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		<title>This Model Also Had Quad Headlamps - Versionsgeschichte</title>
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		<title>JordanUit93197 am 31. Oktober 2025 um 13:34 Uhr</title>
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				<updated>2025-10-31T13:34:02Z</updated>
		
		<summary type="html">&lt;p&gt;&lt;/p&gt;
&lt;table class='diff diff-contentalign-left'&gt;
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			&lt;td colspan='2' style=&quot;background-color: white; color:black;&quot;&gt;← Nächstältere Version&lt;/td&gt;
			&lt;td colspan='2' style=&quot;background-color: white; color:black;&quot;&gt;Version vom 31. Oktober 2025, 13:34 Uhr&lt;/td&gt;
			&lt;/tr&gt;&lt;tr&gt;&lt;td colspan=&quot;2&quot; class=&quot;diff-lineno&quot;&gt;Zeile 1:&lt;/td&gt;
&lt;td colspan=&quot;2&quot; class=&quot;diff-lineno&quot;&gt;Zeile 1:&lt;/td&gt;&lt;/tr&gt;
&lt;tr&gt;&lt;td class='diff-marker'&gt;−&lt;/td&gt;&lt;td style=&quot;background: #ffa; color:black; font-size: smaller;&quot;&gt;&lt;div&gt;&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more than any of his contemporaries, Exner produced show cars bearing his personal stamp. Between 1951 and 1962, when he left the company, he successfully spun-off their ideas on numerous production models. It is generally conceded that by 1957 -- largely with design ideas evolved from his earlier show cars -- Exner's blend of extroverted innovation and classic-era hallmarks had the legs of everybody else in the industry, including Harley Earl's vaunted General Motors. Asked about his show cars by writer Michael Lamm in the early Seventies, Exner explained: &amp;quot;There was really only a single purpose in all of them, and that was to let the public know that Chrysler was thinking ahead as far as styling was concerned.&amp;quot; But in contrast to the contemporary specials from General Motors, for example, Exner's cars were always built with production requirements in mind.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;In my own conversations with Exner, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; [https://www.goodttsure.com/bbs/board.php?bo_table=free&amp;amp;wr_id=358882 goodttsure.com] &lt;/del&gt;he was almost wistful about this last point; he really did want Chrysler to build a sporting rival to the Corvette and Thunderbird. On at least three occasions he created show cars which could easily have been translated into production automobiles. One of these was his 1953-1954 series of Dodge Firearrows. Virgil Exner and Chrysler Corporation built three and one-half Firearrow show cars. Though it never saw production, it influenced the low-volume 1956 Dual-Ghia. The Firearrows followed a logical progression from dream car to producible vehicle. The first one-which we ought only to count as one-half-was a &amp;quot;buck&amp;quot; on a Dodge chassis. It didn't run and was really only one step up from a full-size clay model. Establishing a proportion Exner strove for, this 1953 Firearrow I was more than twice as wide as its body height at the cowl. It was the diametric opposite of typical mid-Fifties design. For more information on the 1953-1954 Firearrow, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; [http://gitea.dctpay.com/tomgriffie427 www.PrimeBoosts.com] &lt;/del&gt;continue on to the next page.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;For example, the concept of a &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.medcheck-up.com/?s=&lt;/del&gt;massive &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;massive] &lt;/del&gt;bumper/grille, flowing around at the sides, may have originated at the Kaiser-Frazer studios in the late 1940s, while the Firearrow's chrome exterior tailpipes were seen in almost the same place on Frank Spring's Hudson Italia, the first of which was built in mid-1953. On the latter they merely housed taillights; on the Firearrow they were fully functional. The full-perimeter bumper was painted metallic gray rather than chromed; the car itself was red metallic, with a yellow-buff leather interior piped in maroon. This model also had quad headlamps, possibly their first appearance on a show car. They first appeared in production on the 1957 Nash and Cadillac Eldorado Brougham. Mounted on a stock 119-inch Dodge Royal wheelbase, it was powered by a 250-horsepower Royal V-8 with Gyro-Torque Drive (Chrysler's famed M-6 Fluid Drive with torque converter). While its basic shape was unchanged from the Firearrow I, the quad headlights had disappeared, replaced by single lamps faired into pods at the front end, breaking up the full-perimeter bumper.