherever they stopped. One report says that Tucker was pulled over by a police officer intent on getting a better look at the car.
To prove the road-worthiness of his cars, Tucker and his engineers ran several cars at the Indianapolis Motor Speedway in several endurance tests. During this testing, car #1027 was rolled at high speed while driven by mechanic Eddie Offut. The car's safety features were proven when Offut walked away from the severe crash. During the crash, the windshield popped out as designed, and afterward the car started up and was driven off the track.
SEC investigation and demise of Tucker Corporation
One of Tucker's most innovative business ideas caused trouble for the company, however. His Accessories Program raised funds by selling accessories before the car was even in production. After the war, demand for new cars was greater than dealers could supply, and most dealers had waiting lists for new cars. Preference was given to returning veterans, which meant that non-veterans were bumped down on the waiting lists indefinitely. Tucker's program allowed potential buyers who purchased Tucker accessories to obtain a guaranteed spot on the Tucker dealer waiting list for a Tucker '48 car.
This concept was investigated by the U.S. Securities and Exchange Commission and the United States Attorney, and led to an indictment of company executives. Although all charges were eventually dropped, the negative publicity destroyed the company and halted production of the car.
To counteract the bad press, Tucker again took the cars on the road. He scheduled a two-week public test at the Indianapolis Motor Speedway with a few of the 37 cars that had been built. One car was rolled three times at 95 mph (160 km/h), and the driver (chief mechanic John Eddie Offutt) walked away with just bruises, verifying Tucker's safety features were effective. The car was started and driven away from the accident after changing a damaged tire.
Tucker '48 legacy
The first Tucker ever produced was a prototype sedan, known as the "Tin Goose". Fifty-eight frames and bodies were built at the factory. From these parts, 36 sedans were finished before the factory was closed. After the factory closed but before liquidation of his assets, Tucker retained a core of employees who assembled an additional 14 sedans for a total of 50. A 51st car was partially completed.
In the early 1950s, Ft. Lauderdale, Florida fairgrounds owner Nick Jenin purchased over 10 Tuckers, the original Tucker test bed chassis, numerous Tucker parts, photos and documents. He developed a traveling display called "The Fabulous Tuckers". He hauled the cars and memorabilia around the country for nearly 10 years displaying them at fairgrounds and car shows. His display highlighted the questionable politics and SEC fraud which brought Tucker down. Jenin sold off all his Tucker memorabilia to various sources, however some was left to rot under Ft. Lauderdale fairground bleachers and was later recovered and restored by Tucker collectors in the 1980s.
When the cars appear at auction, which is rare, they command prices attained by only a few marquee cars. Tucker #1038 sold in August 2008 at RM's Monterey auction for the record-setting price of $1,017,500. Tucker # 1041 sold at the Clars Auction on June 7, 2009 for $750,000. With the auction house buyers premium added, the total price for the sale of the car was $853,100. The car was on the auction block for a total of 7½ minutes. The previous owner paid $5,000 for the car in 1970. In August 2010 at RM's Monterey auction, Tucker #1045 sold for the record-breaking price of $1,127,500.[9] [10]
Remaining Tucker '48s today and original configuration:
| Chassis Number | Location | Owner | Engine | Transmission | Front Suspension Version | Original Body Color/Paint Code |
| 1000 (Tin Goose) | Huntingdon, PA | Swigart Antique Auto Museum | Tucker 589 cu in. Direct Drive (Original); Converted to Franklin O-335 by Tucker after first showing. | Direct drive torque converters (Original); Converted to Tucker Y-1 by Tucker after first showing. | Rubber Disc Type | Maroon/600 |
| Tin Goose was the only complete Tucker with Rubber Disc prototype suspension, the 589 engine, and direct torque converter drive (with no reverse gear). After the first showing it was converted to an O-335/Y-1 at the Tucker factory. | ||||||
| 1001 | Alexandria, VA | Tucker Collection/Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 1 | Maroon/600 |
