1948 Tucker 48

Though only 51 examples were ever produced, the work of Preston Tucker has firmly cemented itself in history and established a legacy that resounds with automotive enthusiasts from all corners of the world. After the close of the Second World War, Tucker began work on a new breed of automobiles that would become an engineering marvel and a masterpiece of design.

The Genesis

When World War II ended, a unique opportunity presented itself which allowed newcomers the opportunity to gain a foothold in the cut-throat automobile industry. The government had frozen the sale of consumer vehicles on January 1st, 1942, to divert resources towards war materiel production. When civilian automobile production resumed after the war, established automakers hastily re-introduced mildly updated pre-war products to meet demand. Studebaker was the first to introduce an all-new postwar model, and most manufacturers would introduce their all-new products before the close of the decade. Small automakers like Tucker could develop new cars faster than large legacy automakers, allowing them to establish a presence within the industry.

Preston Thomas Tucker

Preston Tucker was a veteran of the automobile industry, having worked as an office boy for the Cadillac Motor Company, later on the Ford Motor Company assembly line, and eventually sold Studebakers. He was a gifted salesman, selling Stutz automobiles for Ivor Schmidt and later became general sales manager for the John T. Fisher Motor Company selling Chryslers. In 1933, he moved to Buffalo, New York, to become regional sales manager for Pierce-Arrow automobiles. Two years later, he moved back to Detroit, Michigan, and worked as a Dodge salesman for Cass Motor Sales.

Tucker's passion for motorsports led him to Harry Miller, maker of more Indianapolis 500-winning engines than any other during this period. Although successful in motorsports, Miller could not outrun the effects of the Great Depression. When Miller declared bankruptcy in 1933, Tucker persuaded him to join him in building race cars, forming 'Miller and Tucker, Inc.' in 1935. Met with both failure and success, the Miller and Tucker, Inc. venture continued until Miller's death in 1943.

Tucker's vast experience in the automobile industry, helped along by his outgoing personality and his involvement at Indianapolis, allowed him to meet many influential and talented people, including the Chevrolet brothers and chief mechanic/engineer John Eddie Offutt, who would later help Tucker develop and build the first prototype of the Tucker 48. While selling Studebakers, Tucker had met Michael Dulian, another salesman, who would become sales manager for the Tucker Corporation.

Tucker designed a power-operated gun turret, known as the 'Tucker Turret,' which was initially produced at his Ypsilanti Machine and Tool Company, operating out of a remodeled barn on his property. Unfortunately for Tucker, his patent and royalty rights were confiscated by the United States. Through lawsuits, Tucker spent years trying to recoup royalties for the use of his patents on the turret.

The Tucker Aviation Corporation (Tucker's first corporation) was formed in 1940 and also operated at his shop behind his Michigan home. With financial backing through stock certificates, Tucker developed the design for a fighter aircraft, the Tucker XP-57. It caught the interest of the United States Army Air Corps (USAAC), and a single prototype was started, however development was slowed due to financial problems, and eventually, the contract lapsed. Andrew Jackson Higgins of Higgins Industries acquired Tucker Aviation Corporation in March 1942.

The Tucker Corporation

The December 1946 issue of Science Illustrated magazine showed an early Tucker rendering of a design proposal created by George Lawson. There was a photo of a 1/8 scale model blown up to appear full-sized, titled the 'Torpedo on Wheels'. Well received by the motoring public, stylist Alex Tremulius was hired by Tucker on December 24, 1946, to complete the prototype design. Tremulius was given six days to finalize the design; Tremulis's preliminary design was approved on December 31, 1946.

The Tucker automobile was initially to be called the 'Tucker Torpedo,' but this was quickly changed due to the horrors it conjured of World War II. Instead, it was called the 'Tucker 48.'

During March of 1947, Tucker displayed Tremulis's design sketch in a full-page advertisement in many national newspapers claiming, 'How 15 years of testing produced the car of the year'. A second advertisement described many of the prototype features of the car, many of which would not make it to the final design.

Before the design was finalized, Tucker hired the J. Gordon Lippincott design firm of New York to create an alternate design for the body. Only the horizontal taillight bar designs and front end were used for the final car.

Dodge Chicago Aircraft Engine Plant

The Dodge Chicago Aircraft Engine Plant was the largest factory building in the world, and had been used to build the Wright R-3350 Cyclone engines for B-29 Superfortress aircraft during WWII. Tucker and his colleagues obtained the factory from the War Assets Administration with the goal of producing the Tucker automobile under a single roof. The remaining space was intended to be filled by other Tucker ventures, including contracts with the United States Air Force.

Needless to say, the lease was expensive, and Tucker needed to raise $15 million in capital by March 1947. This was accomplished by selling dealership rights and floating a $20 million stock issue through the Chicago brokerage firm Floyd D. Cerf. By 1947, the Tucker Corporation had over $17 million in the bank, and although that was enough to satisfy the lease, Tucker was not able to move in until September 1947 due to disputes and counter-claims over the plant between the Lustron Corporation and Tucker.

Development of the car was ongoing at Tucker's Michigan machine shop, but the delayed move to the factory meant that Tucker was nearly a year behind his intended schedule. Tucker encountered another delay when the WAA rejected his bids to obtain two steel mills to provide raw materials for his cars.

Intended and Actual Production

Tucker estimated that the factory and his workforce could produce - and the market could sustain - 60,000 cars per year. During the first four months, production was anticipated to reach 140 units per day, growing to 300 units per day in the months that followed. Including the prototypes, total production fell far short of those lofty goals, with just 51 examples built before the company was forced to declare bankruptcy and cease all operations on March 3, 1949. A total of 58 frames and bodies were built at the factory. Thirty-six sedans were finished before the factory closed; after the closure but before the liquidation of his assets, Tucker and a small number of employees assembled an additional 14 sedans, for a total of 50. A 51st car was partially completed. At least two (chassis number 1052 and 1057) were not completed at the Tucker factory and are not technically considered one of the original 51 cars. Chassis #1052 was completed in 2015 using parts collected over many years, including the front sheet metal sourced from Tucker #1018. Chassis #1057 was a prototype being worked on by Alex Tremulis for the 1949 model year and was one of eight incomplete body shells (believed to be #1051–1058) left on the assembly line at the time the Tucker plant was closed. In 2010, #1057 was converted into a convertible.

Each Tucker automobile that was built was unique, essentially a 'prototype' that explored engineering concepts and design features.

