Vaga II YTB-374 - History

Vaga II YTB-374 - History

Vaga II

(YTB-374: dp. 320 (f.); 1. 102'0" b. 25'0", dr. 10'0"; cpl. 12; s. 12 k.; cl. Allaquippa)The second Vaga (YT-374) was laid down on 21
March 1944 at Port Arthur, Tex., by the Gulfport Boiler and Iron Works, under a contract from the General Motors Corp. launched on 6 May 1944, reclassified YTB-374 on 15 May 1944, and completed and delivered to the Navy on 31 May 1944.

Placed in service soon thereafter, Vaga was initially allocated to the 14th Naval District and proceeded to the Hawaiian Islands to perform tug and tow services and to provide waterfront fire protection at the important Pacific Fleet base at Pearl Harbor. Subsequently placed out of service, in reserve, at San Diego with the Pacific Reserve Fleet, in March 1946, Vaga remained inactive through the late 1950's.

Reactivated in January 1961 and reclassified YTM374 in February 1962, Vaga resumed her harbor tug duties at San Diego, Calif., with the service force of the Pacific Fleet. For the next decade, she operated out of that port until taken out of service and struck from the Navy list on 1 October 1972. She was sold in August 1973.


USS Indianapolis: Survivor Accounts From the Worst Sea Disaster in U.S. Naval History

Though Tony King is sharp and alert at the age of 94, a part of him is trapped forever in the summer of 1945.

He time-travels there when he speaks of it𠅎ven as he sits in a wheelchair near the lone window in his San Francisco apartment. King’s eyes mist over as he tells his story, and with his arms swimming in the sleeves of an old blue bathrobe, his hands draw pictures in the air.

He is young again. It has been days since his ship, USS Indianapolis, was sunk from under him, and he is among hundreds of sailors fighting for their lives in the center of the Philippine Sea. Hundreds have already died of wounds or dehydration. Now, among those still living, many are losing their minds.

“Men started getting ideas that the ship wasn’t far in the distance,” King says. “Promises of pretty girls carrying fresh buttermilk biscuits, or a cold drink just over the horizon. It wasn’t hard to be talked into things out there. So a group of us swam off, following the leader, not wanting to be left behind.”

Then King’s story pauses and his demeanor changes. He looks down at his lap, clearly reliving the nightmare as though it happened just moments before. “There were a lot of sharks,” he says, his voice nearly a whisper. “So many. I𠆝 see them swimming below me.”

King’s hand traces slow circles near his legs, describing the sharks’ menacing patrol. His eyes unfocus as he watches the scene play out, the predators still lurking just feet below him after all these years. His breathing shallows and tears stream down his tortured face.

“So many friends,” he finally says. “Gone.”

Tony King was one of the lucky ones. When he and nearly 1,200 USS Indianapolis crew members sailed from Mare Island, California, on July 16, 1945, no one aboard dreamed that in exactly two weeks they would be cast adrift while their beloved Indianapolis, the 5th Fleet flagship, lay at the bottom of the sea. Or that its sinking would precipitate the worst sea disaster in the U.S. Navy’s history.

No one dreamed that Indianapolis would be at sea at all, the war being almost over. On March 31, 1945, the eve of the Allied landing at Okinawa, a Japanese kamikaze struck Indy, killing nine sailors and sending the ship to Mare Island, California, for repairs. Most men thought that meant they𠆝 sit out the balance of the war. But Manhattan Project scientists had just completed the world’s first operational atomic bomb, and Lieutenant General Leslie Groves needed to move the uranium core of the weapon to within striking distance of Japan.

On July 15, Vice Admiral William Purnell summoned Indy’s skipper, Captain Charles B. McVay III. McVay was to speed highly classified cargo to Tinian Island in the northern Marianas, Purnell said. Neither McVay nor anyone aboard would be told the contents of the shipment, which consisted of two cylindrical containers and a large crate. The cargo would be accompanied by two Army officers and was to be kept under armed guard at all times.

Officers and members of the U.S.S. Indianapolis aboard the ship in the Philadelphia Navy Yard after commissioning ceremonies on November 15th, 1932. (Credit: Bettmann Archive/Getty Images)


Vargas' Early Professional Work

In May 1919, Alberto Vargas was painting in a store window, when a representative from the Ziegfeld Follies discovered him. The next day, Mr. Ziegfeld commissioned Vargas to paint watercolors of the 1919 stars of the Follies for the New Amsterdam Theater’s lobby he would paint for the Follies for the next 12 years.

