A Carter “Ball and Ball” carburetor fed an intake manifold incorporating a heat-riser for quicker warm-up and improved fuel economy. The PJE business coupe, a special fleet-market model with economy features, used a 3.7:1 ratio, plus lower compression (5.2:1) that reduced horsepower to 65. Today’s PJ owners prize this taller gearing for the more relaxed highway cruising it provides. In France, where they strike at the drop of a hat and you can’t fire anyone, meaning that hiring is also lower. The word “budget” originated from the Latin word “bulga,” meaning knapsack or pouch. On coupes, convertibles, and touring sedans, the dials were separated by three nickel-plated vertical bars, an accent repeated on the glovebox doors. Most all PJs were available with fender skirts, an electric clock in the glovebox door, spotlight, locking gas cap, right-side taillamp, metal spare-tire cover, wheel trim rings, and a range of hot-water heaters. All trim levels were available with pile or mohair upholstery. While hybrids may be the most efficient overall, they also tend to be expensive. However, they aren’t the only hybrid solution to the world’s energy problems — hydraulic hybrids can help too.

Salmonella germs cause a diarrheal illness that can be mild, severe or even life-threatening, especially in very young or very old people. He also did a bunch of things that made people believe that “Think different” was more of a life motto instead of a marketing slogan. Premium Bel Air models were equipped with all the extras, loaded to meet the demands of people who wanted a fancy Chevy. While the speed at which the drag becomes more of a fuel drain than the AC varies from car to car, in general you want to rely on windows for in-town driving and switch to the air conditioner when you hit the highway. As historian Jim Benjaminson noted in The Plymouth Bulletin: “The ’36 is looked upon by many as merely an updated version of the ’35 car. In reality, nothing could be further from the truth, as this car had a new frame, a new body, a refined transmission, an improved suspension, and a host of other refinements over the car it replaced.” It was also more advanced than the ’36 Chevy and Ford, yet didn’t look as new as it was.

And with leaders Ford and Chevrolet swapping places in the ’35 race — finishing one-two, respectively — Plymouth looked to have a shot at number two in 1936. That didn’t happen, even though Plymouths were substantially changed for the second straight year. It involved mounting the engine on three large rubber isolators, one in front and two on either side of the bellhousing at the second crossmember. The 1936 Plymouth frame was redesigned with half-inch deeper siderails (up to 5.5 inches), plus a straight front crossmember to replace the previous Y-brace, which allowed extending the X-member forward for greater torsional strength. Revised springs enhanced ride comfort for all passengers, and the front suspension added a transverse torsion bar that reduced body sway when cornering. Plymouth advertising continued to emphasize engineering in 1935. Said that year’s sales brochure: “Now a new twice-as-rigid frame, a new Sway Eliminator, a change of front shackles and the miracle has been surpassed. The Perfected Floating Ride.” Enthused an ad in the March 9 issue of Colliers: “Rough roads are made-to-order for this big, fast new Plymouth. You don’t have to stay on the concrete highways with the Floating Ride.” As with many other cars, the most popular ’35 Plymouths were the two- and four-door sedans, particularly the new DeLuxe touring models.

Sidemounts were available for selected models except the new touring sedans, which concealed the spare within their built-in trunks. The more-spartan Business models had a tan-painted dash and moldings, a black horn button, and nickel-plated metal knobs. In the center of the dash were controls for the choke, throttle, instrument lighting, and headlamps, arrayed in a square around the ashtray. Deluxe interiors were highlighted by a rich-looking woodgrain dash and window garnish moldings, plus knobs and horn button made of ivory-tone plastic. However, these same reasons apparently explain why GM offered its Dubonnet “Knee Action” ifs only on top-end Chevrolets and Pontiacs for a few years in the Thirties, while the costlier Oldsmobiles, Buicks, and Cadillacs got a superior double A-arm suspension. Though this change has never been fully explained to our knowledge, the likely reasons were cost, limited supplies of spring steel, and insufficient coil-spring manufacturing capacity. Despite its great success, the ’35 Plymouth was a “one-year wonder.” Plymouth had come from nowhere in the late Twenties to gain a firm hold on the number-three sales spot, but Chrysler was still gunning for the top. It’s also a great way for out-of-town attendants to meet everyone else before the Big Day.