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The grille and taillights were restyled and there were two rear deck hatches: one to hold luggage, another for the spare tire and fuel filler. Each was counter-balanced and spring-loaded to pop open when levers were pulled inside the driver's door. Other features attested to the Firearrow II's pure experimental nature: There were no door handles, no rearview mirrors, no side windows, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; Prime Boosts Reviews &lt;/del&gt;no top. Doors were opened by pressing a flat metal release bar at the top inner molding or, from the inside, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; Prime Boosts Official Website &lt;/del&gt;by pulling a knob that extended into the painted armrest support. The Firearrow II was painted pale yellow with a black central bar through the grille (similar to the 1953 Plymouth grille bar) and black bodyside molding; black leather adorned the &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.biggerpockets.com/search?utf8=%E2%9C%93&amp;amp;term=&lt;/del&gt;interior &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;interior]&lt;/del&gt;. The doors were similarly upholstered, and because of their deep curves they allowed generous armrests, which gave &amp;quot;a pronounced recessed effect to the cockpit sides,&amp;quot; according to Chrysler.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The dash contained full instrumentation, including tachometer, plus toggle lever controls and an aluminum-spoked steering wheel with a wooden rim. One novel feature of the dummy roadster was carried over to Firearrow II: a huge, one-piece, glass windshield. But whereas the mock-up's windshield had a thin frame and was carried in a grooved metal base affixed to the cowl, Firearrow II's was sunk into a deep &amp;quot;slot.&amp;quot; The glass you saw was only the tip of this glacial mass: There were 14 inches showing above the cowl and 24 inches sunk into the slot! For more information on the discovery of the 1953-1954 Firearrow, read on to the next page. I went from Chevys to Classics, like the Cadillac V-8, Cord 812 Sportsman, and '31 Duesenberg Rollston Victoria. Around 1971, I began to get interested in special-interest cars of the Fifties and Sixties. It was before their time. People would say, 'I can &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;see &lt;/del&gt;why you'd want one of those things -- but six?&amp;lt;br&amp;gt;&lt;/div&gt;&lt;/td&gt;&lt;td class='diff-marker'&gt;+&lt;/td&gt;&lt;td style=&quot;background: #cfc; color:black; font-size: smaller;&quot;&gt;&lt;div&gt;&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more than any of his contemporaries, Exner produced show cars bearing his personal stamp. Between 1951 and 1962, when he left the company, he successfully spun-off their ideas on numerous production models. It is generally conceded that by 1957 -- largely with design ideas evolved from his earlier show cars -- Exner's blend of extroverted innovation and classic-era hallmarks had the legs of everybody else in the industry, including Harley Earl's vaunted General Motors. Asked about his show cars by &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.brandsreviews.com/search?keyword=writer%20Michael &lt;/ins&gt;writer Michael&lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;] &lt;/ins&gt;Lamm in the early Seventies, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; Learn more &lt;/ins&gt;Exner explained: &amp;quot;There was really only a single purpose in all of them, and that was to let the public know that Chrysler was thinking ahead as far as styling was concerned.&amp;quot; But in contrast to the contemporary specials from General Motors, for example, Exner's cars were always built with production requirements in mind.&amp;lt;br&amp;gt; &amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;In my own conversations with Exner, he was almost wistful about this last point; he really did want Chrysler to build a sporting rival to the Corvette and Thunderbird. On at least three occasions he created show cars which could easily have been translated into production automobiles. One of these was his 1953-1954 series of Dodge Firearrows. Virgil Exner and Chrysler Corporation built three and one-half Firearrow show cars. Though it never saw production, it influenced the low-volume 1956 Dual-Ghia. The Firearrows followed a logical progression from dream car to producible vehicle. The first one-which we ought only to count as one-half-was a &amp;quot;buck&amp;quot; on a Dodge chassis. It didn't run and was really only one step up from a full-size clay model. Establishing a proportion Exner strove for, this 1953 Firearrow I was more than twice as wide as its body height at the cowl. It was the diametric opposite of typical mid-Fifties design. For more information on the 1953-1954 Firearrow, continue on to the next page.