How Chevrolet Started, Grew & Became $11.5 Billion Company
Success Secrets TV:
How Chevrolet Started, Grew & Became $11.5
Billion Company
The name Chevrolet originated from a Swiss-born
American racer Louis-Joseph Chevrolet, who
founded his company with William Durant in
1911, stayed for four years and then left
his own company to Durant in 1915.
The Chevrolet Company previously called the
Chevrolet Division of General Motors Company
and simply called the Chevy is the automobile
department of General Motors, a manufacturing
company in the United States.
How Chevrolet Began
Twenty years before Chevrolet, Durant was
the founder of a successful Durant-Dort Carriage
Company which manufactured horse-drawn vehicles.
And so Durant wouldn't even touch a car with
a ten-foot pole, let alone allow his daughter
to ride in what he called, "loud and dangerous
horseless carriages."
But as time passed he realized that there
were more cars than carriages on the American
streets; an experience that did not settle
well with the relatively tentative public.
As the government regulated cars for their
safety, Durant had other ideas.
Why not improve the security of these cars
instead?
In 1904, Durant approached a struggling Buick
Motor Company and became its controlling investor.
Within a span of four years, Durant demonstrated
his salesman attitude and transformed Buick
into a leading automobile name amongst the
likes of Ford, Oldsmobile, and Cadillac.
For Durant, however, it was only the start.
Durant figured he could further improve his
odds in the industry if he built a holding
company that would control several automobile
divisions, with each division manufacturing
their own car.
With the Buick's outstanding profits, Durant
had sufficient capital to found the General
Motors Company in 1908.
A year later, General Motors acquired several
car brands like Buick, Oldsmobile, Cadillac,
Elmore, and others.
Unfortunately,Durant got so carried away in
his "automobile acquisition crusade" that
GM suffered cash shortage with their sales
losing to Ford's.
And so, in 1910, General Motors showed Durant
the exit door.
But Durant did not give up.
Having regained his bearings, he reunited
with an old colleague from the days of the
Buick motor company, Louis-Joseph Chevrolet.
Durant knew the Swiss-born American as a man
whose competency for car mechanics matched
his passion for racing.
In 1909, Louis had participated in the Giant
Despair Hillclimb.
An oddly apt name, considering the Hillclimb
race was less about the racers themselves
and more about test-driving the competing
car brands they drove.
Therefore, when Durant offered a chance to
build more automobiles, Louis couldn't resist
signing his name on the dotted line alongside
Durant's.
In 1911, Louis co-founded the Chevrolet Motor
Company with Durant.
Durant used Louis’ racing status as a means
of building a motor company, and his way of
getting back at General Motors.
The first Chevrolet car, the Series C Classic
Six was designed by Etienne Planche with directions
by Louis.
The prototype was ready before the company
was incorporated even though the production
didn’t happen until 1913 where it was introduced
at an auto show in New York.
In 1914, Chevrolet redesigned its logo.
And so a "bowtie emblem" logo was used on
Chevrolet’s first produced cars in 1914:
the Chevrolet H series and L series models.
That same year, Durant and Louis argued about
their differing intentions for Chevrolet’s
future car designs.
Durant wanted simple and affordable cars that
would surpass those of Fords.
On the other hand, Louis preferred playing
it fast and loose, with luxury or racing cars.
These differences split these two associates
and Louis sold his shares of the company to
Durant.
Now alone at the helm, Durant was able to
focus on his next winning car design.
He achieved this in 1916 when the cheaper
Chevrolet Series 490 finally outpaced Ford
in sales and cemented Chevrolet’s place
among the big automobile names.
To say Chevrolet made huge profits during
this period would be a severe understatement.
Durant revisited General Motors as a controlling
investor, purchasing their stocks, which gave
him the leverage to launching himself into
leading General Motors once more.
By 1917, Durant had become the president of
General Motors.
All was right, now that Durant's "big automobile"
dream was back on track.
And of course, his first directive was merging
the highly successful Chevrolet into the parent
company General Motors as a separate division.
How Chevrolet Grew
In 1918, Chevrolet launched a new V8 powered
model, the Series D for open two-seat cars
and the touring cars that could seat 5 passengers.
These models didn't sell well though and they
were scrapped by the next year.
Given Chevrolet's successful track record
in the market, General Motors rebranded and
sold their commercial grade cars and trucks
as Chevrolet with similar appearances with
the Chevrolet’s vehicles in 1919 from Chevrolet
factories located in Flint, Michigan.
The automobile company built several branch
assembly plants in New York, Ohio, Missouri,
California, Texas, and Canada.
