Most of the reports that are published are the result of some form of planning: either a car I have arranged to test, or an event to attend. This one is not quite like that, as it was not planned at all. After a day out enjoying sampling the latest rental car on the canyon roads north of Los Angeles, I popped into Glendale, one of those suburban areas that I know quite well, as in the days when I used to work in the area, the IBM office that I visited was here, om Brand Boulevard. Continue a bit further south and you come to a recent development, called Americana, which comprises a series of shops and restaurants that complement the more established Glendale Galleria.  I know from experience that this area always has impressive Christmas lights and decorations, and it was to see these as opposed to enjoying the shops which was the reason for coming here on this occasion. I duly parked up, taking my camera with me, and headed out onto Brand Boulevard, and was surprised to see a number of what are best described as American “Land Yachts” parked up on the other side of the street. I just had to go over and investigate. It was quite clear that the cars had come together as a group of some sort, and given their enormity, they had been left in a double row on the side of the road, pending availability of some free parking spaces, or valet parking to find somewhere they could be parked up for the rest of the evening or however long the drivers wanted to stay. I was far from the only person who was interested in the cars, as quite a number of others appeared as if from nowhere with a mix of cameras and phones to record what they were seeing. Here, then are some fabulous period pieces, some more original than others, but all clearly very much enjoyed.

1958 Chevrolet Impala: The Impala name was first used for the full-sized 1956 General Motors Motorama show car that bore Corvette-like design cues, especially the grille. It was named Impala after the graceful African antelope, which was used as the car’s logo. Painted emerald green metallic, with a white interior, the Impala concept car featured hardtop styling. Clare MacKichan’s design team, along with designers from Pontiac, started to establish basic packaging and dimensions for their shared 1958 General Motors “A” body in June. The first styling sketch that directly influenced the finished Chevrolet automobile was seen by General Motors Styling Vice President Harley Earl in October. Seven months later, the basic design was developed. For 1958, GM was promoting its 50th year of production, and introduced anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Limited Riviera, Oldsmobile Starfire 98, Pontiac Bonneville Catalina, and the Chevrolet Bel-Air Impala. The Impala was introduced for the 1958 model year as a top-of-the-line Bel Air in 2-door hardtops and convertibles. From the windshield (A) pillar rearward, the 1958 Bel Air Impala differed structurally from the lower-priced Chevrolet models. Hardtops had a slightly shorter greenhouse and longer rear deck. The wheelbase of the Impala was longer than the lower-priced models, although the overall length was identical. Interiors held a two-spoke steering wheel and colour-keyed door panels with brushed aluminium trim. No other series included a convertible. The 1958 Chevrolet models were longer, lower, and wider than their predecessors. The 1958 model year was the first with dual headlamps. The tailfins of the 1957 were replaced by deeply sculptured rear fenders. Impalas had three taillights each side, while lesser models had two and wagons just one. The Impalas included crossed-flag insignias above the side mouldings, as well as bright rocker mouldings and dummy rear-fender scoops. The standard perimeter-type frame was abandoned, replaced by a unit with rails laid out in the form of an elongated “X”. Chevrolet claimed that the new frame offered increased torsional rigidity and allowed for a lower placement of the passenger compartment. This was a transitional step between traditional construction and the later fully unitized body/chassis; the body structure was also strengthened in the rocker panels and firewall. However, this frame was not as effective in protecting the interior structure in a side-impact crash as a traditional perimeter frame. A coil spring suspension replaced the previous year’s rear leaf springs, and an air-ride system was optional. A 283 cu in (4,640 cc) engine was the standard V8, with ratings of 185 hp, 230 hp, and 250 hp with optional Rochester Ramjet fuel injection. Two versions of Chevrolet’s 348 cu in (5,700 cc) V8, its first big-block, were also optional, producing 250 hp with a single four-barrel carburettor and 280 hp with three two-barrels. In total, 55,989 Impala convertibles and 125,480 coupes were built representing 15% of Chevrolet production. The 1958 Chevrolet Bel Air Impala helped Chevrolet regain the number-one production spot in this recession year.