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;For example, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; Prime Boosts &lt;/ins&gt;the concept of a massive bumper/grille, flowing around at the sides, may have originated at the Kaiser-Frazer studios in the late 1940s, while the Firearrow's chrome exterior tailpipes were seen in almost the same place on Frank Spring's Hudson Italia, the first of which was built in mid-1953. On the latter they merely housed taillights; on the Firearrow they were fully functional. The full-perimeter bumper was painted metallic gray rather than chromed; the car itself was red metallic, with a yellow-buff leather interior piped in maroon. &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;[https://wiki.novaverseonline.com/index.php/User:JulietBivins7 &lt;/ins&gt;This &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;product] &lt;/ins&gt;model also had quad headlamps, possibly their first appearance on a show car. They first appeared in production on the 1957 Nash and Cadillac Eldorado Brougham. Mounted on a stock 119-inch Dodge Royal wheelbase, it was powered by a 250-horsepower Royal V-8 with Gyro-Torque Drive (Chrysler's famed M-6 Fluid Drive with torque converter). While its basic shape was unchanged from the Firearrow I, the quad headlights had disappeared, replaced by single lamps faired into pods at the front end, breaking up the full-perimeter bumper.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The grille and taillights were restyled and there were two rear deck hatches: &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; [https://se.mathematik.uni-marburg.de/swt/ws23/aurelioloehr04 se.mathematik.uni-marburg.de] &lt;/ins&gt;one to hold luggage, another for the spare tire and fuel filler. Each was counter-balanced and spring-loaded to pop open when levers were pulled inside the driver's door. Other features attested to the Firearrow II's pure experimental nature: There were no door handles, no rearview mirrors, no side windows, no top. Doors were opened by pressing a flat metal release bar at the top inner molding or, from the inside, by pulling a knob that extended into the painted armrest support. The Firearrow II was painted pale yellow with a black central bar through the grille (similar to the 1953 Plymouth grille bar) and black bodyside molding; black leather adorned the interior. The doors were similarly upholstered, and because of their deep curves they allowed generous armrests, which gave &amp;quot;a pronounced recessed effect to the cockpit sides,&amp;quot; according to Chrysler.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The dash contained full instrumentation, including tachometer, plus toggle lever controls and an aluminum-spoked steering wheel with a wooden rim. One novel feature of the dummy roadster was carried over to Firearrow II: a huge, one-piece, glass windshield. But whereas the mock-up's windshield had a thin frame and was carried in a grooved metal base affixed to the cowl, Firearrow II's was sunk into a deep &amp;quot;slot.&amp;quot; The glass you saw was only the tip of this glacial mass: There were 14 inches showing above the cowl and 24 inches sunk into the slot! For more information on the discovery of the 1953-1954 Firearrow, read on to the next page. I went from Chevys to Classics, like the Cadillac V-8, Cord 812 Sportsman, and '31 Duesenberg Rollston Victoria. Around 1971, I began to get interested in special-interest cars of the Fifties and Sixties. It was before their time. People would say, 'I can &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;[https://print-n-tees.com/blog/another-blog-post See details] &lt;/ins&gt;why you'd want one of those things -- but six?&amp;lt;br&amp;gt;&lt;/div&gt;&lt;/td&gt;&lt;/tr&gt;
&lt;/table&gt;</summary>
		<author><name>JordanUit93197</name></author>	</entry>

	<entry>
		<id>http://www.vokipedia.de/index.php?title=This_Model_Also_Had_Quad_Headlamps&amp;diff=153112&amp;oldid=prev</id>
		<title>ConcettaAragon3 am 26. September 2025 um 11:40 Uhr</title>
		<link rel="alternate" type="text/html" href="http://www.vokipedia.de/index.php?title=This_Model_Also_Had_Quad_Headlamps&amp;diff=153112&amp;oldid=prev"/>
				<updated>2025-09-26T11:40:08Z</updated>
		
		<summary type="html">&lt;p&gt;&lt;/p&gt;
&lt;table class='diff diff-contentalign-left'&gt;
				&lt;col class='diff-marker' /&gt;
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			&lt;td colspan='2' style=&quot;background-color: white; color:black;&quot;&gt;← Nächstältere Version&lt;/td&gt;
			&lt;td colspan='2' style=&quot;background-color: white; color:black;&quot;&gt;Version vom 26. September 2025, 11:40 Uhr&lt;/td&gt;