Somewhere between the 1920s and 1940s, Chevrolet
would see Durant's vision for "producing simple
and affordable cars" come true.
In fact, Chevrolet, Ford and Plymouth were
known to Americans as "the low priced three".
During this period, one of Chevrolet's most
notable cars was the Stovebolt introduced
in 1929, which was tag-lined "a six for the
price of four".
This and several generations of the car model
blew away the competition of Ford and Plymouth.
In 1953, the Chevy Corvette, a sport’s car
with two seats and a fiberglass body debuted
to become the first mass-produced sports car
in the United States, championing the "America's
Sports Car" appeal.
The appeal of the Corvette and other Chevrolet
passenger cars would be enhanced with the
first-time introduction of Rochester Ramjet
fuel-injection engine as a high-performance
option for the price of $484.
The Chevrolet small block V8 car design made
its debut in 1955 and remained in circulation
longer than other mass produced engines around
the world.
Modifications to the V8 engine including the
aluminum block and heads, the electronic engine
management and the port fuel injection gave
birth to the designs in production today.
In 1958, Chevrolet introduced the Impala series,
which went on to become one of the best-selling
American cars in history experiencing popularity
during the 60s and 70s.
The parent company General Motors introduced
Chevrolet to Europe in 2005.
With rebranded cars manufactured from the
General Motors branch in Korea acquired Daewoo
Motors.
The economic depression between 2007 and 2010
hit Chevrolet hard.
But the road to recovery began in 2010 with
the introduction of fuel-efficient cars and
trucks to compete with foreign automobile
manufacturers.
Within the same year, Chevrolet introduced
the plug-in hybrid electric vehicles, Chevrolet
Volt in America, which was sold under the
name Opel/Vauxhall Ampera throughout Europe
with a record 5,268 units soldand became the
world's best-selling plug-in hybrid electric
vehicle (PHEV) car in 2012, winning the award
for the North American Car of the Year, European
Car of the Year and World Green of the Year.
The series was then named the combined Volt/Ampera
that was sold across the world.
It exceeded the 100,000 unit sales milestone
in late 2005 and eleven years later the Volt
family of vehicles had become the world's
best-selling plug-in hybrid as well as the
third best selling electric car after the
Tesla Model S and the Nissan Leaf cars.
In 2011, Chevrolet set a global sales record
of 4.76 million vehicles sold worldwide
In late 2013, the Chevy brand was withdrawn
from Europe by General Motors leaving the
Corvette and Camero lines.
In 2016, Chevrolet unveiled the first affordable
mass-produced all-electric car the Chevrolet
Bolt EV.
This car too has won several awards.
Where Chevrolet Is Today
Chevrolet now has its headquarters in Detroit,
Michigan, and operates throughout 140 countries
in North and South America, Asia, Australia,
South Africa, and Europe with over two million
vehicles sold annually in the US alone and
a brand value of $11.5 billion.
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Chevy LS: Best Engine Swap Ever? | WheelHouse
Donut Media:
It’s a cliche at this point: “Dude, cool
project, got any plans for it?”
“Ah Dude, LS swap, throw a cam in there,
put the LS6 heads on it, it’s gonna be sick!”
“Oh, cool”.
Yeah, LS Swaps are a little played out.
But I wanted to find out why more people are
doing them than ever before.
From muscle cars, to drifters, to this Delorean.
Welcome to WheelHouse.
In the early 90s, GM knew that time was limited
for their small block V8.
Foreign competitors were selling cars with
less power but much better fuel economy.
But GM was like “Nah dude, we’re good”, And
got to work redesigning their workhorse small
block.
The LS1 debuted in 1997 with the release of
the new C5 Corvette.
The block was made of aluminum
which was super light, and the 5.7 liter engine
made 345 horsepower and 350 pounds of torque.
Drivers and critics were
like, yo, this LS thing is sick.
Then in 1999, Chevy released a cast Iron version
for use in trucks and SUVs, which they’ve
since branded “Vortec”.
In 2001, Chevy updated the LS1's design with the
release of the LS6.
It was stronger, better flowing, and had higher
compression.
But why’d Chevy go from LS1 to LS6?
Well, the LS6 was used in the 2001 Corvette
Z06.
So you have LS6, and Z06, I guess that makes
sense.
Anyway, the LS1, LS6 and every other LS all
share a common architecture.
Ultimately, this means that parts between
engines are stupid interchangeable as long
as you do some research.
I can’t tell you who the first person was
to LS swap their car- BECAUSE THEY’RE DEAD.
But I can tell that whoever they are, ignited
a trend that swept the US.
People will LS Swap literally anything.
Muscle cars make up a large majority of LS
usage.
