Youtube comments of John D (@johnd8892).

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  266. G'day Ed. Some more information on the Australian connection. There was also a 1941 version of the Cadet shown in the linked vid. Not quite the Holden Cadet possible connection at 10:51, but the this 1941 car was how Holden came about as a reworking of this earlier 1941 small Chevrolet prototype as shown a bit later in this Holden Story.Made when some of the key people were alive to be interviewed : https://www.youtube.com/watch?v=XOCILCfDo5A&t=1365s Sir Lawrence Hartnett being so upset that GM did not make use of the body that Holden body builders had developed for the car that he resigned. He points of the Holden rejected design was a more modern looking car and Holden had experience knowing how body parts could be designed to reduce production costs. I think the later more complicated Cadet was not used for the Holden due to its higher cost suspension complications. The Holden looks to have used a very similar engine as the Cadet. The Holden motor being a 132 cu in (2,171 cc) GMH '132' straight 6 cylinder. It developed 60 hp. Possibly less than the Cadet to cope with the lower octane fuel in the immediate post war Australia. This "grey motor", as it was called remained the only Holden motor from the November 1948 launch until the last use in the EJ until 1963. Developed over time to produce 75 hp with a tiny engine size increase, higher compression and revised camshaft. 60 horsepower may not seem much now but very competitive at the time especially in Australia. One key advantage was the early use of light unitary construction resulting in a car of just 1010 kg. Much better power to weight than many cars that almost always used a body on frame construction. This was marketed by Holden as an Aerobuilt body to emphasise it was the way of the future. A rocket ship car compared to the previous top selling in Australia, the Austin A40 with 1.2 litres and just 40 hp and only around 50 kg lighter for a smaller car. The Holden was rapidly the best selling car in Australia until the mid 1980s with many months of waiting before your car was delivered for quite a few years. With this level of sales, Holden became the GM division with the highest profit margin for many years. So much that GM was worried that they were being too dominant in the pre 1960 Australian market with an estimated 50% market share for their products. Another discussion here was that the small 1941 Chevrolet was also a test to compare a 2.2 litre four with a 2.2 litre six of the same horsepower. The six cylinder version was better in so many ways that it was the smart choice for Australian conditions for Holden.
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  327. Or more likely a 1941 Chevrolet prototype as I pointed to in a vid I pointed to earlier : G'day Ed. Some more information on the Australian connection. There was also a 1941 version of the Cadet shown in the linked vid. Not quite the Holden Cadet possible connection at 10:51, but the this 1941 car was how Holden came about as a reworking of this earlier 1941 small Chevrolet prototype as shown a bit later in this Holden Story.Made when some of the key people were alive to be interviewed : https://www.youtube.com/watch?v=XOCILCfDo5A&t=1365s Sir Lawrence Hartnett being so upset that GM did not make use of the body that Holden body builders had developed for the car that he resigned. He points of the Holden rejected design was a more modern looking car and Holden had experience knowing how body parts could be designed to reduce production costs. I think the later more complicated Cadet was not used for the Holden due to its higher cost suspension complications. The Holden looks to have used a very similar engine as the Cadet. The Holden motor being a 132 cu in (2,171 cc) GMH '132' straight 6 cylinder. It developed 60 hp. Possibly less than the Cadet to cope with the lower octane fuel in the immediate post war Australia. This "grey motor", as it was called remained the only Holden motor from the November 1948 launch until the last use in the EJ until 1963. Developed over time to produce 75 hp with a tiny engine size increase, higher compression and revised camshaft. 60 horsepower may not seem much now but very competitive at the time especially in Australia. One key advantage was the early use of light unitary construction resulting in a car of just 1010 kg. Much better power to weight than many cars that almost always used a body on frame construction. This was marketed by Holden as an Aerobuilt body to emphasise it was the way of the future. A rocket ship car compared to the previous top selling in Australia, the Austin A40 with 1.2 litres and just 40 hp and only around 50 kg lighter for a smaller car. The Holden was rapidly the best selling car in Australia until the mid 1980s with many months of waiting before your car was delivered for quite a few years. With this level of sales, Holden became the GM division with the highest profit margin for many years. So much that GM was worried that they were being too dominant in the pre 1960 Australian market with an estimated 50% market share for their products. Another discussion here was that the small 1941 Chevrolet was also a test to compare a 2.2 litre four with a 2.2 litre six of the same horsepower. The six cylinder version was better in so many ways that it was the smart choice for Australian conditions for Holden.
