Edsel Citation Convertible 1958

by

Model number: 92298G

Review of the model:

I’m a keen admirer of the American motor cars of the 20 Century. I had always had a special soft spot of the car with the “strange name” Edsel. When I grew up, and all US cars was cool! The Edsel was for me a handsome, good looking car. I was total unaware of the problems regarding sales and design issues, that was common knowledge of the people in the industry. An even today I will not fully accept the “Lemon rumor” of this fine motor car!

Advertising when its best: will represent the item from it best viewpoint, and when we read the old brochures and advertising pages from the late fifties, all seems well and the characters that surround the cars, are all beautiful and happy – and that will give the today’s reader the impression, that this period of time, was the real American dream come true. And for me the Edsel Citation Convertible 1958 will always be a gorgeous car.

In scale 1:18 only Road Signature make this car; often in convertible but also in the rarer hardtop coupe. These model cars are now hard to find by an ordinary dealer, but I was lucky to get mine as a second hand, still packed from the factory.

So what have the Chinese manufacturer of this model car to offer would one ask?
- As I have mentioned earlier in other reviews from Road Signature/Lucky Die Cast.
They are rather good for the money spent! I will go as far to say, if you invest a little time in research of the real car. And you other vice is a model builder with a little experience from let say plastic sets, you can have an end result that will be more rewarding than first anticipated.

If we start with a look of the model from the factory, the casting of the body and other metal parts is good. (I will also give the model highpoints regarding the true scale). These models have many parts; take for instance all the well made chrome parts that shine like a gem. The underbody and drive train as well as the interior are plastic parts; they can often be “renovated” with good result.

This convertible has a nice and good quality plastic windscreen with minor distortion in the “glass”. Overall the models from Road Signature in scale 1:18 has many detailed parts.

If we look at the front of the model car, we see the rather impressive vertical grill, made in etched-metal with the surrounding trims in chrome. I darken the grill here as, often seen black, on the real car. On the other hand the EDSEL-emblem in chrome letters will stands out nicely, if we use a swap to remove the newly painted black again. On the extreme of the front under grill (well painted from the factory) the two parking/directional lights are painted white as on the real car. An issue regarding the headlights is the black “pupils” in the lenses, due to the hole the parts is attached to the front casting, is solved by (after a dismantling of the headlights) by painted the back of the lenses white. Here after the front have a more realistic look compared to the real Edsel.

This is the model of the Edsel Citation. And one of the things that tell this is the premium model of the mark is, the longer wheelbase and the big chrome trim on the after side of the car. This trim is well made from Road Signature, but missed the color of the green metallic shield emblem –easy to paint with a thin layer of green. The Citation model also have the letters in this very trim in gold – With a little patience and a small brush, you can made this with yellow paint. The last thing I choose to improve on the side of the model was the center hubcaps, which on the real car have black center piece with chrome E- letter: again a swap is the right tool to remove the black paint just applied.
Now we give the rear part of this model attention. The coolest feature of this car seen from the back is, the back lights and on this model well made as well as nice painted. But the outer rim of these lights needs a bit more of red glass. So we most find our very fine brush again to paint them red.

Time to look inside the model: Fist I will give high points for the trunk lid can be opened. This is not a common feature on Road Signature models in this price range. Before the intensive “restoration project” of the model, I easily dissembled the model by unscrew the under plastic part. After the two major parts are separated, you will get access to all the other parts in the model. The sub-parts can also be dissembled via screws or easily snaps loose. The underside of the trunk and hood lids were painted black on the sheet metal, but the structural bars are left in gold color. The inner lining of the trunk that comes in black plastic get a more realistic light grey paint. Up front in the engine bay Road Signature had done a good work on the V8 E400 motor itself, but as on all model cars in this price range a little work on detailing is needed. I found an old LAN-cable with lots of small inner cables, which could easily being used as distributor cables running down to the sparkplugs. And after a little “grey wash” the motor room now look as good as on mid price model.

The case for me that tricked the whole restoration was the poorly detailed interior of this fine convertible. It was in presented in dark brown with black plastic carpet and steering wheel. Firstly most convertibles have the same color on their instrument panel, and here the metallic gold had to grow on the interior too. If we look a real Edsel convertible Citations (top of the line), the interior always have deluxe leather or vinyl in matching colors. So I found pictures of real car to give this model a more high-end look on the interior. Light green “carpet” with Gold/White inner linings, seats and instrument panel.
The old color scheme on the steering wheel and column was painted too. The cover of the canvas roof was left as it was, but the small buttons was painted with my Liquid chrome pen from Molotow.