For decades the go-to small block for muscle
cars was the Chevy 350, I mean I had one in
my Trans Am, but people when people started
seeing the benefits of fuel injection, they
started putting the LS in their project cars
instead.
But what if you don’t want muscle car?
The Nissan 240SX is a prime example, with
tons of Formula Drift competitors using the
LS in their race cars.
The Miata is another good option.
Who wouldn’t want a lightweight roadster
with a V8 up front?
That’s what the Shelby Cobra was!
But Nolan, the 240 and Miata are so predictable,
everyone and their mom does LS Swaps on those
cars.
I hear you.
Here are some of the craziest swaps we were
able to find.
This is a 1936 Cord Westchester, notable,
for being one of the world’s first front
wheel drive cars That’s right, this quirky
looking pre-war sedan has a Corvette engine
sending power through a Porsche
transmission to the front wheels.
It’s nuts.
But that’s nothing!
This guy, Connor Hofford, stuffed an LS into
his 1984 VW GTI.
His car debuted at last year’s SEMA show,
and blew people away with it’s custom tube
chassis, that was pretty much all hand built.
Thing is just insane.
Connor, if you’re watching, let’s hang
out dude.
Bring the car by the office, we would love
to see it.
And it doesn’t end there.
This Delorean has an LS in the back!
It’s finally as fast as it looks!
Okay so we know a little bit of the LS’s
History, and why it’s a good engine, and
that a lot of people have put them in a wide
variety of cars that aren’t Chevy’s.
But none of that really tells us why they
do.
Luckily, there’s a pretty simple answer.
The LS is small.
And I’m not talking displacement.
When someone says that an engine is big like
a 427 cubic inch, they’re not talking about
the engine’s physical size.
Engines are basically air pumps, and displacement
refers to the amount of air that passes through
an engine when each piston goes from top to
bottom dead center..
So if we use the LS1 as an example, its a
5.7 liter engine.
It’s got 8 cylinders, a stroke of 3.62 inches,
and a bore of 3.898.
We take those measurements and put them into
this equation, and we get 347 cubic inches.Convert
that to metric and our engine breathers
5.7 liters of air.
So the LS keeps a typical V8 displacement,
while being physically smaller than its competitors.
How?
well most new engines use overhead camshafts which
allow for more aggressive valve lift at higher
RPMs and the use of more than two valves per
cylinder.
Chevy didn’t bother doing that that.
The LS still has it’s cam in- block with
two valves per cylinder, just like your grandma’s
old Buick Special.
And since the cams aren’t hanging out in
the cylinder heads, the engine is shorter
in height and skinner too.
Conventional wisdom says that overhead cam
engines should easily outperform in-block
cam engines because they can put more air
into the cylinders.
But more air is no good if it has a hard time
getting into the cylinder.
So Chevy decided to focus their energy on
airflow.
And that’s why, despite having fewer valves,
the LS is one of the best breathing engines
ever made.
It just breathes really, really well.
And that’s it’s main advantage.
So, it has a physical size advantage, stellar
airflow, and keeps the conventional V8 displacement.
This makes it the perfect candidate for swapping
into oddball cars like the Miata, Delorean
and that GTI.
It all comes down to size.
Going back the 240SX, a built LS will be the
same size and sometimes lighter than the stock
turbocharged four cylinder engine.
And there’s no turbo lag.
You might be like me, thinking about which
car you would swap an LS into.
You might have something in your driveway
right now that would make a perfect project.
But how do you choose which LS to get?
It can be pretty challenging there’s like...a lot
of them.
Well if you’re on a shoestring you should
look for a 5.3 liter Vortec.
Remember these are LS engines but they’re made of
cast iron so they’re about 100 pounds heavier
than the aluminum ones.
BUT, they’re everywhere, and that means
they’re cheap.
a lot of magazines say you can find these
things for like 500 bucks.
Not a bad place to start.
Maybe you want to turbo a V8.
You should go look for a 4.8L Vortec.
It’s another cast iron engine, and it’s
the smallest of the LS's, but smaller displacement
means more meat on the cylinder walls, and
that means you can run a ton of boost without
worrying about cracking the block.
The 4.8 is a great option for people looking
for budget boost.
But what if you want to be completely insane
and build an LS swapped Honda?
Well you can do that too.
The LS4 was designed with front wheel drive
cars in mind like the Impala SS.
I found this build online by Ryan Standke,
where he transplanted an LS4 into his Aruca
RSX AND boosted it.
This thing is insane.
And I think of all the builds we’ve talked
about today it’s my favorite, because it’s
so wrong but so right.
So as you can see, there’s limitless potential
for the LS swap.
And yeah, it’s a popular thing to do right
now but for good reason.