Vargas’s father was a photographer, and Vargas was exposed early on to the airbrush, a method that allowed for improvements to photographs. During a trip to Switzerland, he stopped in Paris, where he found his great inspiration: Raphael Kirchner, whose technique influenced Vargas’s development as an artist.


XP-887: ED COLE’S CORPORATE COMPACT

To put this announcement in context, we need to step back about a decade to the development of what had previously been GM’s most complex and sophisticated small car: the Chevrolet Corvair. Shepherded by then Chevrolet general manager Edward N. Cole, the Corvair was a radically engineered compact featuring an air-cooled, rear-mounted aluminum engine swing-axle independent rear suspension and unit construction.

Some of the Corvair’s original technological ambitions had proved infeasible, but even in final form, the rear-engine compact was complex and expensive to build, which had prompted a last-minute cost-cutting program to bring the list price closer to more conventional rivals’. Despite those cuts, the Corvair didn’t sell as well as expected and some of the cost-reduction measures had exacerbated the design’s inherent tendency toward final oversteer. A series of accidents involving Corvairs resulted in lawsuits against GM, attracting unwelcome attention from consumer advocates like Ralph Nader.

Later iterations of the Corvair, although much improved, were overshadowed by Ford’s less-innovative but far more popular Mustang and the cheaper Chevy II, hastily rolled out in 1962 as a more conventional alternative to the Corvair. The second-generation Corvair was left to languish, finally expiring in 1969. Although it had sold almost 1.8 million units in 10 years, GM considered the Corvair something of an embarrassment, and for several years it became the corporate equivalent of an Orwellian “unperson,” officially forgotten.

The Corvair’s woes did not hamper the career of Ed Cole, who also had many other achievements to his credit, including the development of GM’s two most successful modern V8 engines. Cole was promoted to group VP of car and truck operations in November 1961, executive vice president in July 1965, and president and chief operating officer in October 1967.

Cole still had strong ideas about small car design, and as executive vice president and then as president, he had continued to pay close attention to compact car ideas being developed by the corporation’s central Engineering Staff. Some of those had involved rear engines and appear to have been conceived as at least nominal successors to the Corvair, although by early 1967, development and styling work was also being done on front-engine designs. Work on the last rear-engine concept, coded XP-892, continued until mid-1968, probably ending around the time the XP-887 project began. It seems safe to assume, therefore, that the XP-887 was developed with a great deal of Cole’s direct input.

Like the XP-892 and the earlier front-engine XP-873, the XP-887 was not born as a Chevrolet. Its initial engineering package was developed by the Engineering Staff while the initial styling direction was set by the corporate Advanced studio, then led by Clare MacKichan (a former Chevrolet chief stylist who had previously led the development of the Opel GT as chief designer for Opel in Germany) and directly supervised by Styling VP Bill Mitchell. We don’t know to what extent Chevrolet engineers and designers were even aware of the XP-887 project prior to Roche’s announcement during the tenure of general manager Pete Estes, Chevrolet had been pursuing its own plans for a subcompact, a smaller counterpart to the Chevy II/Nova powered by an all-new cast iron four.

According to John DeLorean, who took over as Chevrolet’s general manager in February 1969, the XP-887 was at a very nascent stage at the time of Roche’s speech. Most of the specifications, both technical and financial, were still essentially theoretical, created by extrapolating from various foreign-made subcompacts. This was more or less customary for corporate engineering projects in those days. The role of the Central Staff was not to develop production cars, but rather to come up with ideas and inventions that the divisions could then adapt for production. A variety of other, very successful products had originated in precisely that way, including the original Chevrolet Powerglide and Buick Dynaflow automatic transmissions.

However, in previous cases, the decision of whether or not to adopt a particular idea had usually rested with the divisions, subject to the ultimate financial oversight of GM corporate management. (The corporation would occasionally order multiple divisions to collaborate on a single project, but in this era, that was still the exception rather than the rule.) Furthermore, each division generally had a great deal of leeway when it came to adapting a particular concept to its own needs, facilities, and requirements, which is why different divisions’ versions of a particular invention or concept often differed significantly.