The first Tucker prototype sedan produced was known as the 'Tin Goose,' and was first shown to the public on June 19th, 1947.

The Tucker 48 Mechanical Specification

The Tucker sedan was futuristic, daring, and sophisticated. Safety and innovation were prominent themes throughout the vehicle, using an unconventional rear engine, rear-wheel drive configuration, and a third, centrally located directional headlamp that would activate at steering angles of greater than 10 degrees.

Safety

The Tucker rested on a perimeter frame and had a wheelbase size of 128 inches, a length of 219 inches, a width of 79 inches, and stood 60 inches tall. The perimeter frame and a roll bar integrated into the roof provided crash protection. The transmission and engine were mounted on a separate subframe, secured by six bolts. Tucker envisioned complete engine swaps taking less than an hour, with the entire drive train being lowered and removed within minutes.

The windshield was built of shatterproof glass and designed to pop out in a collision. The steering box was positioned behind the front axle to protect the driver in a front-end accident (one of Preston Tucker's patents was for a collapsible steering column design). The steering columns were donated by Ford and were sourced from the 1941 Lincoln. The center-mounted headlight moved with the steering wheel, providing light in the direction the vehicle would be traveling. The door releases and interiors were from the Lincoln Zephyr.

Crash Chamber

The Tucker 'crash chamber' was a padded area ahead of the passenger seat, occupying the location traditionally used by the glove box. This area was designed as a safe, protected area that front-seat passengers could use in the event of an accident. The Tucker did have a glove box, located on the front door panels.

The Tucker had a padded dashboard for safety, devoid of protruding buttons and gauges. All controls and the instrument panels were grouped around the steering wheel, within easy reach of the driver.

The front and rear seats could be interchanged which aided in the reduction of wear.

Discarded Innovation

The Tucker was given many innovative features, but many were attempted or tested and discarded due to complexity, development time, or costs. Among the list of abandoned innovations were disc brakes, self-sealing tubeless tires, magnesium wheels, and a direct-drive torque converter transmission.

Suspension

The unique design and configuration of the Tucker required a simiarly unique suspension setup. Problems with stiffness, front-wheel corner lift, and weakness were encountered before a suitable solution was found.

The test bed and the prototype Tucker used a double-rubber disc-type setup, similar to Harry Miller's race cars. This setup was unable to sustain the loads of a passenger car. The rear rubber torsion tube suspension design on chassis number 1001 and 1002 was very stiff and suffered from severe toe-in during heavy braking. Additionally, the rear wheels could not be removed without removing the suspension, fender, and rear wheel arch fender design. Beginning with chassis number 1003, a new fender shape was used to allow easy tire changes. Chassis number 1003 to 1025 were given a rubber sandwich-type suspension with a rubber block sandwiched between the upper and lower A-arms. Beginning with chassis number 1026, a modified version of the rubber torsion tube was used.

Engines

589 Cubic-Inch Flat-6

Working with Ben Parsons, then owner and president of the Fuelcharger Corporation, a 589 cubic-inch flat-6 cylinder engine was developed and intended to develop nearly 200 horsepower and 450 lb-ft of torque at only 1800 RPM. It had fuel injection, hemispherical combustion chambers, and overhead valves operated by oil pressure (rather than a camshaft). Each valve was designed to receive appropriately timed direct oil pressure at proper intervals via an oil pressure distributor positioned in line with the ignition distributor. The pistons were built of aluminum and magnesium castings with steel-plated cylinder linings.

Six prototype 589 CID engines were built, but were only installed in the test chassis and the first prototype. The engine was extremely loud, and the high-voltage starter required the use of outside power to get the engine started. The high oil pressure required a 24-volt electrical system and up to 60 volts to get it started. Instead of the promised 150 hp, the engine produced approximately 88 hp. The valve train did not work properly at lower RPMs, as the oil pressure required to maintain valve function was not achieved until the engine was operating at higher RPMs.

The Franklin O-335 Engine

The 589 cubic-inch engine was innovative, but its numerous shortcomings sent Tucker seeking alternatives. Nearly a year had been wasted on the 589 CID engine, another setback for the young company. A solution was not easily forthcoming due to the rear engine configuration and size of the engine bay. A Lycoming aircraft engine was attempted, but it was too big and did not fit. A 6 ALV 335 Franklin helicopter engine (flat-6, air-cooled, Franklin O-335 made by Air Cooled Motors) fit, and its output exceeded 150 horsepower (at 166 hp). Tucker purchased four engines at $5,000 each, and numerous modifications were required to adapt the aircraft engine for road-going purposes. For unknown reasons, the air-cooled 334 CID engine was converted to water cooling.

The engine required extensive modifications, but it was a workable solution, so Tucker acquired Air Cooled Motors for $1.8 million. Tucker canceled all of the company's aircraft contracts, redirecting all available resources to the production of automotive engines. This was, perhaps, a poor decision as the company forfeited substantial income from the 65% of post-war U.S. aviation engine production contracts it held.

The Franklin O-335 engine was installed horizontally with its driveshaft pointed forward, towards the front of the car.

Transmission

Cord Transmission

With the engine located at the rear, an unconventional transmission was needed. A workable solution was found using the Pre-Selector (Bendix 'Electric Hand' electro-vacuum shifting mechanism) unit that had been installed in the front-engine/front-wheel drive Cord 810/812. The 4-speed transmission had a reputation for being faulty, but it was a quick solution, designed to point forward towards the front of the car. Installed in the Tucker, it succeeded in getting the cars built and on the road, but quickly proved unable to cope with the power and torque of the O-335 engine. Nevertheless, it worked and had a reverse gear. After searching junkyards and used car dealers, a total of 22 used transmissions were found. They were brought to the Ypsilanti Machine And Tool Company, where they were refurbished and mated to the O-335. Around 18 of the 22 Cord transmissions were usable and installed in production Tucker vehicles.

Ypsilanti Y-1 Transmission

The Cord transmission had weak gear-teeth, lacked adequate lubrication, and the main shaft often warped under load. Only 22 used examples had been found, a far cry from the planned production of 60,000 cars a year. A suitable alternative was desperately needed.

The Ypsilanti Machine and Tool Company was tasked with redesigning the Cord transmission for mass production. Tucker and his engineers used the same basic indirect transmission design but with a lengthened case, stronger gears, and all-new shafts and electro-vacuum controls. It used the Bendix-designed electric vacuum shift mechanism but without mechanical linkage to the steering column shift lever.