I’ll admit I was a hipster about this LS
Swap thing before I looked into it.
I’m not even a Chevy guy but who doesn’t
love the sound of a V8?
(Righteous V8 noises)
Who doesn’t want that power in their car?
(More righteous V8 noise)
It’s a no brainer.
And the only limit is your own creativity.
(dat good good V8 rumble)
Do you have an LS swap in your car?
I’d love to see it, post it down in the
comments!
The LS is nowhere close to being the first
engine but if you want to know what the first
car was go back to last week’s episode right
here.
If you like the Corvette, check out the up
to Speed on the Corvette.
If my Mustang ever dies, i would definitely
think about LS swapping it, I think that would
be hilarious.
Ford, Chevy guys go fight in the comments.
Thanks for watching, bye :)
The Origin of Race in the USA
Origin Of Everything:
Did you know that race was not always considered
a biological or genetic category?
So how did we come to understand it that way
today?
We all have a working definition of race.
Whether you kinda understand it, hate it,
claim to not see it, or study it (hint hint,
cough cough: that’s me), it still plays
a role in our daily lives.
From the way that people interact, to the
places they live and stereotypes they face,
race is still a determining factor in our
social structures, both inside and outside
of the U.S.
But full disclosure, I do a lot of U.S. history
so this is a U.S. specific video about race,
since these histories operate differently
across various contexts.
Ok, so let’s get started by asking:
What were some of the earliest definitions
of “race”?
Well, before we started thinking of race along
the lines of biology, genetics, or phenotype
(aka physical appearance) did you know that
it was largely considered a category of kinship
or group affiliation?
In the 16th century, we started to see the
use of the word race in English, but it isn’t
attributed to physical traits or behavior.
It meant, quite literally, that you were all
members of the same household, group, or shared
a common ancestor.
But, when did “race” shift to being less
about kinship groups, to sounding more complicated
than the lyrics to “I’m my own grandpa”?
Well we can see that starting in the colonial
era.
And that brings us to our second question:
Why did we see the shift in the idea of race
in the 17th and 18th century?
The answer to this question is firmly rooted
in two things: the rise of global capitalism
that was backed by slavery and colonialism,
and a period of theorizations in Europe known
as the Enlightenment.
When the Spanish began the colonization of
the Caribbean, and later Latin America, after
1492, they looked to Native populations to
mine silver and gold under brutal working
conditions.
They set about enslaving, attacking, and murdering
those who didn’t comply.
Thousands of Native people died as a result
of over work, genocide, or because they were
exposed to new diseases brought over with
the Spanish settlers.
And when England established its first successful
long term colonies in North America in Virginia
in 1607, they looked to mirror this pattern
of enslavement with Native people, while also
seeking copious amounts of silver and gold.
But they had limited success with this route
because: 1) Virginia wasn’t exactly rich
in gold and 2) Native populations were able
to resist the efforts of early settlers through
fighting back, or escaping and blending into
adjacent Native groups.
English settlers still wanted to make money
off of this venture so they began to look
to alternative ways of making Virginia profitable,
and that came in the form of tobacco.
But a major problem with growing tobacco is
that it requires a ton of labor, and the laborers
needed the agricultural skills to turn the
crop into cash.
Because they had already met with sustained
resistance from Native populations, English
settlers looked to other potential labor sources:
enslaved Africans and indentured British laborers.
There are some important distinctions to make
between these two groups.
First, indenture was a contractual agreement
with fixed terms that varied widely.
Some indentured servants were brought to the
colonies against their will either as a punishment
or because they were children.
Terms of these contracts were often very exploitative.
But many came willingly in exchange for their
passage to the new colonies.
Many of these indentured servants finished
the terms of their contracts and began lives
as property owners.
Enslavement of Africans was an entirely different
category of labor from indenture.
Because 1) Slavery was for life, not for a
fixed term or number of years.
2) Slaves were not considered human.
3) It was not a contract, because it takes
two consenting humans to enter into a contract.
And 4) Slave laws were enacted codifying hereditary
slavery, meaning that if you were enslaved
and had children, then those children would
also remain in slavery.
With the expansion of this system there was
understandably some resistance, even from
Europeans.
So in order to continue to justify slavery
we start to see the pseudo science of “race”
emerge that connected physical features, behavior
and legal rights, right around the 18th century
when colonial use of slaves was expanding.
Anthropologist Audrey Smedley notes that “scientific”
ideas about physical appearance and racial
difference in the 18th century were largely
“folk” ideas used to justify already existent
social norms.
So as a result of a desire to perpetuate systems
of exploitation, more and more distinctions
were made about the supposed differences amongst
races, primarily the differences of black
people from their white counterparts.