| 1002 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 1 | Waltz Blue/200 |
| Fenders changed from 1003-on to allow rear wheel removal. Rubber Torsion tube front suspension plagued by severe toe-in when braking. | ||||||
| 1003 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Maroon/600 |
| Front bumper lengthened to protect the center headlight if pulled too close to a wall or barrier. | ||||||
| 1004 | Nagakutecho, Japan | Toyota Automobile Museum | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Grey(Silver)/500 |
| 1005 | Tallahassee, FL | Tallahassee Antique Car Museum | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Waltz Blue/200 |
| 1006 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Green/300 |
| 1007 | Tacoma, WA | LeMay Museum | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Green/300 |
| 1008 | Chicago, IL | Chicago Vintage Motor Carriage | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Beige/400 |
| Car was originally Beige but is now Maroon/600. It is currently located in The Richard Driehaus Collection at Chicago Vintage Motor Carriage. | ||||||
| 1009 | California | LucasFilms, LTD | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Grey(Silver)/500 |
| 1010 | Washington | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Waltz Blue/200 |
| 1011 | Montana | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Beige/400 |
| 1012 | LaPorte, Indiana | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Maroon/600 |
| 1013 | Huntingdon, PA | Swigart Antique Auto Museum | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Grey(Silver)/500 |
| 1014 | San Francisco, CA | Privately owned/Francis Ford Coppola | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Waltz Blue/200 |
| 1015 | St. Clair Shores, MI | The Stahls Collection | Franklin O-335 | Cord 810/812 | Rubber Sandwich | Green/300 |
| 1016 | Dearborn, MI | Henry Ford Museum | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Black/100 |
| 1017 | Colorado | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Green (300) |
| 1018 | Grand Rapids, MI | Incomplete/ Remains are privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Beige/400 |
| This car was wrecked/damaged beyond repair around 1949–1950, broadsiding a tree in South Wales, NY. The remnants of the frame are located in Grand Rapids, MI and some body panels are in Roscoe, IL with the owner of Tucker 1027. The engine and Y-1 transmission from #1018 are located at the Tucker Collection in Alexandria, VA. | ||||||
| 1019 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Black/100 |
| 1020 | Japan | Hani Corporation | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Maroon/600 |
| 1021 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Black/100 |
| 1022 | Alexandria, VA | Tucker Collection/Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Grey(Silver)/500 |
| 1023 | Florida | Destroyed in Fire | Tucker Y-1 | Rubber Sandwich | Maroon/600 | |
| In 1978, while in storage awaiting restoration in a Deland, FL warehouse owned by Allied Van Lines, #1023 was destroyed when the huge warehouse burned to the ground. Remains of car after fire were crushed and buried under the garage of the owner, a TACA founder. | ||||||
| 1024 | Lincoln, NE | The Smith Collection | Franklin O-335 | Tucker Y-1 | Rubber Sandwich | Waltz Blue/200 |
| 1025 | Frankfort, IN | The Goodwin Collection | Franklin O-335 | Cord 810/812 | Rubber Sandwich | Grey(Silver)/500 |
| Rubber sandwich front suspension abandoned due to severe stiffness | ||||||
| 1026 | Alexandria, VA | Tucker Collection/Privately owned | Franklin O-335 | Tuckermatic R-1-2 | Rubber Torsion Tube 2 | Maroon/600 (Repainted in Bronze during restoration) |
| From #1026-on the fuel tank was moved to the front of the car and the Rubber Torsion Tube 2 style suspension with improved toe-in was used. Arguably the most valuable Tucker, #1026 is the only remaining complete Tucker with the Tuckermatic transmission. | ||||||
| 1027 | Roscoe, IL | Historic Auto Attractions | Franklin O-335 | Unknown | Rubber Torsion Tube 2 | Waltz Blue/200 |
| Car was rolled in testing at Indy by Tucker Corp, 1948. The engine/trans were removed at the factory, the chassis was sold at the Tucker factory auction after its closure. Museum also owns some body panels to wrecked Tucker 1018, other parts were either lost or used in restoration of other Tuckers. | ||||||
| 1028 | Tupelo, MS | Tupelo Automobile Museum | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Beige/400 |