1959 Chevrolet Impala Coupe: As part of a GM economy move, the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks, Oldsmobiles, and Pontiacs. Using a new X-frame chassis, the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large “teardrop” design at each side, and two slim-wide, non-functional front air intake scoops were added just above the grille. The Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible and a five-door station wagon. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp. Optional were a 283 cu in with 290 hp  and 348 cu in (5.7 L) V8 up to 335 hp. Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was “Speedminder,” which allowed the driver to set a needle at a specific speed, which triggered a buzzer when exceeded. The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders. Seven versions of the 283-cu in and 348-cu in V8s were offered: the carbureted 283 Turbo-Fire could have either 170 or 230 hp. The 348 was available in 250 to 320 hp with a 350 hp Special Super Turbo-Thrust with triple two-barrel carburettors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was cruise control. Production was 490,000 units.

1960 Chevrolet El Camino: The concept of a two-door vehicle based on a passenger car chassis with a tray at the rear began in the United States in the 1920s with the roadster utility (also called “roadster pickup” or “light delivery”) models. Ford Australia was the first company to produce a coupé utility as a result of a 1932 letter from the wife of a farmer in Victoria, Australia, asking for “a vehicle to go to church in on a Sunday and which can carry our pigs to market on Mondays”. Ford designer Lew Bandt developed a suitable solution, and the first coupé utility model was released in 1934. Bandt went on to manage Ford’s Advanced Design Department, being responsible for the body engineering of the XP, XT, XW, and XA series Ford Falcon utilities. General Motors’ Australian subsidiary Holden also produced a Chevrolet coupé utility in 1935, and Studebaker produced the Coupé Express from 1937 to 1939. The body style did not reappear on the American market until the release of the 1957 Ford Ranchero. Both the coupé utility and the similar open-topped roadster utility continued in production, but the improving economy of the mid- to late-1930s and the desire for improved comfort saw coupé utility sales climb at the expense of the roadster utility until, by 1939, the latter was all but a fading memory. In 1957, Ford introduced the Ranchero, and established a new market segment in the U.S. of an automobile platform based coupé utility. In 1959, Chevrolet responded with the El Camino to compete with Ford’s full-sized Ranchero. The original El Camino and Ranchero would compete directly only in the 1959 model year.  The El Camino was introduced for the 1959 model year two years after the Ford Ranchero. According to Chevrolet stylist Chuck Jordan, GM Harley Earl had suggested a coupé pickup in 1952. Like the Ranchero, it was based on an existing and modified platform, the new-for-1959 Brookwood two-door station wagon, itself based on the redesigned full-sized Chevrolet of that year. Highly stylized, it initially sold 50% more briskly than the more conservative Ranchero, some 22,000 to 14,000. Unlike the Brookwood wagon and a sedan delivery variant, the El Camino was available with any full-sized Chevrolet drivetrain. It came in a single trim level, its exterior using the mid-level Bel-Air’s trim, and the interior of the low-end Biscayne. Its chassis featured Chevrolet’s “Safety-Girder” X-frame design and a full-coil suspension, both introduced in the 1958 model year. The 119 in (3,000 mm) wheel-base was 1.5 inches (38 mm) longer, and overall length for all 1959 Chevrolets was up to 210.9 in (5,360 mm). The El Camino’s payload rating ranged from 650–1,150 lb (290–520 kg), with gross vehicle weights ranging from 4,400–4,900 lb (2,000–2,200 kg) depending on powertrain and suspension. The somewhat soft passenger car suspension of the base model left the vehicle level without a load, in contrast the Ranchero, where standard 1100-pound rated heavy duty rear springs gave it a distinct rake when empty. The quirky Level Air suspension option, in its second and final year, was listed as available, but was almost never seen on any Chevrolet model, much less an El Camino. The 1959 El Camino was promoted as the first Chevrolet pickup built with a steel bed floor instead of wood. The floor was a corrugated sheetmetal insert, secured with 26 recessed bolts. Concealed beneath it was the floor pan from the Brookwood two-door wagon, complete with foot wells. Box capacity was almost 33 cubic feet (0.93 m3). Among the performance engines offered were a 283-cid Turbo-Fire V8 with two- or four-barrel carburetion, several Turbo-Thrust 348-cid V8s with four-barrel or triple two-barrel carburettors