			&lt;/tr&gt;&lt;tr&gt;&lt;td colspan=&quot;2&quot; class=&quot;diff-lineno&quot;&gt;Zeile 1:&lt;/td&gt;
&lt;td colspan=&quot;2&quot; class=&quot;diff-lineno&quot;&gt;Zeile 1:&lt;/td&gt;&lt;/tr&gt;
&lt;tr&gt;&lt;td class='diff-marker'&gt;−&lt;/td&gt;&lt;td style=&quot;background: #ffa; color:black; font-size: smaller;&quot;&gt;&lt;div&gt;&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more than any of his contemporaries, Exner produced show cars bearing his personal stamp. Between 1951 and 1962, when he left the company, he successfully spun-off their ideas on numerous production models. It is generally conceded that by 1957 -- largely with design ideas evolved from his earlier show cars -- Exner's blend of extroverted innovation and classic-era hallmarks had the legs of everybody else in the industry, including Harley Earl's vaunted General Motors. Asked about his show cars by writer Michael Lamm in the early Seventies, Exner explained: &amp;quot;There was really only a single purpose in all of them, and that was to let the public know that Chrysler was thinking ahead as far as styling was concerned.&amp;quot; But in contrast to the contemporary specials from General Motors, for example, Exner's cars were always built with production requirements in mind.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;In my own conversations with Exner, he was almost wistful about this last point; he really did want Chrysler to build a sporting rival to the Corvette and Thunderbird. On at least three occasions he created show cars which could easily have been translated into production automobiles. One of these was his 1953-1954 series of Dodge Firearrows. Virgil Exner and Chrysler Corporation built three and one-half Firearrow show cars. Though it never saw production, it influenced the low-volume 1956 Dual-Ghia. The Firearrows followed a logical progression from dream car to producible vehicle. The first one-which we ought only to count as one-half-was a &amp;quot;buck&amp;quot; on a Dodge chassis. It didn't run and was really only one step up from a full-size clay model. Establishing a proportion Exner strove for, this 1953 Firearrow I was more than twice as wide as its body height at the cowl. It was the diametric opposite of typical mid-Fifties design. For more information on the 1953-1954 Firearrow, continue on to the next page.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;For example, the concept of a massive bumper/grille, flowing around at the sides, may have originated at the Kaiser-Frazer studios in the late 1940s, while the Firearrow's chrome exterior tailpipes were seen in almost the same place on Frank Spring's Hudson Italia, the first of which was built in mid-1953. On the latter they merely housed taillights; on the Firearrow they were fully functional. The full-perimeter bumper was painted metallic gray rather than chromed; the car itself was red metallic, with a yellow-buff leather interior piped in maroon. This model also had quad headlamps, possibly their first appearance on a show car. They first appeared in production on the 1957 Nash and Cadillac Eldorado Brougham. Mounted on a stock 119-inch Dodge Royal wheelbase, it was powered by a 250-horsepower Royal V-8 with Gyro-Torque Drive (Chrysler's famed M-6 Fluid Drive with torque converter). While its basic shape was unchanged from the Firearrow I, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; Titan Rise Male Enhancement &lt;/del&gt;the quad headlights had disappeared, replaced by single lamps faired into pods at the front end, breaking up the full-perimeter bumper.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The grille and taillights were restyled and there were two rear deck hatches: one to hold luggage, another for the spare tire and fuel filler. Each was counter-balanced and spring-loaded to pop open when levers were pulled inside the driver's door. Other features attested to the Firearrow II's pure experimental nature: There were no door handles, no rearview mirrors, no side windows, no top. Doors were opened by pressing a flat metal release bar at the top inner molding or, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; [https://malaysia.royaloceantravel.com/3-best-nature-weekend-tour-in-japan/ Titan Rise Experience] &lt;/del&gt;from the inside, by pulling a knob that extended into the painted armrest support. The Firearrow II was painted pale yellow with a black central bar through the grille (similar to the 1953 Plymouth grille bar) and black bodyside molding; black leather adorned the interior. The doors were similarly upholstered, and because of their deep curves they allowed generous armrests, which gave &amp;quot;a pronounced recessed effect to the cockpit sides,&amp;quot; according to Chrysler.