This evolution of race became more concretized
after social structures of slavery were in
place and not before and was solidified by
the Enlightenment.
Which brings us to our third question:
How did the Enlightenment impact definitions
of race?
The Enlightenment was a period of primarily
European thought and ideological development
that saw the emergence of some key concepts
that tie back into today’s discussion.
First: there was a push in scientific communities
to categorize the natural world using “reason”
and creating elaborate hierarchical systems
that emphasized the similarities between different
species and subgroups and the inherent differences
amongst others.
And race was fitted into this same mold.
As European theorists looked to classify the
world into “scientific” groupings, physical
markers that were already established social
norms through enslavement and genocide were
ways that they sought to “prove” that
this was the “natural” order and not a
social construction.
For example, Thomas Jefferson, who was a proponent
of concepts like individual liberty and freedom
for white men or those he considered his peers,
also made claims that black slaves required
less sleep than their European counterparts
to justify excruciatingly long and inhumane
work hours.
And Samuel Cartwright, who falsely claimed
that “drapetomania” was a mental defect
that caused enslaved black people to run away
from slavery, as if wanting to escape a lifetime
of enslavement was...illogical?
The Enlightenment formulation of History also
played a crucial role in the development of
social ideologies of race.
Kang, Hegel, and other philosophers of their
day claimed that certain racial groups stood
outside of history or had no history, and
this included all groups that they considered
non-white or outside of European ideals of
modernity.
This meant that groups that were devoid of
history and culture were inherently less valuable
and therefore subordinate to other races.
They were cast as the natural sacrifices of
supposed “progress.”
These assumptions were also codified into
law in the 18th and 19th century.
The first naturalization laws of the United
States in 1790, limited naturalized citizenship
to “free white persons” and excluded other
groups.
Children born of enslaved mothers were said
to inherit the legal statuses of their mother,
effectively keeping them in bondage perpetually.
And Native Americans were often denied legal
property rights, which helped to expedite
the process of Westward expansion across the
North American continent.
And “anti-miscegenation” laws were drafted
in order to assure that people from different
racial backgrounds did not intermarry or have
children in order to protect ideals of racial
purity.
But these racial categorizations did not always
neatly align with skin tone.
In his book
Whiteness of a Different Color: European Immigrants
and the Alchemy of Race, historian Matthew
Jacobson notes that in the U.S. “white”
or “caucasian” was not always considered
a unified race composed of anyone of European descent.
Whiteness was often considered exclusive to
Anglo-Saxon descendants, while other European
groups were broken into different ethnic categories
such as “Celt,” “Slavs,” “Iberics,”
and “Hebrews”, which were considered separate
races from the 1840s to the early 20th century.
But in the 1920s, when there was a stemming
of migration from Europe, these different
races were subsumed into one category called
“whiteness” to shore up a cultural majority
against other racial groups and immigrants.
And this persisted throughout the 20th century.
So how does it all add up?
Well race started as a marker of kinship.
But then we see it shift to become less about
familial inheritance and more focused on physical
indicators due to the rise of Enlightenment
reasoning and labor exploitation.
But where does that leave us today?
Well, in the past several decades scholars
have noted both an uptick in identifying with
your ethnic history, for example pride in
your country or culture of origin, instead
of just being “white” or “black.”
But we’ve also seen a revival of outdated
theories of race being biologically determined
and attached to certain traits, like considering
all people of one physical type as prone to
certain behaviors.
But regardless of how people identify themselves,
race continues to be a complex topic of discussion
and debate.
With that final thought in mind:
Do you have any other historical points to
add to the evolution of “race”?
And how has race been used in both positive
and negative contexts throughout history?
Definitely be sure to check out the works
cited this week, since there was a LOT of
material and ground to cover and this was only
just the surface!
Well that’s it for this week.
Drop them below, like, share, and subscribe
and we’ll see you next week!
Hey guys, thanks for all of your comments
last week on “what would happen if Islamic
armies had won at the Battle of Tours?”
Here’s what some of you had to say:
Rachel on Facebook speculates that European
architecture would have been much different
and perhaps the influence of Moorish architecture
would have spread past Portugal and Spain
and into France.
Thanks for watching, Rachel!
PoseidonXIII on YouTube (who is a person,
and I’m assuming not an aquatic God?) says
that he’s really digging the new format
of the episodes and enjoying the hypothetical
questions.
Thanks for watching from under the sea, Poseidon!
And our last shoutout is actually from our
American Revolution episode, I wanted to say
“hi” to Mr. Miller’s class in North
Carolina, I heard you were finishing up your
unit on the American Revolution and used our
video in class.