producing 335 bhp, and 250- and 290-bhp 283-cube Ramjet Fuel Injection V8s. Hot Rod magazine conducted a test of an El Camino equipped with the hottest powertrain combination available in early 1959—a 315 bhp, triple-carb, solid-lifter 348 V8 mated to a four-speed. Staff testers clocked 0-60 mph times of around seven seconds, estimated top speed at 130 mph (210 km/h), and predicted 14-second/100-mph quarter-mile performance with a rear-axle ratio suitable for drag racing installed. A total of 22,246 El Caminos were produced for 1959. That bested the count of 21,706 first-year Rancheros made in 1957 and the 14,169 Ford sedan pickups built in direct competition for the 1959 model year. The similar but less flamboyant 1960 model started at $2366 for the six-cylinder model; another $107 for a V8 with the two-barrel 283. At first glance, the exterior once again had a Bel Air look, with that series’ bright-metal “jet” appliqué and narrow trailing moulding used to accent the rear quarters. Inside, Biscayne/Brookwood appointments also persisted. The seat was now covered in striped-pattern cloth with vinyl facings. Available interior trim shades were once again grey, blue, and green. Floor coverings were in medium-tone vinyl. Mid-1959 powertrain availability was carried over with minimal changes for 1960: The base 283-cid V8 was detuned a bit for fuel economy and was now rated at 170 bhp, and the fuel-injected engines were officially gone. Orders plummeted by a third, to just 14,163, at which point Chevrolet discontinued the model; meanwhile, Ford moved 21,027 Rancheros, which were now based on the brand-new Falcon compact. The pioneering American sedan pickups just did not connect with enough car-buying Americans. Perhaps these early “crossovers” didn’t carry enough passengers; in a time when baby-boomer families dominated the market, three across was the best they could offer. Cargo volume was meagre compared with pickup trucks. The low-level trim and marketing efforts focused almost exclusively on commercial customers may have inhibited sales, as well. Between the discontinuation of the first generation and the introduction of the second, the Chevrolet Greenbrier, based on the Corvair platform, replaced the El Camino as Chevrolet’s car-based pickup.

1962 Chevrolet Impala Coupe: The Impala was restyled on the GM B platform for the first time for 1961. The new body styling was more trim and boxy than the 1958–1960 models. Sport Coupe models featured a “bubbleback” roof line style for 1961, and a unique model, the 2-door pillared sedan, was available for 1961 only. It was rarely ordered. A “Super Sport” (SS) option debuted for 1961. This was also the last year the top station wagon model would have the Nomad name. Power brakes were $43. The 1962 model featured new “C” pillar styling for all models except the 4-door hardtop. Sport Coupe models now featured the “convertible roof” styling, shared with other GM “B” full-size hardtop coupe, which proved popular. The “overhang” roof style of the sedans was replaced with a wider “C” pillar with wraparound rear window. Engine choices for 1962 began as previously with 1962 being the final year for the 235 I6. along with the small-block 283 fitted with a two barrel carburettor. The 283 was also enlarged to 327-cubic-inch (5.4 L), offered in two versions, one with 250 bhp and one with 300 bhp. The 348-cubic-inch (5.7 L) V8 was discontinued and replaced by the 380 bhp 409-cubic-inch (6.7 L) or 409 bhp 409-cubic-inch (6.7 L) engine, available only with a manual transmission. Due to reliability problems, the optional Turboglide automatic transmission was discontinued, leaving Powerglide the only automatic transmission available until 1965. A new radio was optional. The Beach Boys produced a hit single, “409”, referring to the Chevrolet, which became an iconic song for these cars. Impalas again featured premium interior appointments, plusher seats could be done by the dealerships on customer request. And more chrome trim outside, including a full-width aluminium-and-chrome panel to house the triple-unit taillight assembly. Super Sport (SS) models featured that panel in a special engine-turned aluminium, which was also used to fill the side mouldings, making the SS more distinctive in appearance. The Impala also gained the top trim station wagon body design, in place of the Chevrolet Nomad model. However, unlike the passenger cars, Impala wagons had dual-unit taillights. The 1963 Impala featured rectilinear styling with an engine-turned aluminium rear taillight panel surrounded by a chrome border on SS models. Engine choice was similar to 1962, with the small-block 283 cu in (4.6 L) and 327 cu in (5.4 L) V8s most popular. The Stovebolt six-cylinder engine was replaced with a new 230 cu in (3.8 L) Turbo-Thrift six that used thinwall castings and would continue as the standard engine for