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  600.  @scottpeacock5492  the examples I am thinking of were documented in UK rail history books in the 1950s. The Stanhope and Tyne was an example of early bankruptcy and closure of the biggest loss making sections. To quote Wikipedia about the 1840s bankruptcy : At the end of 1840 the company was unable to pay its debts, and the loss of the Tanfield Moor traffic emphasised the difficulty. As it was a partnership the partners were each liable for the debt without limit. The authorised capital of the company was £150,000 and loans to the extent of £440,000 had been taken, in violation of the terms of the deeds of the company. It had closed the Stanhope to Carr House section to save money, although it was obliged to continue the rental of the quarry and the wayleave fees for the line. On 29 December 1840 an extraordinary general meeting was held at which it was decided to promote a statutory company, with capital of £440,000, to take over the railway and its debts. On 5 February 1841 the Stanhope & Tyne Railroad company was dissolved, and its assets and debts transferred to a new company. The losses of the passenger function was especially commented on by the railway engineer. Better routes by competitors had the largest impact on a marginal operation. Other closures of minor companies with poor reasons to exist are buried in some of the detailed regional rail history books that people used to read. In the railway mania of the 1840s some railways failed before they even opened, since they did not attract enough smart money to proceed. Often a nice little earner from those disappearing with the limited funds raised unless they landed in prison. Trying to think if the "Railway King" George Hudson landed in prison.
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  742. The blue longer car looking like a Cadillac was a Holden Statesman. Up until the middle sixties Holden, Ford and Chrysler had available locally assembled versions of US full size cars, often from Canadian parts. Chevrolet Bel Air, Pontiac Laurentian and Parisienne, Ford Galaxy and Dodge Phoenix. As the US versions got harder to make in right hand drive the local companies developed there own larger looking luxury long wheelbase versions using the locally made cars as a base. First of these was the Ford Fairlane with the longer wheelbase of the station wagon floor pan, four headlight grille and longer back with different taillights. Usually V8 option chosen by richer buyers. Was very successful for Ford being much cheaper than a Galaxy and looking nearly as impressive. Heaps of Falcon parts used, but did not look like it to buyers. Ford eventually dropped the US sourced Galaxy and LTD models as the Fairlane take was much better. Holden and Chrysler also went this direction. The Statesman your saw was Holden's smart use of a few extra parts to cheaply make a more up market car. Worked well that even you thought it was a Cadillac, but a Cadillac here would cost you four times the price to import and convert, so very rare here new. Chrysler by Chrysler a similar idea but not quite as successful. All Chrysler production taken over by Mitsubishi around 1982 with the demand for Japanese smaller four cylinder cars. The few people here wanting a US car then largely went with the locally assembled Rambler Rebel and Matador or a local Javelin or AMX. Smallish numbers but much cheaper than a US import and local right hand drive conversion option. Eventually Toyota purchased the AMI factory in Port Melbourne that assembled Toyotas, Ramblers and Triumph cars. Soon it was making just Toyotas such was the demand for Toyotas.