In this case, the corporation ordered Chevrolet to discard its own project — and canceled outright a similar one at Pontiac — in favor of the XP-887. Unsurprisingly, that order was greeted with considerable resentment from Chevrolet’s own engineering department, which was effectively told — by their former boss, no less — that their own work wasn’t good enough. Moreover, Roche’s announcement had publicly committed the division to building what had been conceived as basically a pie-in-the-sky advanced engineering project, the promised specifications of which would not be easily achieved.


Northrop Grumman Corporation

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Northrop Grumman Corporation, major American manufacturer specializing in defense and commercial aerospace, electronics, and information-technology products and services. The current company was formed in 1939 as Northrop Aircraft, Inc., and was renamed Northrop Corporation in 1958. Its present name was adopted in 1994 following the acquisition of Grumman Corporation. Headquarters are in Los Angeles.

Northrop Grumman served as the prime contractor for and currently maintains the B-2 stealth bomber fleet for the U.S. Air Force. It is also the prime contractor for the Joint Surveillance Target Attack Radar System (Joint STARS), an advanced airborne surveillance and target-acquisition system supplied to the U.S. Air Force and U.S. Army. The company makes military radar systems, including airborne fire-control and early-warning radars electronic countermeasures systems the E-2C Hawkeye early-warning aircraft and unmanned drone and decoy aircraft. It is a key supplier to Boeing Company’s military aircraft programs. Northrop Grumman is also a leading provider of airspace management systems, having produced civilian air traffic control systems for airports in countries around the world. Its wholly owned subsidiary Logicon, Inc., provides information-technology services to U.S. government agencies and commercial customers and management support for U.S. military weapons systems. Its Litton Sector (formerly Litton Industries) is the largest maker of nonnuclear ships for the U.S. Navy and designs, builds, and overhauls surface ships for government and commercial customers worldwide. It is also a major provider of defense and commercial electronics technology, components, and materials. In 2001 Northrop Grumman employed about 80,000 people, predominantly in the United States.

The early history of Northrop Grumman is closely tied to the career of the pioneering American aeronautical designer John Knudsen Northrop. After working as an engineer for various American aircraft makers, Northrop founded his first company, Avion Corporation, in 1928. A year later, lacking sufficient capital, he agreed to join Avion with United Aircraft and Transport Corporation (see Boeing Company), where it operated as a division under the name Northrop Aircraft Corporation. In 1932 an unfavourable business situation prompted John Northrop to break with United Aircraft and Transport and form Northrop Corporation, with Douglas Aircraft Company holding 51 percent of the stock. As part of Douglas, Northrop and his company built the Gamma and Delta series of single-engine, all-metal aircraft.

In 1937, following labour disputes, John Northrop parted with Douglas Aircraft. Douglas acquired the remaining shares of Northrop Corporation, dissolved the company, and operated its facilities as Douglas’s El Segundo (California) division. Two years later Northrop reestablished his company as Northrop Aircraft, Inc., which he directed until his retirement in 1952. During World War II he developed the radar-equipped, twin-engine P-61 Black Widow, the first American aircraft specifically designed as a night interceptor, and also subcontracted with other aircraft manufacturers in order to finance his experimental flying-wing bombers. After the war these were rejected in favour of more conventional designs, but Northrop’s wartime experiments with jet-powered flying bombs were continued throughout the 1950s, leading to the development of the Snark cruise missile.

In the 1950s Northrop Aircraft—which became Northrop Corporation in 1958—successfully applied the concept of low life-cycle cost to the development and marketing of the N-156 (first flown in 1959), a lightweight, supersonic jet fighter built for simple maintenance and economy of operation. As the T-38 Talon, it became a standard trainer for the U.S. Air Force, and in its F-5 Freedom Fighter and F-5E Tiger II versions it was sold around the world. While continuing to build accessories and subassemblies for other aerospace companies, Northrop also became the principal American manufacturer of pilotless target drones and a major supplier of guidance systems for tactical and strategic missiles. In 1981 it received a U.S. government contract to build the B-2 Spirit stealth bomber, based on John Northrop’s flying-wing concept. The B-2 was first flown in 1989 and entered operational service in 1993.

Northrop Grumman’s other line of heritage dates to 1929 when the American aeronautical engineer Leroy R. Grumman and two partners founded Grumman Aircraft Engineering Corporation. The company, which began by designing floats that allowed U.S. Navy land planes to function as seaplanes, grew to become a key supplier of aircraft for the Navy for the next half century. From the mid 1930s through World War II, Grumman’s increasingly capable radial piston-engine fighters, such as the F6F Hellcat, and torpedo bombers were the standard planes for U.S. aircraft carriers until supplemented by jets during the Korean War. No other aircraft manufacturer received more praise from the U.S. military during World War II.