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The dash contained full instrumentation, including tachometer, plus toggle lever controls and an aluminum-spoked steering wheel with a wooden rim. One novel feature of the dummy roadster was carried over to Firearrow II: a huge, one-piece, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.blogrollcenter.com/?s=glass%20windshield &lt;/del&gt;glass windshield&lt;del class=&quot;diffchange diffchange-inline&quot;&gt;]&lt;/del&gt;. But whereas the mock-up's windshield had a thin frame and was carried in a grooved metal base affixed to the cowl, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt;[http://dig.ccmixter.org/search?searchp=Firearrow%20II%27s &lt;/del&gt;Firearrow II's&lt;del class=&quot;diffchange diffchange-inline&quot;&gt;] &lt;/del&gt;was sunk into a deep &amp;quot;slot.&amp;quot; The glass you saw was only the tip of this glacial mass: There were 14 inches showing above the cowl and 24 inches sunk into the slot! For more information on the discovery of the 1953-1954 Firearrow, read on to the next page. I went from Chevys to Classics, like the Cadillac V-8, Cord 812 Sportsman, and '31 Duesenberg Rollston Victoria. Around 1971, &lt;del class=&quot;diffchange diffchange-inline&quot;&gt; [http://bwiki.dirkmeyer.info/index.php?title=Benutzer:LidaGoodchild Titan Rise Male Enhancement] &lt;/del&gt;I began to get interested in special-interest cars of the Fifties and Sixties. It was before their time. People would say, 'I can see why you'd want one of those things -- but six?&amp;lt;br&amp;gt;&lt;/div&gt;&lt;/td&gt;&lt;td class='diff-marker'&gt;+&lt;/td&gt;&lt;td style=&quot;background: #cfc; color:black; font-size: smaller;&quot;&gt;&lt;div&gt;&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more than any of his contemporaries, Exner produced show cars bearing his personal stamp. Between 1951 and 1962, when he left the company, he successfully spun-off their ideas on numerous production models. It is generally conceded that by 1957 -- largely with design ideas evolved from his earlier show cars -- Exner's blend of extroverted innovation and classic-era hallmarks had the legs of everybody else in the industry, including Harley Earl's vaunted General Motors. Asked about his show cars by writer Michael Lamm in the early Seventies, Exner explained: &amp;quot;There was really only a single purpose in all of them, and that was to let the public know that Chrysler was thinking ahead as far as styling was concerned.&amp;quot; But in contrast to the contemporary specials from General Motors, for example, Exner's cars were always built with production requirements in mind.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;In my own conversations with Exner, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; [https://www.goodttsure.com/bbs/board.php?bo_table=free&amp;amp;wr_id=358882 goodttsure.com] &lt;/ins&gt;he was almost wistful about this last point; he really did want Chrysler to build a sporting rival to the Corvette and Thunderbird. On at least three occasions he created show cars which could easily have been translated into production automobiles. One of these was his 1953-1954 series of Dodge Firearrows. Virgil Exner and Chrysler Corporation built three and one-half Firearrow show cars. Though it never saw production, it influenced the low-volume 1956 Dual-Ghia. The Firearrows followed a logical progression from dream car to producible vehicle. The first one-which we ought only to count as one-half-was a &amp;quot;buck&amp;quot; on a Dodge chassis. It didn't run and was really only one step up from a full-size clay model. Establishing a proportion Exner strove for, this 1953 Firearrow I was more than twice as wide as its body height at the cowl. It was the diametric opposite of typical mid-Fifties design. For more information on the 1953-1954 Firearrow, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; [http://gitea.dctpay.com/tomgriffie427 www.PrimeBoosts.com] &lt;/ins&gt;continue on to the next page.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;For example, the concept of a &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.medcheck-up.com/?s=&lt;/ins&gt;massive &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;massive] &lt;/ins&gt;bumper/grille, flowing around at the sides, may have originated at the Kaiser-Frazer studios in the late 1940s, while the Firearrow's chrome exterior tailpipes were seen in almost the same place on Frank Spring's Hudson Italia, the first of which was built in mid-1953. On the latter they merely housed taillights; on the Firearrow they were fully functional. The full-perimeter bumper was painted metallic gray rather than chromed; the car itself was red metallic, with a yellow-buff leather interior piped in maroon. This model also had quad headlamps, possibly their first appearance on a show car. They first appeared in production on the 1957 Nash and Cadillac Eldorado Brougham. Mounted on a stock 119-inch Dodge Royal wheelbase, it was powered by a 250-horsepower Royal V-8 with Gyro-Torque Drive (Chrysler's famed M-6 Fluid Drive with torque converter). While its basic shape was unchanged from the Firearrow I, the quad headlights had disappeared, replaced by single lamps faired into pods at the front end, breaking up the full-perimeter bumper.