That’s super awesome!
Stay curious and thanks for watching.
So that’s it for now, and we’ll see you
next week!
Who Invented Racing Stripes? | WheelHouse | Donut Media
Donut Media:
(engines roaring)
- Racing stripes are on anything
from badass performance cars,
this motorcycle I saw outside the office,
and this weird guitar I found online.
I mean look at this thing it looks fast,
and it's a guitar.
Stripes have become a
universal symbol for speed.
But why?
Where'd they come from?
And who was the first person to put
racing stripes on a race car?
I'm Nolan Sykes and this is Wheel House.
In the car world racing
stripes mean performance.
(tires screeching)
If you have racing stripes
painted onto your car,
you're tapping into a
decades-long tradition.
It's like getting an
Insane Clown Posse tattoo.
You're letting people know
you're about that life.
Mother (beep)er.
Even if you ironically
put stripes on a beater,
it's funny because we know stripes
are meant for a true sports car.
But why?
American car companies have been painting
stripes on their cars for decades.
They started it in the '60s,
because that's when stripes
started to mean fast.
Ford had solid stripes,
Chevy had little pin stripes
around their stripes,
and Dodge had stripes down the side.
Each company had their own little
twist on the racing stripe.
But this doesn't answer our question,
because stripes didn't
just appear over night.
So I looked to the car with the longest
history of racing
stripes I could think of.
The Shelby GT350.
The GT350 came out in 1965.
And besides it's otherworldly performance,
it's stand out feature were the blue
stripes over the white body.
When I saw that I thought stripes,
Shelby (clicks tongue) Ahh.
The Cobra!
I forgot about the Cobra.
I felt like an idiot.
Which wasn't new but,
(mouse clicks)
but it was a relief.
The Cobra predates the
Mustang by four years.
And as a car you can't even
imagine without stripes.
Surely, this must be the
first car with stripes!
But I go to look it up.
And guess what?
The first one didn't have stripes!
It didn't have stripes until 1965,
when the GT350 got stripes.
I don't know what's going on?
What happened in 1965?
(sighs)
Well I'll tell you.
Pete Brock happened.
The first Cobra was a cool race car.
But it was about as
aerodynamic as a brick.
So when Carroll Shelby took it to Le Mans,
he got destroyed down the long straights
by the sleeker Ferraris.
Shelby knew his next
car for the 1964 season
needed to be a coupe.
Pete Brock was the guy he chose
to design this Ferrari killer.
Brock had done such a good job,
that he was promoted to head
of special projects in 1965,
and that's the year he
decided to paint stripes.
There's no way this isn't
the guy who made the stripes.
Someone asked him,
Pete your blue stripes
you've changed cars forever,
how did you come up with such a simple
yet brilliant design?
"Well" he said, "I didn't."
What?
I thought we had it.
Brock gave credit to Briggs Cunningham,
another guy I've never heard of.
So who was Briggs Cunningham?
He was some guy obsessed
with motor sports.
Cunningham showed up to Le Mans in 1951
with two cars he designed himself.
They were called Cunningham C-2Rs.
As far as American cars go
the C-2Rs were revolutionary.
But Cunningham's longest
lasting legacy was in the paint.
The rules at the time said that every car
had to be painted that
team's national color.
And America's colors were
white and imperial blue.
Now normally teams would just paint
the body white and the frame blue.
But Briggs was a bit of a show boat.
He painted two blue stripes on top
of the white from front to back,
because he thought it looked cool.
And it did!
Fan's and teams alike couldn't stop
talking about Cunningham's cars.
They'd never seen anything like it.
This was the first time racing stripes
as we know them were
ever used in competition.
While all this was going on,
a young Pete Brock was reading about it.
And he saw that Cunningham was building
cars unlike anybody else.
A guy no one had ever heard of
was doing things that no
body thought he could.
I think that's pretty cool.
So Shelby's got their
stripes from Pete Brock,
a guy we've never heard of,
who's honoring Briggs Cunningham,
another guy we've never heard of.
And the Daytona, Cobra, and GT-350,
were all such truly dominant cars
that their stripes became
synonymous with performance.
Right now there are
hundreds of guys and gals
that you've never heard
of painting racing stripes
on their cars just like those other guys
you've never heard of.
I'm Nolan Sykes,
the guy you've never
heard of saying thanks
guys I've never heard of,
for everything.
Thanks for watching Wheel House,
remember to like, comment,
share and subscribe.
It really helps us out.
Ah we got a lot of new shows on Donut,
Monday is Wheel House with me.
Tuesday is Field Prep with Matt Field,
he's building a formula drift Corvette.