In 1969 Grumman received a contract to build the carrier-based air-superiority fighter F-14 Tomcat. The twin-engine, variable-wing aircraft, which entered service in 1973, became the West’s most advanced and costliest fighter of the time. Other notable Grumman naval aircraft included the small, long-range, twin-engine A-6 Intruder jet attack aircraft (operational in 1963) and the twin-turboprop E-2 Hawkeye (1964), the first aircraft to be designed specifically for airborne early-warning surveillance. In the civil aviation sector, in response to the demand for turbine-powered executive transports, Grumman introduced the twin-turboprop G-159 Gulfstream I in 1958 and later developed it into a family of popular business jets. In 1978 the company sold its Gulfstream operation to American Jet Industries (now Gulfstream Aerospace, a subsidiary of General Dynamics Corporation). Grumman’s space activities derived from its design and construction of the Apollo Lunar Modules, the craft that carried American astronauts to the surface of the Moon.

Following a decline in aircraft projects beginning in the late 1980s, Grumman became the subject of takeover attempts by both Martin Marietta Corporation (see Lockheed Martin Corporation) and Northrop, the latter succeeding in 1994 with the formation of Northrop Grumman. Two years earlier Northrop had acquired 49 percent of the Vought Aircraft division of LTV (Ling-Temco-Vought) Corporation in 1994 it bought the remaining portion. In 1996 Northrop Grumman added the defense and electronics systems businesses of Westinghouse Electric Corporation to its assets, and a year later it acquired Logicon, Inc., a defense information-technology firm. In 2000 the company sold its commercial aerostructures business to the Carlyle Group in order to focus on its defense electronics and information-technology segments. It acquired Litton Industries (founded 1953) in 2001.


Vaga II YTB-374 - History

THE GRAND SLAM GROUP

The 379th Bomb Group WWII Association is organized to perpetuate the history the 379th Bomb Group (H) (WW II), to remember and honor the memory of lost comrades, and to educate present and future generations.

Activities include periodic reunions for its members, the designation and institution of permanent memorials that will retain a legacy and motivate future generations of Americans to safeguard its heritage to maintain contact with widows of veterans to educate through the association's Contrail's newsletter, the use of historical documents, pictures, books, video's, symposiums, meetings, and the website using individual stories towards achieving an understanding of the history of the 379th Bomb Group WWII to promote and add to the veterans oral histories program and the 379th artifacts at the Mighty 8th Air Force Museum for present and future generations to experience and interface with existing groups of the US Air Force to further advance our proud heritage.

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Attack on Vega II

"We interrupt your spectrum programming for urgent breaking news. We have just learned of a major Vanduul raid in the Vega system.

Details are still coming in, but we have received early comms indicating that the Navy border fleet is currently engaged with a massive Vanduul force outside of Aremis' orbit. No firm word yet on what could be heavy military and civilian losses.

To repeat, there has been a large-scale Vanduul incursion into the Vega System directly above Vega II. Not much is known at the moment we have been trying to establish contact with our local affiliate but have had no success so far. We suspect that the array grid has been severely damaged in the fight."
Beck Russum, The Empire Report, 2945-10-05 [1]

An emergency warning is transmitted to mobiGlases in New Corvo, Aremis - a basic non-flight advisory pending details. The civil defense sirens start up, then the attack begins. [2]

"Next thing I knew, I opened my eyes to find the city awash in flame and smoke. A body, charred beyond recognition, stared vacantly at me. As I pushed myself away, I realized that everything was muffled, like the world's volume had been turned down. I shakily got to my feet and turned to look at what had knocked me out. It was a crumpled Aurora, still smoldering from plasma blasts. I could taste ash in my throat. My eyes burned from the thick clouds of pulverized concrete and smoke as I stumbled down Mackelroy. With each step, the ringing in my ears subsided. I didn't know where I was going. Neither did anyone else. We were scattered. Crazed. Scared."
Sean Nazawa, Aremis Post: New Corvo in Ruins, 2945-10-06 [2]

Local law enforcement and private civilians battle above the city while others try to flee. Attacks occur planet-wide.