The restoration of my model car is the most adequate for me to date. Is the model more attractive now? I will let this question be answered by others, but I’m happy with the result!
I think this project illustrate how easy one can improve an otherwise fine model in the budget range. After all it has been some joyful and rewarding hours in the model workshop. Just under my model pictures here, I had attached a picture to compare of the model car, as its look just out of the box.

Road Signature’s 1:18 model of the Edsel Citation Convertible 1958 is a well made model car, and if you have some patience the model can real shine. I’m glad of my model here and I hope this presentation will get inspiration to others fellow collectors.
 

I will give this model 4 out of 6 stars  ******

Below here are pictures of the model, historical description, old brochures, technical data and a little movie clip for the real car. So please enjoy!

History:

Edsel 1958
Edsel is an automobile marque that was planned, developed, and manufactured by the Ford Motor Company for model years 1958–1960. With the Edsel, Ford had expected to make significant inroads into the market share of both General Motors and Chrysler and close the gap between itself and GM in the domestic American automotive market. Ford invested heavily in a yearlong teaser campaign leading consumers to believe that the Edsel was the car of the future – an expectation it failed to meet. After it was unveiled to the public, it was considered to be unattractive, overpriced, and overhyped. The Edsel never gained popularity with contemporary American car buyers and sold poorly. The Ford Motor Company lost $250 million on the Edsel's development, manufacturing, and marketing.

The very name "Edsel" became a popular symbol for a commercial failure.

History
Ford Motor Company became a publicly traded corporation on January 17, 1956, and thus was no longer entirely owned by members of the Ford family. The company was now able to sell cars according to current market trends following the sellers' market of the postwar years. Ford's new management compared the company's roster of makes with that of General Motors and Chrysler and concluded that Lincoln was competing not with Cadillac, but with Oldsmobile, Buick and DeSoto. Ford developed a plan to move Lincoln upmarket, with the Continental broken out as a separate make at the top of Ford's product line, and to add a premium/intermediate vehicle to the intermediate slot vacated by Lincoln.

Marketing research and development for the new intermediate line had begun in 1955 under the code name "E car" which stood for "experimental car." Ford Motor Company eventually decided on the name "Edsel", in honor of Edsel B. Ford, son of the company's founder, Henry Ford (despite objections from Henry Ford II). The proposed vehicle marque would represent the start-up of a new division of the firm alongside that of Ford itself and the Lincoln-Mercury division, whose cars at the time shared the same bodies.

Ford later claimed to have performed more than adequate, if not superior, product development and market research work in the planning and design of the new vehicle. Particularly Ford assured its investors, and the Detroit automotive press, that the Edsel was not only a superior product (as compared to its Oldsmobile/Buick/DeSoto competition), but the details of its styling and specifications were the result of a sophisticated market analysis and research and development effort that would essentially guarantee its broad acceptance by the buying public when the car was introduced.

The Edsel was introduced amid considerable publicity on "E Day"—September 4, 1957. It was also promoted by a top-rated television special, The Edsel Show, on October 13, but the promotional effort was not enough to counter the adverse initial public reaction to the car's styling and conventional build. The day after its launch, the Edsel was described as a "reborn LaSalle," a brand that had disappeared in 1940. For months, Ford had been telling the industry press that it "knew" (through its market research) that there would be great demand for the vehicle. Ford also insisted that, in the Edsel, it had built exactly the "entirely new kind of car" that Ford had been leading the buying public to expect through its pre-introduction publicity campaign for the car. In reality, however, the Edsel shared its engineering and bodywork with other Ford models, and the similarities were apparent once the vehicle was viewed firsthand.

The Edsel was to be sold through a newly formed division of the Ford Motor Company, as a companion to the Ford Division, Mercury Division, Lincoln Division and (newly formed but also short-lived) Continental Division. Each division had its own retail organization and dealer network. The free-standing Edsel Division existed from November 1956 until January 1958, after which Edsel sales and marketing operations were integrated into the Mercury-Edsel-Lincoln division (referred to as M-E-L). Initially Edsel was sold through a new network of approximately 1,187 dealers. This briefly brought the total number of dealers of all Ford products to 10,000. Ford saw this as a way to come closer to parity with Chrysler, which had 10,000 dealers, and General Motors, which had 16,000. As soon as it became apparent that the Edsels were not selling, many of these dealers added Lincoln-Mercury, Ford of Britain, or Ford of Germany franchises to their dealerships with the encouragement of Ford Motor Company. Some dealers, however, closed.