Dubbed the Tucker Y-1 (for Ypsilanti-1), it was installed in a few Tuckers. Had Tucker production succeeded in greater quantities, these transmissions would have required further development as they suffered from vacuum leaks and electrical connection issues.

Tuckermatic Drive Transmission

When the Cord Pre-Selector and the Ypsilanti Y-1 transmissions failed, Tucker enlisted Warren Rice to aid in designing a solution. Mr. Rice was the creator of the Buick Dynaflow transmission, and the solution he designed to cope with the Franklin O-335's power and torque was a unique continuously variable transmission called the 'Tuckermatic.' It had 27 basic moving parts, a single rear-mounted torque converter, and a variable pitch torque converter that allowed a continuously variable drive ratio with two forward gears and a single reverse gear. Since no lower gear selections were necessary, a multi-gated selector was not needed.

A single Tucker (chassis #1026) survives with the Tuckermatic installed. Its Tuckermatic R-1-2 unit is one of three different versions of the Tuckermatic made, the R-1, R-1-2, and R-3 (R for Warren Rice, its designer). The first version, the R-1, was not installed on any of the final cars since it required the engine to be off in order to select a gear. The R-1-2 was improved by adding a layshaft brake to allow gear selection while the engine was running. This version was installed on cars #1026 and 1042 only. The R-3 version had further improvements, including a centrifugal clutch to help shift between forward and reverse even further, but it was never installed in any of the final cars.

Because the two torque converters on the Tuckermatic made the engine/transmission unit longer, the fuel tank in the Tucker '48 had to be relocated from behind the rear seat to in front of the dashboard for all Tuckers from car #1026 forward, even though only two of them actually had the Tuckermatic installed. The vehicle's weight distribution, however, improved.

Chassis number 1026 was a pivotal car in Tucker's suspension configuration, as it was the first to use a modified version of the rubber torsion tube with the tone-in braking problem corrected. Chassis #1025 and prior used mechanical linkage for the Cyclops eye; chassis #1026 and beyond used a new cable-operated system.

Chassis #0142 was also fitted with the special Tuckermatic transmission, but it was destroyed numerous years ago.

Color

Exterior Paint Color Codes

100: Black

200: Waltz Blue

300: Green

400: Beige

500: Grey (Silver)

600: Maroon

Interior Trim Color Codes

900: Green

920: Blue

940: Beige

Introduction

The Tucker 48 made its world premiere on June 19, 1947, and over 3,000 people were in attendance at the factory in Chicago for the unveiling of the first prototype. Lofty promises had been made, and millions of dollars were invested. Many of the era's greatest engineers and designers had lent their talents in creating the Tucker, and the endless list of problems encountered during development had been corrected. It was not enough; not enough development time and not enough money. The night before the debut, the prototype's independent suspension arms snapped under the car's weight. Repairs were made, and the car made its debut on time, but under the spotlight, it was clearly evident that the Tucker was not ready for production.

The experimental 589 engine required the use of outside power to get the engine to start. Tucker's solution was to keep the engine running during the entire event. This may have worked had the engine been quiet. Instead, it was extremely loud. Tucker's solution was to have the band play as loud as possible.

The public and journalist's first impression of the Tucker was negative, and its reputation suffered. When the final design was in place, Tucker was able to repair the reputation by showing them in towns across the country. Several cars were brought brought to the Indianapolis Motor Speedway where they were put through a series of endurance testing. Chassis number 1027 was traveling 95 miles per hour when it crashed and rolled three times. The windshield popped out as designed, and the driver (Eddie Offutt) was able to walk away from the crash. A damaged tire was replaced and the car was started and driven off the track, proving to be both safe and durable.

Demise of the Tucker Automobile

Preston Tucker had raised $17 million in a stock issue. When more funds were needed, he sold dealerships and distributorships throughout the country. Additional funds were raised through the Tucker Accessories Program, where prospective buyers could purchase accessories to secure a spot on the Tucker waiting list. The list of accessories included a radio, luggage, and seat covers for their Tucker automobile. The Accessories Program raised an additional $2 million.

Veterans of World War II were given preference on the waiting list; non-veterans were given a much lower priority. The Accessories Program guaranteed a spot on the Tucker dealer waiting list for a Tucker 48 car. The U.S. Securities and Exchange Commission and the United States Attorney investigated this concept, and although all charges were eventually dropped, the company executives were indicted.

Production delays, numerous problems throughout development, a lack of raw materials from a failed bid to obtain two steel mills, a poor public debut, negative publicity, and indictments led to the quick demise of the Tucker automobile.

Soon after the Tucker automobiles began rolling off the assembly line in the spring of 1948, the Securities and Exchange Commission began investigating the allegations of mail fraud and other violations. The negative publicity sent the stock plummeting and the facility was forced to close.

by Dan Vaughan

Sedan

The only American car that received more publicity than the Kaiser in the post-World War II years was the Tucker Torpedo. Preston Tucker was determined to build a new car with more forward-looking features - 'the first completely new car in fifty years as the Tucker brochures stated. At his side, the flamboyant Tucker had Alex Tremulis, the renowned auto stylist who had learned his craft from E.L. Cord. The original design for the new car featured a center-placed steering wheel and front fenders that would turn with the wheels. In the original design, the car used a horizontally opposed engine with hydraulically actuated valves, and an integrated crankshaft driving an automatic transmission. This engine could not be made functional in time for production, so a Franklin helicopter engine, modified from air to liquid cooling, was used to drive a redesigned Cord front-wheel drive transmission replacing the Tuckermatic (which was not developed in time to be installed in the production Tuckers).

In place of the moving front fenders, Tucker installed a third headlight that turned with the steering wheel. The 'Cyclops Eye' headlight was just one of the several safety features that were placed in the tucker. The dash area was padded, the windshields could be popped out, and all controls were grouped in front of the driver. The area ahead of the front seat, called the Safety Chamber, was a large carpeted box that the driver and front-seat occupants could drop into if a crash was imminent. Tucker had considered safety belts, but they were abandoned because designers felt that they might imply his car was unsafe. The disc brakes planned for the car were abandoned because of cost, but the car retained the all-independent suspension and tubular shocks. Though not built with uni-body construction like Hudson, the Tucker had a step-down passenger compartment, which gave the car a very low center of gravity. This, in turn, allowed the 4200-pound car to handle surprisingly well.

by SDAM

Sedan
Chassis number: 1001

This is Tucker #1001, the first car off the prototype production line. It was the current owner's second Tucker, purchased in 1973 at the urging of his brother. This car utilizes the Tucker Y-1 transmission, a Tucker-modified Cord 810/812 front-wheel drive unit.