New Corvo police units on survivor escort duty usher civilians to Saint Aerik's Hospital, which by now is already overflowing. [2]

"People slumped on the floors, covered in dust and blood. Screams and sobs echoed over the shouts of medics and doctors as they struggled in the smoke to save lives. It was tough to tell who was dead and who wasn't."
. cont [2]

The 2nd Fleet mass above the planet, near the Vega-Virgil jump point. Commanded by Admiral Ernst Bishop, who has served along this front for some time, the group of ships includes a Bengal carrier, several destroyers and a handful of smaller capital ships.

Three hours later, the explosions subside. The main Vanduul force has been repelled and Admiral Bishop has won.

When morning comes, fires are still burning out of control. Comms are down.

Admiral Bishop, the "Hero of Vega", goes planetside to survey the destruction personally.

The UEE Disaster Response Team announcement outlines their protocol for contacting missing relatives. [2]

"They say it could have been worse. That if Admiral Bishop's fleet had not pushed the Vanduul back, the destruction would have been more severe. I don't know if I can believe that."
. cont [2]

Some in the UEE find the events surrounding the Attack on Vega II to be suspicious. [3]

In response to the attack, Admiral Ernst Bishop gave a speech during an emergency session of the UEE Senate, urging the UEE to stage a full war against the Vanduul. [4]


Facel Vega Facel II ‘Ex-Debbie Reynolds’ 1962

The great Debbie Reynolds was a special lady. Well known for her acting in movies like Singing in the Rain and the Unsinkable Molly Brown, she was among the most popular Hollywood stars of her time. With singing she had big success as well and in several movies she combined both talents. After growing up poor, her new fortune and fame helped her to step up the ladder quickly. As a respected member of the Rich & Famous she got herself a Facel Vega Facel II in 1963, which we offer for sale now.

The Facel II was Facel Vega’s best car in the eyes of Jean Daninos himself. Despite the company’s bankruptcy in 1964, due to the Facellia’s warranty issues, they kept building stunning grand tourers for the high society until the very last end. The Facel II was seen not just as the HK500’s successor, it was also capable to compete against two-seated GT’s like the Aston Martin DB4, Ferrari 250 GT and Mercedes-Benz 300 SL Gullwing. Against all odds, the Facel II was hard to beat. In zero to sixty mph sprints it was the quickest of them all. Only at higher speeds, up to 100mph the mentioned Ferrari was a bit faster in acceleration. All others had to let the Facel II go first. The last true Facel Vega went impressively fast in silence.

The look and feel were truly unique in the car world, American brute force with European handling and brakes were matched with an interior that was at least at the same level as British luxurious interiors were. When parked or when passing by everyone would notice its French elegance from every angle. If it wasn’t the Facellia that took down the company, the Facel II would have had a huge impact on the car world for a long time. At least it impressed famous people in time to order these last true Facel Vega’s. Tony Curtis, Ringo Starr, Count Volpi and Debbie Reynolds were among the few Facel II buyers.

Debbie Reynolds was a rising star in the 50’s and continued her fame and glory until her death in 2016. After her impressive Hollywood career in the 50’s and 60’s and her successes as a singer, she didn’t leave the spotlights. During the 70’s she got her own television show. Although it hit her own income she wasn’t afraid to make hard statements against the tobacco commercials on television and radio.

Besides her theatre performances and other side steps as an entrepreneur, she started to collect Hollywood memorabilia. Her best known item must have been Marilyn Monroe’s white dress, which was sold for 4.6 Million Dollar at auction to compensate financial setback for a museum that should have housed the Reynold’s collection. Younger generations will remember Debbie Reynolds for her role as the mother of Grace in the popular TV Series Will & Grace that was broadcasted in many countries. This was a great comeback which made many laugh out loud. Despite some personal and financial mishaps, Debbie Reynolds kept on going strong and spirited. Although Debbie seemed healthy, she died a day after her daughter Carrie had a deadly overdose. Todd Reynolds, Debbie’s son and brother of Carrie, later told that his mother didn’t want to leave Carrie alone and that her stroke might have been her way to stay with her.

Debbie sold the Facel II to Hollywood’s unsung director Charles “Chuck” Walters in 1975. Walters is known for being the director who made Hollywood dance during the golden age of Hollywood musicals. In one of Walter’s films, Debbie Reynolds convinced him of her abilities. In her role as (the unsinkable) Margaret “Molly” Brown, she paid tribute to the lady who had survived the Titanic, and who fought successfully for the rights of workers and women, and for education and literacy for children. Walter’s kept the Facel II in a small museum in Arkansas, until he passed away in 1982. With the car comes correspondence between Debbie and ‘Chuck’, in which Mrs. Reynolds states that she still misses the car, mostly because of her beauty.