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  1007. ,351 Cleveland from the 335 series Ford design. From Wikipedia In November 1971, Ford of Australia began to manufacture the 335-series V8 locally at the Geelong engine plant. They produced both the 351C-2V and 351C-4V engine along with a short stroke version displacing 302 cubic inches. These new locally built engines replaced the previously imported 302 Windsor and 351C from the USA. Initially, the cylinder blocks were imported from the USA, while the remaining parts were manufactured in Australia at the Geelong Ford Foundry. In 1973, Ford of Australia received word of the fact the Ford of USA was stopping production of the 351 Cleveland engine after the 1974 model year. As a result, Ford of Australia placed an order for approximately 60,000 engine blocks to act as a supply until Geelong could start producing its own engine blocks. In 1975 Geelong began production of its own engine blocks which it continued until December 1981. All engine blocks produced in Australia were the short deck 9.206" engine block. The last Australian Ford to receive a Cleveland V8 engine was a Ford XE Fairmont Ghia ESP sedan, Vehicle Identification Number JG32AR33633K built on 25 November 1982.[1] Ford Australia continued to make remnant stock of the 351C available in Bronco and F-series vehicles until August 1985. Australian-built 351 engines were also used by De Tomaso in Italy for the Pantera, Longchamp, and Deauville cars after American supplies had come to an end. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS (265 kW; 355 hp).[32] Unlikely to have a Windsor in this era car. Also very few know that the later exotic DeTomaso cars often came with a Geelong built engine. This helped the cars qualify for slightly less import duty due to Australian content.
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  1225. That was an earlier 1942 prototype. Earlier I wrote : G'day Ed. Some more information on the Australian connection. There was also a 1941 version of the Cadet shown in the linked vid. Not quite the Holden Cadet possible connection at 10:51, but the this 1941 car was how Holden came about as a reworking of this earlier 1941 small Chevrolet prototype as shown a bit later in this Holden Story.Made when some of the key people were alive to be interviewed : https://www.youtube.com/watch?v=XOCILCfDo5A&t=1365s Sir Lawrence Hartnett being so upset that GM did not make use of the body that Holden body builders had developed for the car that he resigned. He points of the Holden rejected design was a more modern looking car and Holden had experience knowing how body parts could be designed to reduce production costs. I think the later more complicated Cadet was not used for the Holden due to its higher cost suspension complications. The Holden looks to have used a very similar engine as the Cadet. The Holden motor being a 132 cu in (2,171 cc) GMH '132' straight 6 cylinder. It developed 60 hp. Possibly less than the Cadet to cope with the lower octane fuel in the immediate post war Australia. This "grey motor", as it was called remained the only Holden motor from the November 1948 launch until the last use in the EJ until 1963. Developed over time to produce 75 hp with a tiny engine size increase, higher compression and revised camshaft. 60 horsepower may not seem much now but very competitive at the time especially in Australia. One key advantage was the early use of light unitary construction resulting in a car of just 1010 kg. Much better power to weight than many cars that almost always used a body on frame construction. This was marketed by Holden as an Aerobuilt body to emphasise it was the way of the future. A rocket ship car compared to the previous top selling in Australia, the Austin A40 with 1.2 litres and just 40 hp and only around 50 kg lighter for a smaller car. The Holden was rapidly the best selling car in Australia until the mid 1980s with many months of waiting before your car was delivered for quite a few years. With this level of sales, Holden became the GM division with the highest profit margin for many years. So much that GM was worried that they were being too dominant in the pre 1960 Australian market with an estimated 50% market share for their products. Another discussion here was that the small 1941 Chevrolet was also a test to compare a 2.2 litre four with a 2.2 litre six of the same horsepower. The six cylinder version was better in so many ways that it was the smart choice for Australian conditions for Holden.
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  1530. Automatic licence conditions from VicRoads for Victoria copied just now : "If you pass your probationary drive test in a vehicle with an automatic transmission, you can only drive vehicles with an automatic transmission during your probationary period. This condition is displayed as an ‘A’ condition on the driver licence card. At the end of your probationary period, you can drive vehicles with a manual transmission without having to do another driving test provided the condition is not required due to a medical condition or impairment. If you are required to drive a vehicle with an automatic transmission due to a specific medical condition, the condition will apply regardless of whether you are a probationary driver or not. This condition will be displayed as a ‘V’ condition on your driver licence and/or learner permit card. Removing the A - Automatic transmission condition If you have a probationary licence with an ‘A’ automatic transmission condition, the only way you can have this condition removed is to pass the drive test in a vehicle with a manual transmission. When you have passed the drive test and paid the licence variation fee you will be issued with a replacement driver licence card that has the ‘A’ automatic condition removed." So in Victoria the restriction to Automatic restriction only just applies for the few years of the probationary period. I got my licence in an Automatic, but do not see any restrictions on my licence many years later and do not recall it when I first got my licence.
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