For the 1958 model year, Ford produced four sub models of Edsel: The larger Mercury-based Citation and Corsair, and the smaller Ford-based Pacer and Ranger. The Citation was offered in two-door and four-door hardtop and two-door convertible versions. The Corsair was available in two-door and four-door hardtop versions. The Pacer was available as a two-door or four-door hardtop, four-door sedan, or two-door convertible. The Ranger was sold in two-door and four-door hardtop or sedan versions. The four-door Bermuda and Villager wagons and the two-door Roundup wagon were based on the 116-inch wheelbase Ford station wagon platform and shared the trim and features of the Ranger and Pacer models.

The Edsel offers several features that were considered innovative for the time, including its rolling-dome speedometer; warning lights for such conditions as low oil level, parking brake engaged, and engine overheating and its push-button Teletouch transmission shifting system in the center of the steering wheel (a conventional column-shift automatic was also available at a reduced price). Other Edsel design innovations include ergonomically designed controls for the driver and self-adjusting brakes (which Ford claimed for the Edsel as a first for the industry, even though Studebaker had pioneered them earlier in the decade). The Edsel also offers such features, advanced for the time, as seat belts (which were available at extra cost as optional equipment on many other makes) and child-proof rear door locks that could only be unlocked with the key.


Edsel Ranger interior, showing the Teletouch system and Rolling Dome speedometer
Unlike Ford and Mercury, the Edsel division never had any dedicated manufacturing plants. All Edsels were built in Ford or Mercury plants on a contract basis.

In the first year, 63,110 Edsels were sold in the United States, and 4,935 were sold in Canada. Though below expectations, this nevertheless represented the second-largest launch for any new car brand to date, exceeded only by the Desoto introduction in 1929.


Edsel and its failures
Historians have advanced several theories in an effort to explain the Edsel's failure. Popular culture often faults the car’s styling. Consumer Reports has alleged that poor workmanship was the Edsel's chief problem. Marketing experts hold the Edsel up as a supreme example of the corporate culture’s failure to understand American consumers. Business analysts cite the weak internal support for the product inside Ford’s executive offices. According to author and Edsel scholar Jan Deutsch, the Edsel was "the wrong car at the wrong time."

"The aim was right, but the target moved"
The Edsel is most notorious for being a marketing disaster. Indeed, the name "Edsel" became synonymous with the "real-life" commercial failure of the predicted "perfect" product or product idea. Similar ill-fated products have often been colloquially referred to as "Edsels". Ford's own Sierra model, which launched almost 25 years later, is often compared to the Edsel owing to initial buyer antipathy to its perceived radical styling, even though, unlike the Edsel, it ultimately became a sales success. Since the Edsel program was such a debacle, it gave marketers a vivid illustration of how not to market a product. The principal reason the Edsel's failure is so infamous is that Ford had absolutely no idea that the failure was going to happen until after the vehicles had been designed and built, the dealerships established and $400 million invested in the product's development and launch. Incredibly, Ford had presumed to invest $400 million (well over $4.0 billion in the 21st century) in developing a new product line without attempting to determine whether such an investment would be wise or prudent.

The pre-release advertising campaign promoted the car as having "more YOU ideas", and the teaser advertisements in magazines only revealed glimpses of the car through a highly blurred lens or wrapped in paper or under tarps. In fact, Ford had never “test marketed” the vehicle or its unique styling concepts with potential, “real” buyers prior to either the vehicle’s initial development decision or the vehicle’s shipments to its new dealerships. Edsels were shipped to the dealerships undercover and remained wrapped on the dealer lots.

The public also had difficulty understanding what the Edsel was, primarily because Ford made the mistake of pricing the Edsel within Mercury’s market price segment. Theoretically, the Edsel was conceived to fit into Ford’s marketing structure as the brand slotted in between Ford and Mercury. However, when the car debuted in 1958, its least expensive model—the Ranger—was priced within $73 of the most expensive and best-trimmed Ford sedan and $63 less than Mercury’s base Medalist model. In its mid-range pricing, Edsel's Pacer and Corsair models were more expensive than their Mercury counterparts. Edsel's top-of-the-line Citation four-door hardtop model was the only model priced to correctly compete with Mercury’s mid-range Montclair Turnpike Cruiser model, as illustrated in the chart below.
 