The car was purchased by the American Facel specialist Roger Spaulding, who got the Facel II for his wife Karen. Karen at first was quite shocked that her beloved BMW was traded for the benefit of a good deal, but as soon as she saw the Facel II it was love at first sight. She kept the car until the late 90’s. Richard Kent Nystrom was a relative of Karen (and Roger) and he purchased the Facel Vega in 1999. Nystrom was a renowned Professor of Art History who collected and restored rare classic cars. The Facel II was partly restored and kept in his collection until after he passed away in 2003. And then the current owner got the car and finalized the restauration. For his own personal taste, the car was finished in dark blue instead of the original white. Although the smaller Facellias look great in white, the bigger Facels lack a bit of class when painted in the lightest colour. It was Debbie who made this car shine.

Only 180 examples of the handsome Facel II were ever made. This is a great opportunity to acquire a first series Facel II with a famous Hollywood star as first owner. The car comes with complete history and is in a great shape. The Facel II is among the most sought-after of all 1960s Grand Tourers. Not just because of the looks. It’s the performance as well. En route it will give many cars a hard time, while you cruise in style.

Specifications
355 hp
Ex-Debbie Reynolds
Complete history
Restored between 2009 – 2017
Chassis number HK2-A183 (83rd produced, 1st Serie Facel II)
Comes with some Debbie Reynolds memorabilia: letter to Charles Walters and black California license plate: DEB-000

Owners:
1963-1975 Debbie Reynolds (Hollywood Actress)
1975-1983 Charles Walters (Hollywood Director)
1983-1985 Charles Williamson (Friend of Charles Walters)
1985-1999 Karen Spaulding (wife of Roger Spaulding, Facel specialist)
1999-2003 Dr. Richard Kent Nystrom (Classic Car Collector)
2004-2009 Dhr. F. van Harten (Facel enthusiastic, private restorer)
2009-2019 Current owner


The Japanese had cleverly marked the bay with flags to demarcate the shooting range. That allowed them to destroy almost 20 amphibious tanks. They also installed barbed wire, machine gun emplacements and trenches. This greatly increased American casualties. Despite the casualties the Marines had taken the beachhead by nightfall. The Japanese responded by counter attacking at night which resulted in them losing many men.

On the 16th of June the 27th Infantry Division landed and pushed towards the airfield at As Lito. The Japanese responded by attacking at night once again producing results that forced Saito to abandon the airfield. The attack at As Lito came as a surprise to the Japanese high command as they expected attacks to be focused further south. On the 15th of June the Japanese attacked at the Philippine Sea. The battle resulted in huge losses for the Japanese as they lost 3 aircraft carriers and hundreds of planes. On July 7, some 4,000 Japanese troops, realizing they could not hold out much longer, mounted the largest banzai charge of the war. Virtually all the attackers were killed, but two battalions of the U.S. Army’s 105th Infantry Regiment, 27th Infantry Division, were also decimated.


Facel Vega Facel II, 1963

Facel Vega Facel II, year 1963. Colour Bleu Facel Irisé with a blue leather interior. This tremendous Facel II was extensively restored by Amicale Facel Holland. The automobile is in superb (excellent++) condition, near concours! This Facel II features the 6.2 Litre (383 cu.in.) Chrysler V8 engine, 3-speed automatic transmission (Torqueflite), power steering, power windows, Dunlop disc brakes all round, Powr-Lock limited slip differential, air conditioning, de luxe seat adjustment (optional when new!) and Borrani wire wheels.

Amicale Facel Holland purchased this automobile from the first owner in the year 2007. According to the history file the first owner bought the car directly from the factory in Paris. Being a diplomat in Spain he drove the Facel to his home in Madrid. As his work location changed to the United States he had the car shipped to New York. At least four times he shipped the Facel with vessel Queen Mary to the factory in Paris for service and repairs. The owner drove the Facel II almost daily until the mid 1990'ies and the car was serviced at a classic car company in his region. Then he had the automobile displayed in a classic car museum for some years.