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The grille and taillights were restyled and there were two rear deck hatches: one to hold luggage, another for the spare tire and fuel filler. Each was counter-balanced and spring-loaded to pop open when levers were pulled inside the driver's door. Other features attested to the Firearrow II's pure experimental nature: There were no door handles, no rearview mirrors, no side windows, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; Prime Boosts Reviews &lt;/ins&gt;no top. Doors were opened by pressing a flat metal release bar at the top inner molding or, from the inside, &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt; Prime Boosts Official Website &lt;/ins&gt;by pulling a knob that extended into the painted armrest support. The Firearrow II was painted pale yellow with a black central bar through the grille (similar to the 1953 Plymouth grille bar) and black bodyside molding; black leather adorned the &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;[https://www.biggerpockets.com/search?utf8=%E2%9C%93&amp;amp;term=&lt;/ins&gt;interior &lt;ins class=&quot;diffchange diffchange-inline&quot;&gt;interior]&lt;/ins&gt;. The doors were similarly upholstered, and because of their deep curves they allowed generous armrests, which gave &amp;quot;a pronounced recessed effect to the cockpit sides,&amp;quot; according to Chrysler.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The dash contained full instrumentation, including tachometer, plus toggle lever controls and an aluminum-spoked steering wheel with a wooden rim. One novel feature of the dummy roadster was carried over to Firearrow II: a huge, one-piece, glass windshield. But whereas the mock-up's windshield had a thin frame and was carried in a grooved metal base affixed to the cowl, Firearrow II's was sunk into a deep &amp;quot;slot.&amp;quot; The glass you saw was only the tip of this glacial mass: There were 14 inches showing above the cowl and 24 inches sunk into the slot! For more information on the discovery of the 1953-1954 Firearrow, read on to the next page. I went from Chevys to Classics, like the Cadillac V-8, Cord 812 Sportsman, and '31 Duesenberg Rollston Victoria. Around 1971, I began to get interested in special-interest cars of the Fifties and Sixties. It was before their time. People would say, 'I can see why you'd want one of those things -- but six?&amp;lt;br&amp;gt;&lt;/div&gt;&lt;/td&gt;&lt;/tr&gt;
&lt;/table&gt;</summary>
		<author><name>ConcettaAragon3</name></author>	</entry>

	<entry>
		<id>http://www.vokipedia.de/index.php?title=This_Model_Also_Had_Quad_Headlamps&amp;diff=96189&amp;oldid=prev</id>
		<title>Alison8223: Die Seite wurde neu angelegt: „&lt;br&gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more th…“</title>
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				<updated>2025-08-11T20:21:15Z</updated>
		
		<summary type="html">&lt;p&gt;Die Seite wurde neu angelegt: „&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more th…“&lt;/p&gt;
&lt;p&gt;&lt;b&gt;Neue Seite&lt;/b&gt;&lt;/p&gt;&lt;div&gt;&amp;lt;br&amp;gt;Among American car designers, the name Virgil Exner remains prominent nearly two decades since his death in 1973. More than most stylists, probably more than any of his contemporaries, Exner produced show cars bearing his personal stamp. Between 1951 and 1962, when he left the company, he successfully spun-off their ideas on numerous production models. It is generally conceded that by 1957 -- largely with design ideas evolved from his earlier show cars -- Exner's blend of extroverted innovation and classic-era hallmarks had the legs of everybody else in the industry, including Harley Earl's vaunted General Motors. Asked about his show cars by writer Michael Lamm in the early Seventies, Exner explained: &amp;quot;There was really only a single purpose in all of them, and that was to let the public know that Chrysler was thinking ahead as far as styling was concerned.&amp;quot; But in contrast to the contemporary specials from General Motors, for example, Exner's cars were always built with production requirements in mind.