1958 Ford Motor Company Pricing Structure

Not only was the Edsel competing against its own sister divisions, but model for model, buyers did not understand what the car was supposed to be—a step above the Mercury, or a step below it.

After its introduction to the public, the Edsel did not live up to its preproduction publicity, even though it did offer many new features, such as self-adjusting rear brakes and automatic lubrication. While Ford's market research had indicated that these and other features would make the "E" car attractive to them as car buyers, the Edsel's selling prices exceeded what buyers were willing to pay. Upon seeing the price for a base model, many potential buyers simply left the dealerships. Other customers were frightened by the price for a fully equipped top-of-the-line model.

The wrong car at the wrong time
One of the external forces working against the Edsel was the onset of an economic recession in late 1957.

Compounding Edsel's problems was the fact that the car had to compete with well-established nameplates from the Big Three, such as Pontiac, Oldsmobile, Buick, Dodge and DeSoto, as well as with its own internal sister division Mercury, which itself had never been a stellar sales success. To make matters still worse, as a new make, Edsel had no established brand loyalty with buyers, as its competing makes had.

Even if the 1957–1958 recessions had not occurred, the Edsel would have been entering a shrinking marketplace. In the early 1950s, when the "E" car was in its earliest stages of development, Ford Executive Vice President Ernest R. Breech had convinced Ford management that the medium-priced market segment offered great untapped opportunity. At the time, Breech's assessment was basically correct; in 1955, Pontiac, Buick and Dodge had sold a combined two million units. But by the fall of 1957, when the Edsel was introduced, the market had changed drastically. Independent manufacturers in the medium-priced field were drifting toward insolvency. Hoping to reverse its losses, Packard acquired Studebaker, which was also in financial difficulty. The board decided to stop production under the venerable Packard badge after 1958. The 1957–58 Packards were little more than Studebakers badged as Packards (also known as "Packardbakers"). Attempting to capitalize on the emerging consumer interest in economy cars, American Motors shifted its focus to its compact Rambler models and discontinued its pre-merger brands, Nash and Hudson, after the 1957 model year. Sales of Chrysler's DeSoto marque dropped dramatically from its 1957 high by over 50% in 1958. When DeSoto sales failed to rebound during the 1959 model year, plans were made in Highland Park to discontinue the nameplate by 1961.

Indeed, sales for most car manufacturers, even those not introducing new models, were down. Among domestic makes, only Rambler and Lincoln produced more cars in 1958 than in 1957. Customers started buying more fuel-efficient automobiles, particularly Volkswagen Beetles, which were selling at rates exceeding 50,000 a year in the U.S. from 1957 onward. Edsels were equipped with powerful engines and offered brisk acceleration, but they also required premium fuel, and their fuel economy, especially in city driving, was poor even by late-1950s standards.

Ford Motor Company had conducted the right marketing study, but it came up with the wrong product to fill the gap between Ford and Mercury. By 1958, buyers had become fascinated with economy cars, and a large car like the Edsel was seen as too expensive to buy and own. When Ford introduced the Falcon in 1960, it sold over 400,000 units in its first year. Ford's investment in expanded plant capacity and additional tooling for the Edsel helped make the company's subsequent success with the Falcon possible.

By 1965, the market for medium-priced cars had recovered, and this time, Ford had the right car: the Galaxie 500 LTD. The LTD's success led Chevrolet to introduce the Caprice as a mid-1965 upscale trim option on its top-of-the-line Impala four-door hardtop.

Edsel, a difficult name to place
The name of the car, Edsel, is also often cited as a further reason for its lack of popularity. Naming the vehicle after Edsel Ford was proposed early in its development. However, the Ford family strongly opposed its use. Henry Ford II declared that he did not want his father's good name spinning around on thousands of hubcaps. Ford also ran internal studies to decide on a name, and even dispatched employees to stand outside movie theaters to poll audiences as to what their feelings were on several ideas. They reached no conclusions.

Ford retained the advertising firm Foote, Cone & Belding to come up with a name. When the agency issued its report, citing over 6,000 possibilities, Ford's Ernest Breech commented that they had been hired to develop one name, not 6,000. Early favorites for the name brand included Citation, Corsair, Pacer, and Ranger, which were ultimately chosen for the vehicle's series names.