| 1029 | California | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Grey(Silver)/500 |
| 1030 | Los Angeles, CA | Petersen Automotive Museum | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Black/100 |
| 1031 | Los Angeles, Ca | Breslow Collection | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Waltz Blue/200 |
| 1032 | Reno, NV | Harrah's Auto Collection | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Grey(Silver)/500 |
| 1033 | Maine | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Maroon/600 |
| 1034 | Tucker, GA | The Cofer Collection | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Waltz Blue/200 |
| 1035 | São Paulo, Brazil | Privately owned | Franklin O-335 | Unknown | Rubber Torsion Tube 2 | Black/100 |
| 1036 | Nevada | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Maroon/600 |
| 1037 | Rutherford, CA | Privately owned/Francis Ford Coppola | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Maroon/600 |
| 1038 | Unknown | Privately owned | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Green/300 |
| #1038 sold at auction in August 2006 for $577,500 ($525,000 plus fees) and sold again in August 2008 for $1,017,500 ($925,000 plus fees). | ||||||
| 1039 | Washington, DC | Smithsonian Institution | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Grey(Silver)/500 |
| 1040 | Sylmar, CA | San Sylmar Museum | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Beige/400 |
| 1041 | California | Privately owned | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Black/100 |
| Tucker # 1041 sold at the Clars Auction on June 7, 2009 for $750,000 ($765,000 with fees) | ||||||
| 1042 | Memphis, TN (Last seen) | Abandoned/Destroyed/Lost | Franklin O-335 | Tuckermatic R-1-2 | Rubber Torsion Tube 2 | Maroon/600 |
| #1042 was sold at the Tucker auction without an engine. Rumors exist that it was used in a "Bash a Tucker" fundraiser in the 1950s or may have been hauled off from its storage location by a disgruntled renter. Its location was unknown until 1960 when it was reportedly found abandoned along the banks of the Mississippi River in Memphis, TN, totally destroyed. A Memphis policeman took possession of the remains, but they were later stolen from his property. Most of the Tuckermatic transmission was found and is currently located at the Tucker Collection in Alexandria, VA. | ||||||
| 1043 | Arizona | Privately owned | Franklin O-335 | Unknown | Rubber Torsion Tube 2 | Waltz Blue/200 |
| 1044 | Ohio | Privately owned | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Green/300 |
| 1045 | Ohio | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Grey(Silver)/500 |
| 1046 | California | Privately owned | Franklin O-335 (original) / Oldsmobile Rocket 88 / Mercury 390CID | Unknown | Rubber Torsion Tube 2 (Original)/Removed for front engine conversion | Maroon/600 |
| This car was converted to a Front-Engine Oldsmobile drive-train in the 1950s by Nick Jenin for his daughter. It was converted again in the 1960s to a 1964 Mercury Monterey chassis with 390 CID front engine. Sold on eBay for $202,700 (8/20/07). | ||||||
| 1047 | Hickory Corners, MI | Gilmore Car Museum | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Waltz Blue/200 |
| 1048 | Hartford, Wisconsin | Privately owned | Franklin O-335 | Borg-Warner 3-speed automatic | Rubber Torsion Tube 2 | Green/300 |
| 1049 | Old Oxted, Surrey, England | Privately owned | Franklin O-335 | Tucker Y-1 | Rubber Torsion Tube 2 | Waltz Blue/200 |
| 1050 | San Marcos, TX | Dicks Classic Garage | Franklin O-335 | Cord 810/812 | Rubber Torsion Tube 2 | Maroon/600 |
| 1051 | New Jersey | Privately owned | Franklin O-335 | Unknown | Unknown | |
| Tucker 1051 was not completed at the Tucker factory, so it is not technically considered one of the original 51 cars (Tin Goose + 50). The car was purchased at the Tucker auction in an incomplete state, and was finished in the late 1980's using leftover Tucker parts and fiberglass replica doors. | ||||||
Replica vehicles
In 1997, Rob Ida Automotive started work on a replica of the Tucker '48 Sedan, which culminated in the release and marketing of the 2001 Ida Automotive New Tucker '48. This replica faithfully recreates the Tucker's external bodywork, but is built on a hotrod chassis with resin infused plastic body panels. The paint and wheels reflect modern hotrod styling, and the interior is fully modern. It is powered by a rear-mounted Cadillac Northstar V8. Claimed performance is 0–60 in 7 seconds, with a top speed in excess of 120 mph (190 km/h). Ida has built three cars.[11] The "new Tucker '48" was reviewed by Car and Driver magazine in July 2001.[12]
