henry j kaiser car

This is the kind of car that even 10-year-old boys being taken for privileged rides in the 1950s could pinpoint as awful.

Kaiser took the leftover 1953 Manhattans, replaced the front end sheet metal and the tail light assemblies, repainted them, and marketed them as the 1954 Special — a Manhattan at the price of a Special, though not as attractive as the hot new 1954s. The same factors that were slowing business for Kaiser were also hitting small automakers such as Hudson and Nash (which merged into AMC in 1954), Studebaker, and Packard.

More will be told on the fate of these cars later...The company continued to make an effort, moving into new territory in a final attempt to garner attention and sales. The manual choke would, in time, be replaced with an automatic one. Production of the Kaiser Special rose considerably, passing 90,000 cars, while production of the more expensive Kaiser Custom fell to just over a thousand.

Both Henry J. Kaiser, a California-based industrialist and Joseph W. Frazer, CEO of Graham-Paige, wanted to get into the automobile business and pooled their resources and talents to do so. A padded dashboard was added to Deluxe, for protection in an accident.

The wheelbase was extended to 123.5 inches, with the overall length growing by nearly ten inches to 206.5 inches. Kaiser may well have compared Jeep’s relatively unique position to the increasing competition from GM, Ford, and Chrysler, and assumed it would provide a good fallback and source of cash. Kaiser-Frazer Henry J. Dodge Bros. bought tthe company in 1925-26; in 1930, after Chrysler purchased Dodge Brothers, the Graham name was dropped from the trucks. This financing specified various particulars of the vehicle. These were essentially 1954 Kaiser Manhattans with a small styling change in the hood scoop (the photo below shows a 1955 model with the 1954 scoop — the new scoops were delivered to Kaiser-Frazer would commit to design a vehicle that in its base form retailed (including federal tax and retail delivery preparation charge) for no more than To accomplish this, the Henry J was designed to carry the fewest possible components, and built from the fewest parts. The Kaiser boasted between-the-wheel seating, wide wheel rims, a low center of gravity, a large luggage compartment, curved wraparound bumpers, dual horns, twin sun visors, automatic dome lights, and large, hydraulic self-centering brakes. Kaiser cars were now available with a McCulloch (now Paxton) centrifugal supercharger, standard on the Manhattan; it took the old 226 cid “Super Sonic Six” into new territory with 140 horsepower, a very impressive number for the time — one which matched the 1954 Dodge “Red Ram” V8. The tire well was now below the trunk floor, for more convenient cargo carrying.Also introduced in 1951 was the Henry J, named for Henry Kaiser. It is unknown the outcome of the suit and in the end, the car was named after Kaiser.

The Kaiser radiator grille was a mixture of vertical and horizontal blades (not unusual for the period) with rectangular parking lamps placed outside the grille work, under the headlamps; the Frazer had a similar front, but with just horizontal blades and other changes, keeping the wraparound bumpers.

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