Restoration:

As AFH purchased this Facel II the automobile was still in good and presentable condition. Still the decision was made to restore the automobile extensively. After the car was fully stripped the body was restored from the bare metal and the car was painted in it's original body colour again. The engine, gearbox, suspension and steering were overhauled to perfection. The electrical system was fully checked and renewed were necessary. Air condition was fitted using modern components and fitted in the original style. Some additional options were fitted like electric cooling fans in front of the radiator, micro-lock, brake fluid low level warning lamp and a hazard warning system.

This fine automobile was built with utmost care to immaculate perfection. A full photo reportage of the restoration is present. Since the restoration was finished (August 2009) the automobile has driven only 1500 kilometers. The car comes complete with the original tool kit, factory original wooden blocks(!) to secure the car on a slope, instruction manual, workshop manual and several Facel books.

The Facel Vega II is the follow-up to the legendary Facel Vega HK 500. The undercarriage of the Facel II is identical to it’s predecessor i.e. welded steel chassis, independent suspension with coil springs in the front, a live axle leaf spring system at the rear and disc brakes all round. The Facel II, however, is equipped with a more powerful Chrysler V8 motor (either a 6.2 Litre 390 pk or a 6.7 litre 400 pk). The 6.7 Litre motor of the Facel 11 has two four-barrel carburettors.

The body of the Facel II has little in common with it’s predecessor except for the fact that it’s appearance, like the HK 500, is stylish down to the last detail. The tail end and side window sections of the vehicle have the trademark "new edge" design which can be found in today’s concept vehicles from Ford and Cadillac a mixture of sharp angles and fluid curves.

The Facel II also has an ingeniously constructed panoramic windscreen and rear window with extraordinarily beautifully integrated indicator lamps set into the top flanks of the rear wings. The interior, like the HK 500 is majestic a beautiful mock walnut dashboard sloping gracefully away to it’s rounded corners, finely crafted handles and switches and sublimely comfortable leather seats. The Facel II also has many of the American novelties, which in the 60’s were simply well-built, robust and downright reliable pieces of equipment. The Facel II was an incredibly luxurious and expensive car of which only 183 were ever built. In 1962-'63 the Facel II was one of the fastest production line cars in the world, continuing the reputation the HK 500 had built for itself in the years before.

Technical data

6.2 litre V8 engine
carburettor(s): 1 Carter "fourbarrel" carburettor
capacity: 355 bhp. at 4800 rpm.
gearbox: 3-speed automatic (Torqueflite) or 4-speed manual gearbox
(Pont-a-Mousson)
top-speed: 220 km/h. (automatic), 240 km/h. (manual)
brakes: disc brakes all round
weight: 1800 kg.

Facel Vega history

The French company Facel (Forges et Ateliers de Construction due’s et Loir) was first established in 1938 as a manufacturer of stainless steel products for the aircraft industry. After the second world war Facel began constructing automobile bodies for Simca, Ford France and Panhard.
In those days, the company was under the leadership of Jean Daninos.
Jean Daninos had always dreamt of manufacturing his own design of super car the "Grand Routier" or in other words, a luxurious, comfortable and practical 4-person sports car. 1954 saw this dream become a reality with the introduction of the first ever Facel automobile onto the market, the Facel Vega FV1, equipped with a powerful and trustworthy American V8 Chrysler motor.

The addition of the Chrysler motor meant that Facel was one of the first manufacturers to combine European styled body work with a big reliable American V8.
The Facel Vega's were expensive and highly exclusive but they sold well, particularly amongst film stars and the rich and famous. With the passage of time the newer models became increasingly more expensive as extra improvements and features were introduced. At the end of the 1950’s, Facel had a motor designed specifically for use in a smaller model, the Facellia.
Unfortunately, these motors had so many teething problems that the huge amount of warranty claims they caused led the company into serious financial difficulties. The last ever models of the Facel line were fitted with Volvo P1800 (Facel III) and Austin Healey 150 pk six cylinder motors ( Facel 6). In 1964 this proud automobile finally went out of production.
Facel Vegas are cherished by enthusiasts all over the world to this very day. This extremely unique class of vehicle can easily be placed alongside classic makes such as Rolls-Royce, Bentley en Lagonda. Even though Facel did not manufacture it’s own motors, it is safe to say that the vehicle commonly known as the "Grand Routiers" of automobiles is of absolute top class and continues to leave a deep and lasting impression.


Watch the video: #Ep:374 #FSKarenHistory Mix ပဖ သရဖလသ