See full version: 1950-1951 Studebaker
Public reaction is what matters in the auto industry, and "The Next Look" 1950 Studebaker, featuring the company's signature "bullet-nose" look for the first time, was a winner -- more popular than even the 1947. Sales began in August 1949, nearly a month ahead of other 1950 cars.
The bullet-nose idea had been on Bourke's drawing board since 1940-1941, when he first sketched several elements of the eventual 1950 Studebaker. Chief among them was a protruding nose with flanking pontoon fenders suggesting the front of an airplane.
Hundreds of dealers sent glowing telegrams describing announcement day: "Showroom crowded to capacity." "Public acceptance best ever." "Huge crowds, all agreed Studebaker still leads the way." "Showing a definite flop, showroom holds 100 people, needed room for 500!"
For example, the low-price Champion had arrived in spring 1939 with a lightweight L-head six of 164.3 cubic inches. This went to 169.6 cubic inches and 80 horsepower for 1941-49, then added five horsepower. The costlier Commanders used a larger six dating from Studebaker's 1932 Rockne. By 1949, this engine was up to 245.6 cubic inches and 100 horsepower.
This is about as good a summary as can be written about the final years of Barracuda production, though it is hard to say that the 1972-1974 models were “progressively” worse. Since those three year models were essentially the same car, it’s hard to say they were getting worse.
By 1974, the American car-buying public had already seen the beginning of the first oil crisis, and gas prices were rising faster than the fast rising insurance rates for performance cars. All these factors, combined with the fact that the pony cars and muscle cars lost a lot of power with new federal regulations that were put into place for the 1972 models, meant the extinction of many pony car models – Barracuda included.
When all was said and done in 1974, Barracuda had by far its worst sales years ever, and production was only 11,734, which also represented the lowest production number for any pony car. But all pony car models saw sales decreases, and the Barracuda’s cousin Dodge Challenger also disappeared by the end of the year – as did the AMC Javelin.
When the Barracuda and Challenger died, few mourned their passing. They had one great year (1970), one good one (1971) and three progressively lousier ones (1972-1974). But with the passage of time their unique personalities and legends would grow. No one could have predicted just how popular they would become decades after their demise.
In 1939, Kemp took over The Gidley Boat Company, located in Penetanguishene. Established in the 1890s by Henry E. Gidley (1864-1933), it had been a large and successful manufacturer of motor boats on Georgian Bay, but was left struggling after the Depression. Kemp maintained both plants, merging the businesses under the name of “Grew Boats Ltd.” Before long the company was working on military contracts, producing a variety of vessels, including 38’ Crash Boats and eight of the 112’ Fairmile patrol boats. After the war, Grew Boats returned to the building smaller pleasure craft. [links]
Kemp sold off the Penetang plant in 1950, along with the Grew name, to a group of investors from Toronto. The Jackson’s Point shop, which produced 14’-16’ wooden outboards, was split off as “The Bonnie Boat Company” and was soon sold to a different buyer. Under its new ownership, Grew Boats rode the post-war boom to great success, becoming one of Canada’s largest boat builders. A major re-fit of the factory was completed in 1957, with a variety of stock wooden boats being manufactured, including both inboards and outboards, as well as large cruisers. Grew’s did not design its own boats, however, but licensed models from American manufacturers.
Arthur Grew (1885-1952) opened a boathouse on Lake Simcoe at Jackson’s Point in 1907. Here he built canoes, rowboats and sailboats, some of which he hired out and others he would sell. Though relatively small, the business prospered for two decades until the Great Depression hit. In 1932, Toronto businessman Clarence A. Kemp (1893-1977) bought the business, but kept Grew and his employees on to build the boats as before, while he looked after financial matters. here
Production shifted to fiberglass boats, and in the 1970s a new, larger factory was built near the original one. At this time, Grew’s employed over 100 people. From the late 1970s, sales began to decline and the business eventually closed in 1989. The Grew brand was later resurrected, with boats being manufactured at a plant near Owen Sound, but this closed in 2011. here
Location/ Off site West Van [links]
Up for sale is a classic 1974 Grew 245. She is great condition not only for the age but the overall cleanliness stands out. Sitting on a dual axle Road Runner trailer and re-powered with a very clean and fresh water cooled Volvo 5.0 GXi engine. Fuel injected with an impressive 270 hp that make this Grew glide across the water. The well known deep V hull design of Grew boats add to a superior ride in the chop as well. Features a nice open cockpit, an outdoor cook station, and sink, 2015 Mercury 6hp kicker, a cabin to escape the elements and very nice brightwork. This is a great boat for commuting, island hopping, water sports, fishing, or even over nighting. Please email or call to view.