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;In my own conversations with Exner, he was almost wistful about this last point; he really did want Chrysler to build a sporting rival to the Corvette and Thunderbird. On at least three occasions he created show cars which could easily have been translated into production automobiles. One of these was his 1953-1954 series of Dodge Firearrows. Virgil Exner and Chrysler Corporation built three and one-half Firearrow show cars. Though it never saw production, it influenced the low-volume 1956 Dual-Ghia. The Firearrows followed a logical progression from dream car to producible vehicle. The first one-which we ought only to count as one-half-was a &amp;quot;buck&amp;quot; on a Dodge chassis. It didn't run and was really only one step up from a full-size clay model. Establishing a proportion Exner strove for, this 1953 Firearrow I was more than twice as wide as its body height at the cowl. It was the diametric opposite of typical mid-Fifties design. For more information on the 1953-1954 Firearrow, continue on to the next page.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;For example, the concept of a massive bumper/grille, flowing around at the sides, may have originated at the Kaiser-Frazer studios in the late 1940s, while the Firearrow's chrome exterior tailpipes were seen in almost the same place on Frank Spring's Hudson Italia, the first of which was built in mid-1953. On the latter they merely housed taillights; on the Firearrow they were fully functional. The full-perimeter bumper was painted metallic gray rather than chromed; the car itself was red metallic, with a yellow-buff leather interior piped in maroon. This model also had quad headlamps, possibly their first appearance on a show car. They first appeared in production on the 1957 Nash and Cadillac Eldorado Brougham. Mounted on a stock 119-inch Dodge Royal wheelbase, it was powered by a 250-horsepower Royal V-8 with Gyro-Torque Drive (Chrysler's famed M-6 Fluid Drive with torque converter). While its basic shape was unchanged from the Firearrow I,  Titan Rise Male Enhancement the quad headlights had disappeared, replaced by single lamps faired into pods at the front end, breaking up the full-perimeter bumper.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The grille and taillights were restyled and there were two rear deck hatches: one to hold luggage, another for the spare tire and fuel filler. Each was counter-balanced and spring-loaded to pop open when levers were pulled inside the driver's door. Other features attested to the Firearrow II's pure experimental nature: There were no door handles, no rearview mirrors, no side windows, no top. Doors were opened by pressing a flat metal release bar at the top inner molding or,  [https://malaysia.royaloceantravel.com/3-best-nature-weekend-tour-in-japan/ Titan Rise Experience] from the inside, by pulling a knob that extended into the painted armrest support. The Firearrow II was painted pale yellow with a black central bar through the grille (similar to the 1953 Plymouth grille bar) and black bodyside molding; black leather adorned the interior. The doors were similarly upholstered, and because of their deep curves they allowed generous armrests, which gave &amp;quot;a pronounced recessed effect to the cockpit sides,&amp;quot; according to Chrysler.&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;&amp;lt;br&amp;gt;The dash contained full instrumentation, including tachometer, plus toggle lever controls and an aluminum-spoked steering wheel with a wooden rim. One novel feature of the dummy roadster was carried over to Firearrow II: a huge, one-piece, [https://www.blogrollcenter.com/?s=glass%20windshield glass windshield]. But whereas the mock-up's windshield had a thin frame and was carried in a grooved metal base affixed to the cowl, [http://dig.ccmixter.org/search?searchp=Firearrow%20II%27s Firearrow II's] was sunk into a deep &amp;quot;slot.&amp;quot; The glass you saw was only the tip of this glacial mass: There were 14 inches showing above the cowl and 24 inches sunk into the slot! For more information on the discovery of the 1953-1954 Firearrow, read on to the next page. I went from Chevys to Classics, like the Cadillac V-8, Cord 812 Sportsman, and '31 Duesenberg Rollston Victoria. Around 1971,  [http://bwiki.dirkmeyer.info/index.php?title=Benutzer:LidaGoodchild Titan Rise Male Enhancement] I began to get interested in special-interest cars of the Fifties and Sixties. It was before their time. People would say, 'I can see why you'd want one of those things -- but six?&amp;lt;br&amp;gt;&lt;/div&gt;</summary>
		<author><name>Alison8223</name></author>	</entry>

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