It also features the rubber torsion tube suspension, which was plagued by severe toe-in during braking. It is painted in its original Tucker maroon 600 color scheme.

After chassis number 1003, the rear fenders were changed to allow wheel removal, while the suspension was converted to a rubber sandwich-style arrangement.

by AACA

Sedan
Chassis number: 1034
Engine number: 33541

This Tucker, #34 of only 51 produced, sold for $2,450. It was originally titled to Samuel L. Winternitz & Co. of Chicago, IL, and was used as one of ten promotional cars that traveled the U.S. It was sold to Joy Brothers Motors of St. Paul, MN, for $1,800 on November 14, 1950, with only 339 miles on it. It was stored at the dealership for 18 years before being sold for $6,500 in 1968. The present owners purchased the car in 1985 when it only had 2,500 miles on it. It is presently driven on a regular basis and still only has 4,500 original miles on it.

The Tucker had many advanced ideas that were geared towards safety; it has a low profile roof (five feet above the pavement), and the floor is only nine inches above it. It has aircraft-style doors for aerodynamics and ease of entry. It also has a non-shattering, pop-out windshield, padded dash and doors, a 'crash compartment' under the cowling at the front passenger seat area, into which the front passengers could duck for safety in the event of an accident. The car is powered by a 334.1-cubic inch, 6-cylinder, horizontally opposed, Franklin helicopter engine, developing 166 horsepower, located in the rear. The engine was fitted so it could be removed in a matter of minutes in order for it to be serviced by the dealer and a loaner engine would be installed so it could be driven while your engine was being worked on. This 4,235-pound car is capable of 109 mph and gets 24 miles to a gallon of gasoline.

Convertible

This is the only Tucker Convertible in existence. It has zero original miles, zero owners, never titled, correctly Cord sourced transmission and a unique Tucker frame.

The work done to this car has been more of a completion project rather than a restoration project. The engine, transmission, frame, suspension, breaks, and many other components/parts are as new with zero original miles. Tuckers were originally outfitted with poorly designed Torsilastic (rubber bonded to metal) suspension. Due to this, many Tuckers are now outfitted with other suspension systems.

by Dan Vaughan

Sedan
Chassis number: 1047

The Tucker was powered by a rear-mounted helicopter engine and boasted many innovative safety features including the first pop-out safety windshield, first padded dash, and a center headlight that turned to light around corners.

This was one of the last Tuckers built - number 47 (chassis number 1047).

What makes it truly impressive, however, is its originality. When the Gilmore Museum acquired this Tucker in 1983 it showed only 12 miles on the odometer. Today, it shows only 52 miles and remains exactly as it left the Tucker factory - except for the patina of 64 years. In fact, it is riding on three of its original tires.

Interestingly, the car's color was inspired by a favorite dress owned by Ms. Preston Tucker.

The Tucker was easily distinguishable from any angle - unlike anything else in the marketplace. It was designed by Alex Tremulis and contained trademark features such as a padded dash and center headlamp that turns with the steering wheel, an electric-shift transmission, a rear-mounted opposed six-cylinder engine and a rubber vulcanized 'Torsilatic' suspension.

Sedan
Chassis number: 1017

Tucker 1017 was first restored in the early 1970s by Tucker expert Bill Hamlin in California. It then was on display for many years at the San Diego Museum. There were 51 Tuckers produced in 1948 and 47 still exist, many in museums. The rear engine is a Franklin helicopter with water jackets added by Preston Tucker. The transmission is a Y-1 which was manufactured by the Tucker Corporation. Safety features such as a padded dash, a pop-out windshield and a crash chamber were the features Mr. Tucker promoted in his advertisements. The most distinguishing feature was the Cyclops eye located in the front which operated when turning corners. This 1017 was used in the movie, 'Tucker, the Man and His Dream,' starring Academy Award-winner Jeff Bridges. A two-year restoration was completed in 2005-2006 by the Fred Hunter Collection in Fort Lauderdale, Florida.

Sedan
Chassis number: 1007

Michigan native Preston Tucker had radical and futuristic ideas for what a postwar car should entail. His plan defied convention and had an unusual design for a full-size sedan. The engine was to be placed in the back, being horizontally opposed. The flat-six power plant had plenty of torque and lots of acceleration. It could also be removed in minutes for easy servicing plus had the benefit of offering excellent fuel economy.

The rocket-ship-inspired styling was drafted by Alex Tremulis and featured aircraft-style doors, a pop-out windshield, swiveling center headlight, seat belts as standard equipment, and a padded 'safety chamber.' This 'Car of Tomorrow' was priced at $2,450 which was less than Cadillac's popular Model 62 sedan by about $500. The orders poured in, but the Torpedo never reached true production. Indicted for investment irregularities, Tucker was acquitted of all charges, but his company soon failed. The plant closed in mid-1948 after only thirty-seven pilot models had been completed. Loyal workers assembled another fourteen cars.

This example is Tucker No. 1007 which was initially purchased from the factory as a demonstrator. In 1985, it was acquired by a Japanese businessman and shipped to Japan where it remained until the 1990s. It was later sold to a Texas oilman and then resold at a Barrett-Jackson auction to Robert E. and Margie Petersen, founders of the Petersen Automotive Museum in Los Angeles. In 2002, it passed to its present owners. The car was originally painted green but is now painted 'Waltz Blue.' It has been restored to its original condition except for its wheel covers.

The 335 cubic-inch, 12-valve flat-six engine produces 166 bhp and is mated to a four-speed manual with Bendix vacuum-electric pre-select. The horizontally opposed, water-cooled engine was adapted from an air-cooled Franklin helicopter power plant.

Of the 51 radical fastback body Tuckers produced, 49 survive. The car is best remembered for its radical designs, forward-thinking, and safety features. Its center headlight turned with the front wheels, and there is a fully independent and four-wheel Torsion-lastic suspension.

by Dan Vaughan

Sedan

In 1988 the film Tucker: The Man and His Dream was released by Lucas Films. It told the story of Preston Tucker and his car more accurately than anyone might expect of Hollywood.