David Wallace, manager of marketing research, and coworker Bob Young unofficially invited freethinker poet Marianne Moore for input and suggestions. Moore's unorthodox contributions (among them "Utopian Turtletop," "Pastelogram," "Turcotinga," "Resilient Bullet," "Andante con Moto" and "Mongoose Civique") were meant to stir creative thought and were not officially authorized or contractual in nature.

By the instruction of Ernest Breech, who was chairing a board meeting in the absence of Henry Ford II, the car was finally called "Edsel" in honor of Edsel Ford, former company president and son of Henry Ford.

Reliability
Even though the Edsel shares its basic technology with other Ford products, a number of issues caused reliability problems, mostly with the 1958 models. Reports of mechanical flaws with the cars surfaced, due primarily to lack of quality control and confusion of parts with other Ford models. Ford never dedicated a stand-alone factory solely to Edsel model production. The first-year (1958) Edsels were assembled in both Mercury and Ford factories. The longer-wheelbase models, Citation and Corsair, were produced alongside the Mercury products, while the shorter-wheelbase models, Pacer and Ranger, were produced alongside the Ford products. Workers assembling Fords and Mercurys often found the task of assembling the occasional Edsel that moved down the line burdensome, because it required them to change tools and parts bins, then switch back to resume assembling Fords or Mercurys after completing assembly on the Edsel. The workers were also expected to accommodate Edsel assembly with no adjustment in their hourly quota of Ford and Mercury production. Consequently, the desired quality control of the different Edsel models proved difficult to achieve, even when the Fords and Mercurys were satisfactorily assembled on the same lines. Many Edsels actually left the assembly lines unfinished. Uninstalled parts were placed in the trunks along with installation instructions for dealership mechanics, some of whom never installed the additional parts at all. Some dealers did not even receive all the parts.

In the March 1958 issue of Popular Mechanics, 16% of Edsel owners reported poor workmanship, with complaints ranging from faulty welding to power steering failure. In its test car, Popular Mechanics tested for these problems and noted others, such as the trunk leaking badly in a storm and the odometer showing fewer than actual miles traveled.

Design controversies

The distinctive center grille of the 1958 Edsel.
The Edsel's most memorable design feature was its trademark "horsecollar" grille, which was quite distinct from other cars of the period. According to a popular joke at the time, the Edsel "resembled an Oldsmobile sucking a lemon" while automotive critic Neil Dan cites the grille's vaginal appearance.

According to Thomas E. Bonsall's book, Disaster in Dearborn (2002), it was assistant stylist Bob "Robin" Jones, who suggested a vertical motif for the front end of the "E-car".

The Edsel's front-end ensemble as it eventually appeared bore little resemblance, if any, to the original concept. Roy Brown, the original chief designer on the Edsel project, had envisioned a slender, almost delicate opening in the center. Engineers, fearing engine cooling problems, vetoed the intended design, so a ring design was suggested. Ernest Breech then demanded the grill be taller and wider, which led to the now-infamous "horsecollar". The vertical grille theme, while improved for the 1959 models, was discontinued for the 1960 models, which were similar to Ford models of the same year, although coincidentally, the new front-end design was very similar to that of the 1959 Pontiac.

The Teletouch pushbutton automatic transmission selector was an extremely complex feature. It proved problematic in part because the steering wheel hub, where the pushbuttons were located, was the traditional location of the horn button. Some drivers inadvertently shifted gears when they intended to sound the horn. While the Edsel was fast, the location of the transmission pushbuttons was not conducive to street racing. There were also jokes among stoplight drag racers about the buttons: D for Drag, L for Leap, and R for Race (instead of Drive, Low and Reverse). The control wires for Teletouch were also routed too close to the exhaust manifold, which often caused unpredictable movement of the selector mechanism and, in some cases, complete failure. The electrical design required drivers to shift from Park to Reverse to Neutral to Drive, in that order, to avoid overloading the Teletouch motor. The motor was also not powerful enough to bring the car out of Park while on a hill, so dealerships would instruct drivers to set the parking brake before pushing the Park button.

Complaints also surfaced about the taillights on 1958-model Edsel station wagons. The lenses were boomerang-shaped and placed in a reverse fashion. At a distance, they appeared as arrows pointed in the opposite direction of the turn being made. When the left turn signal flashed, its arrow shape pointed right, and vice versa. However, there was little that could be done to give the Ford-based station wagons a unique appearance from the rear, because corporate management had insisted that no sheetmetal could be changed. Only the taillights and trim could be touched. There was room for separate turn signals in addition to the boomerangs, but the U.S. industry had never supplied them up to that point, and they were probably never seriously considered.