Wednesday is Science Garage with Bart.
It's prolly my favorite show right now.
Thursday is Up to Speed
with James Pumphrey,
tells you everything you needed to know
about your favorite cars.
Friday is The Bestest with Tony,
the top 10 countdown of
all the coolest stuff.
If you watch our channel everyday
I guarantee you're gonna know a lot more
about cars than when you started.
Bye.
2011 Toyota Tundra for Jesse from Seth of Handy Chevrolet
Handy Chevrolet:
Hey Jesse Seth here at Handy's we received
your request for the 2011 Tundra just want
to shoot you a quick walk around video go
over some special options on this truck just
so you can see it a little bit better as you
know it is a 2011 Tundra SR5 now a couple
additions to this truck it has the leather
seats and it has a power sliding rear window
which isn't in all the trucks but this one
just goes back and fourth its got the fog
lights the guy put a leveling truck thats
why it sits up a little but higher this truck
originated from Florida so it is very very
very clean its got the stainless steel running
boards there is also a extra leaf spring in
the back there is a fifth wheel in the back
as well he pulled a horse trailer a few times
a year which is why he put the extra leaf
spring in pray in bed liner and its got the
adjustable track system reese hitch with all
the wiring 18 inch wheels its got a trailer
brake installed already just shoot you a quick
shot of the interior here all your normal
features power windows power locks cruise
control and volume controls on the steering
wheel for the radio its a one owner clean
carfax 51,000 miles and in very good condition
so Jesse I want to invite you down to the
dealership take this down for a spin we would
love to make you an offer on your 2002 Tacoma
so give me a call 528-2121 or shoot me an
email thanks for watching
Huge September Savings! | Wynn Odom Ford
Wynn Odom Ford:
Hi folks! David Watson here with Wynn
Odom Ford!
We're closing September strong with some
huge savings we have 2017 Ford F-150 XLT
over $13,000 dollars off. 2017 Expedition
Limited over $11,000 off. 2017 Explorer
Limited over $8,000 off. 2017 Escape SE
over $5,000 dollars off. 2017 Taurus over
$7,000 off.
2017 Focus over $5,000 dollars off. 2017
Mustang GT over $5000 dollars off. Also
active duty or retired military, first
responders, Farm Bureau members and college
students can save even more! So hurry in
these deals end September 30th! The time
to save is now! You can call us at
252-566-3141 or visit
us online at wynnodom.com!
;)
Gov't says automaker should improve biz transparency to receive help
ARIRANG NEWS:
It's clear something must be done to normalize
General Motor's management in the nation.
Taking into account the impact of the U.S.
automaker's unilateral decision to shutdown
its Gunsan Plant... the trade minister emphasized
the need for GM Korea to improve transparency.
Kim Ji-yeon shares with us his remarks.
In a briefing held Monday, the Minister of
Trade, Industry and Energy, Paik Un-gyu said
GM Korea should submit a long-term proposal
to improve transparency of its business management
in the country, emphasizing that the company
should show its commitment to normalize its
business prior to asking the government for
support.
The minister added that any funds provided
to the carmaker would originate only within
WTO regulation, and with the purpose of preventing
the shut down of GM Korea's Gunsan plant,
one of four assembly plants the company has
in the country.
Paik also denied accusations that the government
had made promises to provide monetary support
when it required the automaker to submit a
proposal.
He also said he understands that, as a profit
seeking business entity,... the automaker
could ultimately decide to pull out of the
country,...resulting in an undesirable impact
on the local job market.
Considering such risk, Paik said the government
is willing to work with the automaker to improve
the situation.
One of the ways GM Korea could stay in business
is for the automaker to announce Korea as
the production allocation of its new crossover
vehicle model instead of other locations such
as Mexico.
But Paik says the option may not become a
deal-breaker just yet... since the company
seems to experience difficulties in making
a final decision that is dependent on the
outcome of NAFTA renegotiation talks.
If the automaker decides to start making the
model in its plants in Bupyeong and Changwon...
it's expected to able to produce about 500-thousand
units annually... that could help them avoid
the same fate of the Gunsan plant which is
to shut down in May... leading to massive
loss of workforce of around 2-thousand people.
Kim Ji-yeon, Arirang News.
The Duramax 2.8L Turbo - Diesel Insights
Duramaxtuner:
On Diesel Insights we're gonna take apart
the 2.8 Liter Duramax Turbocharger
and show you how it works.
(rock music)
Today we're gonna jump
on the 2.8 Liter Duramax.
This is kind of a switching gears
from our past videos over
the past couple weeks
about the LB7, LLY, LML Turbocharger.
We're gonna go on the little guy today.