This 'Tucker' is the only running vehicle of three prop cars. It sits on a 1974 Ford LTD chassis. the engine and transmission were removed by Lucas Films prior to donating the car to the Ypsilanti Automotive Heritage Museum in Ypsilanti, Michigan. The body and bumpers are fiberglass.

In the film, Preston Tucker (Jeff Bridges) is frustrated one day and drives a new Tucker (this car) off the assembly line onto the streets of Chicago where the Chicago police spot him speeding and give chase.

Tucker pulls over in front of a Chicago Police neighborhood station and is leaning on the front fender lighting a cigarette when the patrol car pulls up. Tucker says to the policemen : 'What took you so long?'

Sedan

This Tucker wears an older restoration and is number 48 or 51 examples produced.

by Dan Vaughan

Sedan

Perhaps the greatest tribute an automobile can receive is that it would inspire someone to create a replica. That's exactly the case here - this is a replica Tucker built in recent years by a talented individual, Rob Ida of New Jersey.

Ida's inspiration was his father, Joe, and his uncle, who scraped together enough money in 1947 to buy a Tucker dealership in Yonkers, New York.

Fast forward, 50 years later - Rob Ida is running a custom auto body shop and decides to build a modern Tucker. He was lucky enough to find an original not far away and after taking measurements, began construction. An estimated 10,000 man-hours later, the car was completed, just prior to Joe Ida's passing.

The car is powered by a modern, twin-turbocharged, four-camshaft Cadillac V-8 that puts out enough horsepower to move this modern car down the road very quickly.

Sedan
Chassis number: 1008

This is the eighth Tucker to roll down the assembly line.

Like many Tuckers, this one has its own interesting history. It was won in the VFW raffle by Rudy Schroeder in September of 1949 - but he sold it when he couldn't get the car insured! Recently, Mr. Schroeder was reunited with his former Tucker.

Power in the Tucker automobile was supplied by a horizontally opposed six-cylinder motor that produces 166 horsepower. This car's original engine was replaced by the car's second owner with a factory crate engine.

This car was owned by the Imperial Palace Collection from 1981 to 1999 when it was acquired by the current owners. The car was restored by the Imperial Palace Collection.

Sedan
Chassis number: 1033

Preston Tucker's objective in designing his namesake automobile was to create something that stood out from the crowd. In that, he succeeded. The Tucker was unlike anything the public had seen in post-war America.

This Tucker was sold at the Tucker factory auction in 1950 as part of the bankruptcy auction. It went through several owners, spending much of its life in storage until acquired by the current owners, who returned it to its as-original condition.

One of the unique features of this car is its unaltered original suspension - the rubber vulcanized 'Torsilatic' suspension. Other unique Tucker features are the electric-shift transmission, rear-mounted opposed six-cylinder engine, and the center headlamp that turns with the steering wheel.

This Tucker, chassis number 1033, was the 33rd Tucker built. It was built on September 30th of 1948.

Sedan
Chassis number: 1013

At the conclusion of World War Two, the American public was understandably anxious to get back on the road again. The existing manufacturers were converting their factories from wartime production to automobile production. The time was also ripe for some automotive newcomers. The most prominent was Henry Kaiser and Preston Tucker.

Almost from the beginning, Tucker was in the news, thanks to the radically different design of his new car (by Alex Tremulis) as well as his method of financing the new company.

The Tucker certainly stood out from the crowd. Both its exterior and interior design, as well as its power plant, were unique to the automotive industry.

The Swigart Museum, which owns this Tucker, also owns the original prototype, nicknamed 'The Tin Goose.' This example is finished in 'waltz-grown blue' and was the car featured in the 1988 movie, 'Tucker' A Man and His Dream. Currently, the odometer shows less than 6,000 miles.

There are several differences between the prototype and the 'production' car. The production example has turn signals and suicide doors, and it is higher off the ground. All 50 'production' cars came equipped with an air-cooled, H-6 (horizontally opposed), overhead valve Franklin Six (a modified helicopter engine), built by Air-cooled Motors of Syracuse, NY. It displaces 335 cubic inches and produces 166 horsepower and 372 pounds-feet of torque, with 7:1 compression. It weighs just 320 lbs. Zero-to-fifty miles per hour takes 7.5 seconds. Zero-to-sixty is accomplished in 10 seconds. The top speed is 120 (although tested at 131.64 mph). They also average 20 mpg.

The Tucker 48 was a unique vehicle that pioneered many safety and technological features including the central, 'Cyclops Eye' headlight that turns with the front wheels. It has a padded, 'safety dashboard' with instruments and controls grouped under the steering wheel. It has a roomy six-passenger cabin with 'step down' floor. The doors are cut into the roof for easier entry / exit. The glove boxes were built into the door panels. They had a large, cushion-edged crash chamber that replaced the standard dash of that era. The safety glass windshield was designed to pop-out on impact. They had interchangeable front and rear seats which helped to distribute the wear on the upholstery. The Tucker also had a reinforced V-shape front so that during a head-on collision, it would deflect the car to one side. They also had three, welded rollbars which added further protection for the passengers.

Sedan
Chassis number: 1015

This is the 15th of the 51 Tuckers that were eventually built. Since it is one of the earliest Tuckers, it features a Cord pre-select transmission, which was installed in the early Tuckers.

Like all Tuckers, it features an air-cooled, horizontally-opposed six-cylinder motor that displaced 334.1 cubic inches and developed 155 horsepower.

This car was formerly owned by a prominent automotive museum before being acquired by the current owner. A complete restoration was recently completed. The car is painted in its original color, Moss Green.

This is one of the Tuckers that appeared in the 1988 motion picture Tucker : The Man and His Dream. During filming the car still had its original green paint and, according to its then-owner, the only thing that didn't work on the car was the radio. The current caretakers are the fourth owners who acquired the car in 2008 and in 2011, it received a frame-off restoration during which it was repainted in its original Andante Green.

Sedan
Chassis number: 1008

The 'Tucker 48' was named for its model year. Of the 51 examples built, 47 have survived today and are mostly valued as Museum pieces worth a minimum of $1 million. Preston Tucker's short time in the automobile business is firmly cemented in automotive history his automobile is remembered as a new breed of automobile that was an engineering marvel and masterpiece of design. The center-mounted headlight moved with the steering wheel providing light in the direction the vehicle would be traveling. It has a very spacious interior, a result of the lack of a transmission tunnel and driveshaft hump due to the Franklin helicopter engine and a modified Cord transmission which is fitted in the rear of the car. The engine produced 166 horsepower and 372 foot-pounds of torque and is capable of 120 mph.