Chevrolet cars through 1979. The Sport Sedan featured a new, creased roof line. A new “coved” instrument panel included simple indicator lights for hot and cold engine conditions. An optional factory tachometer was built into the dashboard, just above the steering wheel. Impala wagons got triple-unit taillights for the first time. A special 427 cu in (7.0 L) version of the 409 cu in (6.7 L) engine was used in the 1963 Chevrolet Impala Sport Coupe, ordered under Chevrolet Regular Production Option (RPO) Z11. This was a special package created for drag racers and NASCAR and included a 427 with aluminium body parts and a cowl-induction air intake system. The aluminium body parts were fabricated in Flint, Michigan at the facility now known as GM Flint Metal Center. Unlike the later second-generation 427, it was based on the W-series 409 engine, but with a longer 3.65 in (93 mm) stroke. A high-rise, two-piece aluminium intake manifold and dual Carter AFB carburettors fed a 13.5:1 compression ratio to produce 430 hp and 575 lb/ft (780 Nm) of torque. Fifty RPO Z11 cars were produced at the Flint GM plant. For 1964, the Impala was restyled to a more rounded, softer look. The signature taillight assembly had an “upside-down U” shaped aluminium trim strip above the taillights, but the individual lights were surrounded by a body-coloured panel. The 409 cu in (6.7 L) V8 engine returned as the big-block option, as well as dual four-barrel (four-choke) Carter AFB carburettors, which produced 425 bhp at 6,000 rpm and 425 lb/ft (576 N⋅m) at 4,200 rpm of torque. SS models continued to feature the engine-turned aluminium trim. Rooflines were carried over from 1963 unchanged. Back-up lights were standard. All full-size 1964 Chevrolet station wagons received small rectangular taillight lenses mounted vertically, one for each side of the car. The Impala Super Sport became its own series this year instead of an option package. The 1964 model year is a staple of lowrider culture, and it is commonly mentioned in West Coast hip hop lyrics

1968 Chevrolet Impala Convertible: Redesigned in 1965, the Impala set an all-time industry annual sales record of more than 1 million units in the United States. All new full-size Chevrolets eschewed the “X” frame for a full-width perimeter frame, a new body that featured curved, frameless side glass (for pillarless models), sharper angled windshield with newly reshaped vent windows, and redesigned full-coil suspension. In 1965, Chevrolet introduced a new luxury package for the Impala four-door hardtop, called “Caprice” and coded as RPO Z18. Caprices received tufted upholstery, wood grained accents on the dashboard and specialty pulls on the insides of the doors. This “halo” model also featured the “spinner” wheel covers from the Impala SS, with the “SS” logo centers replaced by a Chevrolet “bowtie” emblem. The Super Sport’s blackout rear trim strip below the triple taillights was also used, with the “Impala SS” emblem replaced by a large “Caprice by Chevrolet” badge. The Impala block lettering on each front fender was replaced with “Caprice” script. The Caprice package was reintroduced as the Chevrolet Caprice Custom in 1966, taking the top position in the full-size Chevrolet lineup. Engine choices included the inline six-cylinder as well as the small-block and big-block V8s. A new three-range Turbo Hydra-Matic automatic transmission was optional for 396 cu in (6.5 L) V8. The old 409 cu in (6.7 L) “W” engine was discontinued early in the 1965 model year, so early-production 1965s got the 409, as well as 1/10 of 1% had the 396 CID big-block. Other later-built cars had the 396 cu in (6.5 L) as the big-block option. Two-speed Powerglide, as well as 3- and 4-speed manual transmissions were available. As with previous years, Impalas featured more chrome trim inside and out, with pleated tufted upholstery and door panels. The Impala would be the #2-selling convertible in the US in 1966, with 38,000 sold; it was beaten by the Mustang by almost 2:1. 1966 saw a pair of enlarged big-block V8s featuring 427 cu in (7.0 L). The RPO L36 was rated at 385 hp, the L72 at 425 hp. The L72 was only available with a manual transmission. The 1966 Impala was a mild restyle of the 1965, featuring a new instrument panel, grille, wheel covers (except for SS models), and rectangular taillights that wrapped around to the side of the quarter panels. Standard features now included lap belts front and rear, reverse lamps, day/night rearview mirror, and a padded dashboard. The 1967 model was redesigned with enhanced Coke bottle styling that featured Corvette-inspired front and rear fender bulges. The curves were the most pronounced with the 1967–1968 models. In keeping with federal regulations, safety features were built into Impalas during the 1967 and 1968 model years, including a fully collapsible energy-absorbing steering column, side marker lights, and shoulder belts for closed models. The L72 engine was not available in 1967, but the L36 Turbo-Jet V8 was optional. GM adopted a new lock system for all models, replacing the previous system that had been in use since 1936 with letter-coded keys that changed each year. The 1968 model was facelifted with a new front end. The new rear bumper housed triple “horseshoe” shaped taillights. 