Mechanics of the time were wary of the 410-cubic-inch Edsel "E-475" engine because its perfectly flat cylinder heads lacked distinct combustion chambers. The heads were set at an angle, with "roof" pistons forming both a squish zone on one side and a combustion chamber on the other. Combustion thus took place entirely within the cylinder bore. This design was similar to Chevrolet's 348-cubic-inch "W" engine, which was also introduced in 1958. While the design reduced the cost of manufacture and may also have helped minimize carbon buildup, it was also unfamiliar to many mechanics.

NASCAR
Despite the Edsel's lack of sales success, several of the cars were nevertheless raced in NASCAR's Grand National series in the late 1950s.
 

Technical specification:

SPECIFICATIONS

ENGINE
Type: OHV V-8, cast iron block and heads
Bore x Stroke: 4.2031 x 3.703 inches
Displacement: 410 cubic inches
Compression ratio: 10.5:1
Horsepower @ rpm: 345 @ 4,600
Torque @ rpm: 475-lbs.ft. @ 2,900
Main bearings: 5
Fuel system: Single Holley 9510-A four-barrel carburetor with tempered air induction system
Lubrication system: Full pressure
Electrical system: 12-volts
Exhaust system: Dual, with reverse-flow mufflers and resonators
 

Base Price: $3,500 Convertibles were restricted to Ford-based Pacer and Mercury-based Citation models, the latter the costliest '58 Edsel at $3801.

TRANSMISSION
Type: TeleTouch Drive: three-speed planetary geartrain with automatic torque converter
Ratios: 1st 2.37:1
2nd: 1.48:1
3rd: 1.00:1
Reverse: 1.84:1

DIFFERENTIAL
Type: Hypoid, straddle-mounted pinion, Hotchkiss drive
Ratio: 2.91:1

STEERING
Type: Bendix recirculating ball and nut, power assist
Turning ratio: 23:1
Turns, lock-to-lock: 5.2
Turning circle: 43.2 feet

BRAKES
Type: Hydraulic four-wheel drums with self-adjust, Bendix Treadle-Vac power assist
Front: 11 inches
Rear: 11 inches
Total lining area: 205.3 square inches

CHASSIS & BODY
Construction: Full-length ladder-style with center-flared boxed side rails, all-steel body
Body style: Two-door, six-passenger hardtop sedan
Layout: Front engine, rear-wheel drive

SUSPENSION
Front: Independent, unequal length A-arms; coil springs; ball joints; tube shocks, link stabilizer bar
Rear: Solid axle; longitudinal semi-elliptic leaf springs; tube shocks

WHEELS & TIRES
Wheels: Pressed steel disc with drop-center rims and hubcaps
Front/rear: 14 x 6 inches
Tires: BFGoodrich Silvertown bias ply

WEIGHTS & MEASURES
Wheelbase: 124 inches
Overall length: 218.86 inches
Overall width: 79.84 inches
Overall height: 56.83 inches
Front track: 59.38 inches
Rear track: 59.0 inches
Shipping weight: 4,136 pounds

CAPACITIES
Crankcase: 6 quarts
Cooling system: 23 quarts
Fuel tank: 20 gallons
Transmission: 10 quarts
Rear axle: 5 pints

CALCULATED DATA
Bhp per c.i.d.: 0.84
Weight per bhp: 11.99 pounds
Weight per c.i.d.: 10.09 pounds

PERFORMANCE*
0-60 mph: 9.7 seconds
1/4 mile e.t.: 17.4 seconds
Top speed: 120 mph
*Motor Trend, October 1957 road test

Old brochures of the Edsel 1958

Video of the real car from Youtube

The Edsel Show - CBS-TV (October 13, 1957)

If you have any question or comment your are free to contact me at: aeronautic@stofanet.dk

Dealers are welcome to get their models reviewed too.

Aeronautic Dec. 2017 Rev. July 2018

© 2004-2024 Aeronautic pictures. This website, the content, the design and the pictures and are intended for public non commercial use, and may be redistributed, freely printed, or electronically reproduced in its complete and unaltered form provided distribution is for private use only. Partial and other distribution means require the permission of Aeronautic Pictures. All rights reserved.