The 1988 movie, Tucker: The Man and His Dream is based on Tucker's spirit and the damaging official investigation into his Accessories Programme that raised money by selling accessories on un-built cars to eager would-be-buyers on a waiting list. The Securities and Exchange Commission investigation was instigated by Detroit's 'Big Three' car manufacturers who feared Tucker's formidable new challenger. The film's director, Francis Ford Coppola, is himself a Tucker owner as is his friend and protégé, filmmaker George Lucas.

36 sedans were finished before the factory was closed. Tucker retained a core of dedicated employees who assembled an additional 14 sedans for a total of 50. A 51st car was partially completed.

Sedan
Chassis number: 1036

Eventually, just 51 examples of the Tucker 48 were assembled, which included the original 'Tin Goose' prototype and 50 pilot-production cars. This example has a factory report dated October 28, 1948, held in the Tucker archives at the Gilmore Car Museum, indicates that chassis number 1036 had been completed on October 20, with body number 33 and engine number 335-85, and it was one of a dozen cars painted Maroon (paint code 600). It was not listed with a transmission, as it is believed that this was one of the dozen Tuckers that remained unfinished and were waiting for transmissions when the factory closed.

Along with the other cars, chassis number 1036 was eventually completed by Tucker employees. On October 18, 1950, this car, along with the other Tuckers built and all the other contents of the factory, went to auction at a sale conducted by Samuel L. Winternitz and Company, which took place on site at 7401 South Cicero Avenue. It is believed that this car was sold to the St. Louis area, where it was finally outfitted with a transmission and made roadworthy.

Around 1951, this car and a second Tucker were given to Ova Elijah Stephens, of Denver, Colorado. The two Tuckers were a down payment on the sale of the Silver Star Saloon. Mr. Stephens had little use for the Tuckers, and chassis number 1036 was sold through Hugo Sills Motors, a Hudson dealer in the town of Littleton, to Rex McKelvy. At the time of purchase, it had only 20 miles on the odometer.

Denver businessman Arthur H. Christiansen purchased this Tucker in 1958 for his Colorado Car Museum. Unfortunately, Christiansen's museum lasted for only a year before its doors were shuttered and its cars were sold at auction. Wayne McKinley purchased the car at auction for $3,500. It would remain with Mr. McKinley for a quarter century, when it was sold in 1986 to Ken Behring's Blackhawk Collection in Danville, California. In December 1989, the car was restored to its presented appearance. A year later, ownership passed to Nobuyo Sawayama, of Osaka, Japan, for a figure widely reported as $500,000. In 1997, it was acquired by Bob Pond.

The car is currently finished in metallic bronze with a broadcloth interior. It has a proper Tucker Y-1 transmission, a proper late dashboard switchgear and Kaiser-sourced door handles. Just 1,914 miles are recorded on the odometer.

by Dan Vaughan

Sedan
Chassis number: 1003
Engine number: 4

Alex Tremulius is credited with creating the design for the sleek fastback. His resume includes work with Gordon Buehrig on the Cord 810/812; the 1941 Chrysler Thunderbolt, and the Ford Gyron concept.

A 589 cubic-inch engine and dual torque-converter drivetrain were under development, but challenges forced replacement by a 334 cubic-inch Franklin O-335 flat-six derived from that of a Bell 47 helicopter. The engine was converted to liquid cooling and linked to a four-speed, vacuum-electric preselector transaxle updated from the prewar Cord 810/812 design. The suspension configurations progressed from rubber disc to rubber torsion tube, and ultimate, rubber sandwich from car 1003. This car, chassis number 1003, is the third example built. It is one of the 12 Model 48s originally finished in Maroon and the first Tucker equipped with a revised front bumper providing improved frontal protection and the redesigned rear fenders providing easier rear-wheel removal.

Chassis 1003 was sold by the factory to the Arkansas Tucker Sales Corporation. A short time later, it returned to the factory and exchanged for car 1002. 1003 was sent to Columbus, Ohio's Farber Motor Sales to Cincinnati, where it was displayed on the city's streets and music hall by local dealer Eddie Numerich. The car remained in Cincinnati, Ohio until June of 1950, when it was sold at the Watson Auto Auction and acquired by Art Watson. During 1951, Mr. Watson took the car to Florida, where he displayed it. In 1962, the Tucker was sold to William A.C. Pettit III of Louisa, Virginia, via Paul Stern. The Tucker was a featured attraction at the Pettit's Museum of Motoring Memories during the 1960s. In the late 1980s, movie producer George Lucas purchased the Tucker from Mr. Pettit. It remained at his Skywalker Ranch private collection until September 2005, when it was purchased by the current owner.

In January 2008, the car was treated to a restoration. During the restoration, the car was refinished in Maroon, which was one of the six factory-available color choices.

by Dan Vaughan

Sedan
Chassis number: 1052

Conceived by Preston Tucker, the Automobile was produced in Chicago in 1948. Only 51 cars were made before the company closed its doors. How and why the company failed is the subject of much debate.

Many of the features of the Tucker were innovative and ahead of the car's time. The directional third headlight would activate at steering wheel angles greater than 10 degrees. The car had a rear engine and rear-wheel drive. The entire engine and transmission were mounted on a separate subframe which made for easy removal.

For safety purposes, the frame has support and a roll bar integrated into the roof, and the dashboard was padded for added safety. The doors extended into the roof for easy entry and exit.

Even with these innovations, Tucker needed money and with scrutiny by the SEC, Tucker's fortunes were in trouble.

This particular example is number 52 of the 51 produced. Tucker stopped assembling cars in 1948, however, parts still remained. When a court order stopped production on March 3, 1949, an inventory of the parts and cars made. The company listed 38 complete cars and an additional 13 more cars that were waiting for final assembly. Some of those parts include a chassis and firewall stamped with the serial number 1052.

65 years after the Tucker factory was shut down, assembly of the final Tucker began. The work was completed in early 2014.

by Dan Vaughan

Sedan
Chassis number: 1022

This is Tucker number 1022, the first Tucker purchased by n late David Cammack, and the car that started his obsession with the make. This car utilizes the Tucker Y-1 transmission, a Tucker-modified Cord 810/812 unit, and features the improved rubber sandwich suspension design. It is painted in its original Tucker Grey (silver) 500 color scheme. The engine is a Franklin O-335 six-cylinder horizontally opposed, 334 cubic-inch engine delivering 166 horsepower.