Alleged convertible prototype
A convertible Tucker, alleged to be a partially completed prototype developed in the company's waning days, was completed by car collector Justin Cole of Benchmark Classics in Madison, Wisconsin.[13] The convertible was part of a Russo and Steele auction, January 20–24, 2010, however the bidding never reached the sellers reserve price.[14] There is much debate as to the car's authenticity and no documentation has ever been provided that the Tucker Corporation ever intended for this car to be a convertible. Benchmark Classics had the car verified authentic via affidavit by classic car expert Al Prueitt.[15] However, most collectors considered the authentication worthless as basically it consisted of a statement by Prueitt that he had "recently seen and inspected the convertible and have verified its authenticity". Prueitt provided no documentation in the affidavit as proof that the car was started at the Tucker plant.
As an interesting aside to the convertible controversy, this is a subject that has seen much debate and discussion at the Tucker Automobile Club of America (TACA) site in the official club forum. Justin Cole asserts that the car is body number 1057 which was one of the uncompleted bodies sold at auction in 1950. It is impossible for the supposed convertible to be #1057 since #1057 was the body that Alex Tremulis was developing as the "Big Window" car. The body of #1057 is clearly shown in the Life photographs of the idled Tucker plant in September of 1950, just before the auction. The convertible story is that it was secretly spirited out of the plant and taken to Lencki's shop before everything collapsed. So according to the Justin Cole convertible story, the car he has and says is #1057 was in two places at once. You also have to factor in the fact that if the car really is #1057, then they used it first, as a developement of the Big Window car, and then changed their minds, took it to Lencki's shop, cut the roof off and then left it unfinished.
The people who founded TACA and are members of TACA have been tracking all the Tuckers and the Tucker parts that exist for some 40 years now. They are extremely knowledgeable, fiercely dedicated to the marque, and they know where the parts for Cole's convertible came from and what they are. This car was for sale in the form of an unfinished parts lot at a Tucker collectors place for years before Justin Cole bought it. Many people have viewed it, taken pictures of it and seen it in the state it was in when Cole bought it. The convertible is sitting either on the chassis of car #1027, the car that rolled at Indy, or car number #1052, which was a test chassis with nothing more than a frame, a cowl, and an engine. The body is composed of parts from car #1027, and car #1018, the one that hit a tree in New York state, plus some fabricated parts. The car is built from a collection of authentic original parts from various Tuckers, but it is not a factory prototype begun by Tucker. TACA has a mountain of paperwork from the Tucker files and there is absolutely nothing that even indicates that Tacker ever began or even proposed a convertible.
See also
As an interesting aside to the convertible controversy, this is a subject that has seen much debate and discussion at the Tucker Automobile Club of America (TACA) site in the official club forum. Justin Cole asserts that the car is body number 1057 which was one of the uncompleted bodies sold at auction in 1950. It is impossible for the supposed convertible to be #1057 since #1057 was the body that Alex Tremulis was developing as the "Big Window" car. The body of #1057 is clearly shown in the Life photographs of the idled Tucker plant in September of 1950, just before the auction. The convertible story is that it was secretly spirited out of the plant and taken to Lencki's shop before everything collapsed. So according to the Justin Cole convertible story, the car he has and says is #1057 was in two places at once. You also have to factor in the fact that if the car really is #1057, then they used it first, as a developement of the Big Window car, and then changed their minds, took it to Lencki's shop, cut the roof off and then left it unfinished.