And if you look at this
thing man it is tiny.
It's a 2.8 Liter engine;
makes about 180 horsepower
from the factory.
This is a Garret Turbocharger,
for the record it's called a GTV 1752 VKL,
and it's called a 52 because
on the compressor side we have a discharge
a back wall of 52 millimeters,
and that's gonna be there to
support that 180 horsepower.
(rock music)
The 2.8 Liter Duramax has
been a surprise winner for us.
Almost right out of the
gate, people started buying
these things in droves and tuning them.
It's turned into a performance truck.
A turbocharger this
small we're gonna expect
very quick spool-up, a good response,
and good control with that power level.
First thing I want to
draw your attention to,
is how little this inlet is.
It's a 35 millimeter inlet
on the exhaust there.
Downpipe, 47 millimeters.
So already you can tell we're playing
in the Little Leagues today, right?
On the compressor side,
there's a 37 mil inducer,
52 mil exducer, and on the
turbine side we got a 41 by 36.
So pretty well matched turbine.
On the turbine side,
we have a variable geometry setup.
It has vains that are controlled
by an external control module.
So, on the larger Dmaxes that
controller is integral to
the turbocharger on
this one it's external.
It's got an actuator and a rod.
And that rod'll fit on
here and actuate the veins.
I'm gonna give you a little
better view, over here.
So, here we have one that's been run hard.
I'm gonna take off this
cage around the vanes.
Now this cage is made
of Inconel, heavy piece.
There's the turbine itself
and here's the vanes
and there's 11 of 'em,
and they are controlled
by the actuator via that rod.
So, when you're pulling
away from a stoplight
you got the vanes close
to a hundred percent.
They'll be about 85 percent
under low load situations
to give you that good throttle
response, good takeoff.
And as the load and RPM come
up as you start to stand
on the throttle and the RPMs climb,
you'll see the vanes open
and increase the amount
of turbine gas flow.
Now if you have the
Tow/Haul button actuated,
you come to a stop and you
use that grade braking,
you use the compression braking,
those vanes'll close back up
and create a high pressure
situation in the exhaust manifold
and that's gonna give you
that compression braking
that extra braking to save on your brakes.
Kind of a neat setup.
As far as modifying these guys,
what we've tried a couple
larger compressor wheels,
we've gone to a 41 mil compressor,
which has netted us about an
extra 35 horsepower so far,
and then we have a 44 mil compressor,
which you see on here right now,
and that's a quite a
bit taller unit as well,
so we're hoping for big
things out of this one.
Further limitation is this turbocharger
has a very small exhaust
side, and on the cover
there's not a whole lot
of room for anti-surge.
As you start to go to those
bigger compressor wheels
you're gonna lose the
ability to control anti-surge
or to control surge and to really
keep drivability solid where it should be.
Hope you enjoyed this
episode of Diesel Insights,
I'm Nick Priegnitz.
If you like these videos
and you want to learn more,
check out the Diesel Tuner's
blog, dieseltunersblog.com.
(rock music)
How A Car's Cooling System Works
Repairs101:
Alright, today on Repairs101 I thought I�d
go over the basics of how your car�s cooling
system works.
So an engine�s primary function is to produce
power or motive force and one of the by products
it creates as a result is heat.
So the system developed to extract heat is
fairly simple. A fluid � mostly water � is
run through the passages and galleries in
the engine. Then when the fluid reaches temperature,
it�s released into the radiator. There it
exchanges heat with the relative wind from
forward momentum or by the air forced over
the radiator by a fan.
Now the heart and the brains of the cooling
system, respectively, are the water pump and
the thermostat.
The water pump is usually found on the front
of an engine, belt driven and used to circulate
coolant from the engine block to the radiator.
The thermostat is an automatic valve that
opens when the water inside the engine hits
a predetermined temperature. When it opens
the coolant flows until the fluid inside the
engine is cool enough to shut the thermostat
again.
Now the radiator is a fluid � air heat exchanger
that has tiny passages in it with large surface
areas exposed to the cool air.
You can test your cooling system by pressurizing
it cold with a pressure test kit. You can
see the fluid escaping as I release the pressure
� so never open a hot rad cap because the
heat tells you it�s under pressure.
Now the cap has two functions � one, to
seal the system so it will pressurize when
it�s heated - and two, to blow off excess
fluid due to thermal expansion when it becomes
over-pressurized.
In the old days the coolant would just dump
out onto the street. Modern designs will catch
the fluid from the overflow tube, and redirect
it into an expansion tank where it will be
collected and then drawn back into the system
as it cools off.
Alright thanks for watching and hey! Don�t
forget to subscribe!
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