Sedan

This is a 1947 Test Chassis number 2. It has a rear engine, rear-wheel drive configuration, overhead valves operated by oil pressure, direct-drive torque converters, a perimeter frame for safety, and a low center of gravity. It has Elastomeric rubber four-wheel independent suspension, a steering box behind the front axle to protect the driver in a crash, and aircraft-type disc brakes.

Sedan
Chassis number: 1026

Considered by many the most valuable production Tucker, #1026 is the only remaining complete Tucker with an automatic transmission. This Tuckermatic R-1-2 unit is one of three different versions of the Tuckermatic made, the R-1, R-1-2, and R-3 (R for Warren Rice, its designer). The first version, the R-1, was not installed on any of the final cars. It required the engine to be off in order to select a gear. The R-1-2 was improved by adding a layshaft brake to allow gear selection while the engine was running. This version was installed on cars #1026 and 1042 only. The R-3 version had further improvements including a centrifugal clutch to help shift between forward and reverse even further, but it was never installed in any of the final cars. Because the two torque converters on the Tuckermatic made the engine/transmission unit longer, the fuel tank in the Tucker '48 had to be moved from behind the rear seat to in front of the dashboard for all Tuckers from car #1026 forward, even though only two of them actually had the Tuckermatic installed. This had the added advantage of improving weight distribution on the car. On car #1026-on Tucker finally settled on a suspension design with a modified version of the rubber torsion tube with the tone-in braking problem corrected. Chassis #1025 and prior used mechanical linkage for the Cyclops eye, while #1026 and beyond used a new cable-operated system.

This Tucker is one of the seven Indianapolis 500 test cars and the only surviving car fitted with the Tuckermatic transmission from new. One other car was fitted with the special gearbox (chassis 1042) but it was destroyed many years ago, leaving this example as the only surviving Tuckermatic-equipped Tucker in existence.

Prior owners included Harry Aldrich, Ezra Schlipf, and Nick Jenin, who featured it in his 'Fabulous Tuckers' display. Currently, this car has been kept at the AAC Museum for over 40 years.

by AACA

Sedan

This engine could not be used due to flaws in the design. The oil filter tube was too close to the body, so a second one needed to be added. There were no breathers in the valve covers. The water pump was mounted solidly with nothing to absorb vibration. The fan was mounted backward.

by AACA

Sedan

This Tucker Engine with Cord transmission and Tucker Radiator was salvaged from Tucker automobile #1018. It was manufactured by Franklin and constructed from cast aluminum. It has a 335 cubic inch displacement and produced 166 horsepower. The bare block weighs 320 lbs.

Sedan

This Tucker prototype engine was produced for the Tucker Corporation but never installed into any of the automobiles. This air-cooled engine was manufactured by Franklin and given a Magneto.

Sedan

This is prototype Tucker engine number 4.

Sedan

This is a Tucker Rubber Torsion Tube (version 2). The front suspension used on automobile #1026 and on. The unit came from automobile #1046 for V-8 conversion in the 1950s.

Sedan

This is a Tucker Rear Suspension salvaged from car #1023 that was destroyed in a fire in 1978.

Sedan

This is a Tuckermatic R-1-2 automatic transmission with a Tucker engine. It was salvaged from one of four destroyed cars, #1042 was the only other Tuckermatic-equipped automobile.

Sedan

This is Tucker Engine prototype #7. It is the last in the series of prototypes.

Sedan
Chassis number: 1043

Preston Tucker and his revolutionary car took the American car market by storm. It was an overnight sensation that attracted huge crowds everywhere it was shown. Potential buyers would actually purchase accessories in advance to secure a spot in line to buy the actual car. Dealers were flooded with requests to buy the cars and Tucker was flooded with requests for dealer franchises. This was no surprise as the cars were literally rolling showcases of innovation.

Features for the Tucker 48 include a rear-mounted aluminum 335 cubic-inch opposed 6-cylinder engine that produces 167 horsepower and 300 lb. ft. of torque backed by a 4-speed manual 'Pre-Select' transmission, 4-wheel independent suspension featuring the 'Torsilastic' rubber torsion bar system with no springs, a safety crash component, pop-out safety glass windshield, aircraft style doors, reversible seat cushions, a lowered step down floor for a lower center of gravity and of course, the center-mounted headlight that turns when the wheels are turned.

The outstanding performance was another notable feature and the Tucker 48 was known to spring from 0-to-60 miles per hour in 10 seconds with a top speed of 130 miles per hour.

This car is number 1043, making it 43rd of the 50 cars produced. It is one of just 23 known to exist with its original engine. It has been restored with strict attention to detail and is a fine representation of Preston Tucker's dream that briefly became a reality.

Sedan
Chassis number: 1009

This Tucker 48 was sold new by Southwest Tucker of Los Angeles to a successful builder, Wilbur Haskell, who was one of the few people who ordered a new Tucker as soon as they were announced. The Haskell family owned the car until 1959. The Tucker changed hands twice more, then in 1987, it was purchased by the Tucker movie producer, George Lucas, who still owns the car today.

Sedan
Chassis number: 1014

This Tucker 48 is a famous film star; it was used in the 1988 film Tucker: The Man and His Dream, directed by its owner, Francis Coppola. It was purchased for the film and was then broken down and disassembled so all the parts could be copied and re-created to be used in the film. It is now kept at Coppola's museum and winery in California.

Sedan
Chassis number: 1016

This particular Tucker 48 was at the center of the legal battle that ended Preston Tucker's dream. Tucker's unorthodox financing methods led to a Securities and Exchange Commission investigation, which in turn resulted in reams of negative press coverage. Tucker was found not guilty of fraud in January 1950, but his company and his car were ruined. Seeking recompense, Tucker filed a civil suit against the Evening News Association, publisher of the Detroit News. In preparation for its defense, the ENA acquired this car and disassembled it in order to find out what made the car so special. Preston Tucker's death in December 1956 caused the libel suit to be dismissed, and the newspaper subsequently donated the reassembled car to The Henry Ford in 1958, where it remains to this day. It is one of the most original of the 47 surviving Tucker 48 automobiles left in the world.

Sedan
Chassis number: 1030

This Tucker 48 was one of the three cars that Preston Tucker attempted to keep when bankruptcy forced his company to close. At one time it was used as a daily driver by Preston's mother. It had been used by security guards at the Tucker even after Tucker halted operations, right up until the bankruptcy sale. It was likely the only unsold Tucker that was still in operating condition by the time of the bankruptcy sale. A subsequent owner, the Buchanan family added wide wheels, the full dash, extra lights, and medallions.