The people who founded TACA and are members of TACA have been tracking all the Tuckers and the Tucker parts that exist for some 40 years now. They are extremely knowledgeable, fiercely dedicated to the marque, and they know where the parts for Cole's convertible came from and what they are. This car was for sale in the form of an unfinished parts lot at a Tucker collectors place for years before Justin Cole bought it. Many people have viewed it, taken pictures of it and seen it in the state it was in when Cole bought it. The convertible is sitting either on the chassis of car #1027, the car that rolled at Indy, or car number #1052, which was a test chassis with nothing more than a frame, a cowl, and an engine. The body is composed of parts from car #1027, and car #1018, the one that hit a tree in New York state, plus some fabricated parts. The car is built from a collection of authentic original parts from various Tuckers, but it is not a factory prototype begun by Tucker. TACA has a mountain of paperwork from the Tucker files and there is absolutely nothing that even indicates that Tacker ever began or even proposed a convertible.
Notes
- ^ Flory, J. "Kelly", Jr. American Cars 1946–1959 (Jefferson, NC: McFarland & Coy, 2008), p.1013.
- ^ a b c d Flory, p.1013.
- ^ Many of these laws would persist until 1958, when quadruple lights were approved by the U.S. government. Flory, p.855.
- ^ U.S. Design Patent no. 154,192, P.T. Tucker, Design for an Automobile, June 14, 1949
- ^ Phillip S. Eagan'Design and Destiny: The Making of the Tucker Automobile
- ^ Wise, David Burgess. "Tucker: Too Much Too Soon", in World of Automobiles (London: Orbis, 1974), Volume 20, p.2386.
- ^ Wise, p.2386.
- ^ Auto editors of Consumer Guide (2002). Cars of the Fascinating '40s: A Decade of Challenges and Changes. Lincolnwood, Illinois, United States: Publications International, Ltd. pp. 264–265. ISBN 0-7853-6274-6.
{{cite book}}:|last=has generic name (help); Cite has empty unknown parameter:|coauthors=(help) - ^ Lienert, Paul (Aug 16, 2010). "European Exotics Mingle With American Classics at Monterey Auction". InsideLine. Retrieved August 16, 2010.
- ^ http://www.rmauctions.com/AuctionResults.cfm?SaleCode=MO10&SortBy=HB&View=Normal&Category=All&Currency=USD
- ^ "Better Than The Real Thing – Tucker 48"; Car Audio and Electronics
- ^ Ida Automotive New Tucker 48 – Specialty File
- ^ NYTimes.com "The Tucker That Time Forgot"
- ^ [1]
- ^ [2]
References
- Egan, Philip S. (1989). Design and Destiny: The Making of the Tucker Automobile. On the Mark publications. ISBN 0-924321-00-8 (paperback).
{{cite book}}: Check|isbn=value: invalid character (help) - Flory, J. "Kelly", Jr. American Cars 1946–1959. Jefferson, NC: McFarland & Coy, 2008.
- Pearson, Charles T. (1974). The Indomitable Tin Goose: The True Story of Preston Tucker and His Car. Motorbooks International Publishers & Wholesalers, Minneapolis. ISBN 0-87938-020-9 (hardcover).
{{cite book}}: Check|isbn=value: invalid character (help) - Wise, David Burgess. "Tucker: Too Much Too Soon", in World of AutomobilesVolume 20, pp. 2385–6. London: Orbis, 1974.
External links
- TuckerClub.org Official Tucker Automobile Club of America Website - Information about the cars, including the locations of all extant examples
- www.htmgv.org Henry Ford Museum Tucker Exhibit
- www.si.edu About the Tucker - with pictures
- RobIdaConcepts.com The Ida Automotive New Tucker '48 and Lower '48
- Automotive History Online Tucker Automobile History & Photos
- Tucker 48 Jalopnik Fantasy Garage
- Tucker Torpedo Automobile 1948 3D model of the Tucker