Sedan
Chassis number: 1031

This Tucker 48 was previously owned by Preston Tucker and his family. In 1950, when Preston Tucker's company was liquidated at a public auction in Chicago, Preston himself bought two cars, chassis 1029 and 1931. He quickly sold one car (1029) to Winthrop Rockefeller but retained this Waltz Blue car because its color was the same as that of one of his wife's favorite dresses. This was one of a few cars that Preston Tucker personally took to the Indianapolis Speedway in late 1948 to show to the public. The Tucker family kept the car until 1963 when Mrs. Vera Tucker sold it to a family friend. Like several of the Tucker 48s, this car had a starring role in the Tucker movie.

Sedan
Chassis number: 1044

Immediately following World War II, Preston Tucker secured a 475-acre plant in Cicero, Illinois, where B-29 bomber engines had been manufactured by Dodge. The War Assets Administration gave preference to those who would make it operational quickly and employ as many people as possible. Tucker promised to build 'The first completely new car in 50 years!' It was decidedly different from the typical offerings from Detroit. Seemingly, Tucker had everything going for it.

Then the avalanche. Tucker sought to finance the manufacture of his car by selling dealer franchises; the Securities and Exchange Commission disagreed with the practice. Powerful enemies were made when he secured the fight for the Cicero, Illinois plant, joined in. Indictments followed. Tucker was ultimately exonerated, but his dream was finished. Just one prototype and 50 production models were built.

This car was the 44th of the 50 Tucker pilot production cars and one prototype. After the Tucker factory closed at the end of October 1948, it was one of eight cars assembled by its designer, Alex Tremulis, and a handful of Tucker workers on their own time. A total of 47 Tuckers survive today with 18 owned by museums. Trademark features include a center-mounted 'Cyclops' third headlight which turns with the steering wheel, padded dash and doors, a safety chamber in case of collision, pop-out safety glass windshield and four aircraft-style suicide doors cut into the rooflines. It is powered by a rear-mounted horizontally opposed six-cylinder Franklin helicopter engine producing 166 bhp with an electric shift transmission. Tuckers were capable of 0 to 60 mph in 10 seconds and a top speed of 130 mph.

The current caretaker acquired this car in January 2017, and since then, the Tucker has been driven fewer than 500 miles. The car is one of eight Tuckers originally finished in Andante Green with a green wool broadcloth interior.

Sedan
Chassis number: 1049

This Tucker 48 is one of the final Tuckers assembled at the Chicago factory before the company's liquidation auction in 1950. It was the last example to be assembled there with the original engine. The car was exhibited in 'The Fabulous Tuckers' exhibition between 1952 and 1964 and in 'Automobilorama' between 1967 and 1978. The car was restored in 2007 before it crossed the Atlantic and became the only Tucker to ever reside in the U.K., where it stayed for nearly 10 years before returning to the United States.

Sedan
Chassis number: 70052026013
Engine number: 1036

The Moss green colored Tucker Torpedo was offered for sale at the 2006 RM Auction held in Monterey, CA where it was expected to sell between $700,000-$900,000. It carries chassis number 1038 and was completed on October 25th, 1948. It was constructed without a transmission. Later, a Cord transmission was installed.

Since its assembly, the car was given a comprehensive professional restoration. The car had traveled only 3100 miles since new. It was equipped from the factory with an AM radio and factory luggage.

At auction the vehicle was sold, fetching $577,500.

In 2008, this 1948 Tucker Sedan was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $500,000 - $600,000. An astonishing high bid of $1,017,500, including the buyer's premium, was enough to secure new ownership. This bid was well above the estimated value, but with only 51 examples ever created, that was the price needed to own this car. Needless to say, the lot was sold.

by Dan Vaughan

Sedan
Chassis number: 1046
Engine number: 335-55

Preston Tucker built 51 cars and 47 examples survive. This particular example is chassis number 1046. The original owner is not known. It is one of 13 cars originally finished in Maroon, and one of eight late-production cars completed in the closed-down factory by former employees. The car was eventually sold at the bankruptcy auction of October 1950.

In mid-1953, the car was possibly acquired from Art Watson of Miami, Florida, by Nick Jenin of Fort Lauderdale. Mr. Jenin would amass a collection of nine Tucker automobiles in the early 1950s. Mr. Jenin rebuilt the Tucker by fitting a front-mounted Oldsmobile Rocket V8 engine, necessitating modifications to the original Tucker body, under-hood tub, and firewall, as well as the dashboard and interior. The work was reportedly done for his daughter, so she would be able to drive the Tucker. Apparently, when the daughter drove the car to school, it attracted so much attention that she quickly decided to drive something less conspicuous. The car was later used by the family as a daily driver.

Around 1963, Mr. Jenin lost interest in Tuckers and offered his entire collection for sale. In 1964, chassis number 1046 was sold to John and Carolyn Janecek of Springfield, Oregon, who further modernized the car by setting the body on top of a 1964 Mercury chassis, and painting it gold.

In 2002, the car was purchased by Walter Ready of Prescott, Arizona. It was acquired by the current owner in 2007. A complete restoration soon followed, with the work being done at RM Auto Restoration of Blenheim, Ontario. The car has been returned to its original form. An original Tucker engine was sourced, cord transmission, 'new-old-stock' dashboard, and complete interior, as well as many miscellaneous parts.

by Dan Vaughan

Sedan
Chassis number: 25

The Tucker 48 - named after its model year - is an automobile conceived by Preston Tucker while in Ypsilanti, Michigan, and briefly produced in Chicago, Illinois, in 1948. Only 51 cars were made, including one prototype, before the company was forced to declare bankruptcy and cease all operations on March 3, 1949, due to negative publicity initiated by the news media, a Securities and Exchange Commission investigation, and a heavily publicized stock fraud trial (in which the allegations were proven baseless and led to a full acquittal). Tucker suspected that the Big Three automakers and Michigan Senator Homer S. Ferguson also had a role in the Tucker Corporation's demise. The 48's original proposed price was said to be $1,000 but the actual selling price was closer to $4,000. The car is commonly and incorrectly referred to as the 'Tucker Torpedo.' This name was never used in conjunction with the actual production car, and its name was officially 'Tucker 48.'