1968 also saw a new Impala model, the Custom Coupe. This two-door hardtop featured the same formal roofline as the Caprice Coupe. It was successful and would be continued through 1976. The L72 “427 Turbo-Jet” engine was once again returned to the option list, a solid-lifter V8 rated at 425 hp. It would continue to be available for both 1968 and 1969, replaced by the Turbo-Jet 454 for 1970. The 1969 Impala and other full-sized Chevrolets got new slab-sided bodies with a small “upsweep” at the rear quarter window, giving them a more formal appearance. It retained the 119-inch wheelbase from previous models. New front bumpers that wrapped around the grille and horizontal taillights were in the rear bumper. The hardtop Sport Coupe got a new notchback roofline, replacing the “fastback” C-pillar from 1967 to 1968. Ventless front windows were used on all models. Chevrolet had a rudimentary “power vent” system featuring vents in the instrument panel. The ignition switch was moved from the instrument panel to the steering column, and when the key was removed, the steering wheel and shift lever were locked. The 1969 model year Impala production topped Caprice production by 611,000 units. Impala station wagons were renamed Kingswood, a name which would continue through 1972. The similar 1970 Impala got a minor facelift featuring a more conventional under the grille bumper replacing the wrap-around unit used in 1969 along with new triple vertical taillights in the rear bumper. Canadian buyers got the choice of a lower priced companion to the Impala Sport Coupe, the Bel Air Sport Coupe, which used the same body but featured Bel Air trim.

1964 Ford Galaxie Convertible: The 1960 Galaxie introduced all-new design with less ornamentation. A new body style was the Starliner, featuring a huge, curving rear observation window on a pillarless, hardtop bodyshell. The thin, sloping rear roof pillar featured three “star” emblems that served as the Galaxie signature badge for all 1960 – 62 models. The formal roofed 2-door hardtop was not available this year, but the roofline was used for the Galaxie 2-door pillared sedan, complete with chromed window frames. It had been the most popular body style in the line for 1959, and sales dropped off sharply. Contrary to Ford’s tradition of pie-plate round taillights, the 1960 featured “half-moon” lenses turned downward. The “A” pillar now swept backward instead of forward, making entering and exiting the car more convenient. For 1961, the bodywork was redone again, although the underpinnings were the same as for 1960. This time, the tailfins were almost gone; the small blade-like fins capped smaller versions of 1959’s “pie-plate” round taillamps once again. Performance was beginning to be a selling point, and the 1961 Galaxie offered a new 390 CID (6.4 L) version of Ford’s FE series pushrod V8, which was available with either a four-barrel carburettor or, for higher performance, three two-barrel carburettors. The latter was rated at 401 hp (gross). The 352 was downgraded in favour of the 390; it was equipped with a 2-barrel carburettor and single exhaust. The Starliner was again offered this year, and Ford promoted this model with luxury and power equipment, but it was dropped at the end of the year, as the re-introduced square-roof hardtop coupe, the Galaxie Club Victoria, took the bulk of sales. For 1962, the Galaxie name was applied to all of Ford’s full size models, as the Fairlane name was moved to a new intermediate model and Custom was temporarily retired. New top-line Galaxie 500 (two-door sedan and hardtop, four-door sedan and hardtop, and “Sunliner” convertible) models offered plusher interiors, more chrome trim outside, and a few additional luxury items over and above what was standard on the plainer Galaxie models. Base Galaxie models were available in two- and four-door sedans as well as the plain Ranch Wagon. In an effort to stimulate midseason sales, Ford introduced a group of sporty cars along with a “Lively Ones” marketing campaign. These models featured the bucket seats and console that were popularized by the Chevrolet Corvair Monza, and included a Fairlane 500 Sports Coupe, and a Falcon Futura. The full-size line was available with new bucket-seats-and-console “Lively One,” the Galaxie 500/XL (two-door hardtop and convertible). Ford stated in its sales literature that XL stood for “Xtra Lively.” The 223 cu in (3.7 L) “Mileage Maker” 6-cylinder was the base engine. The 292 cu in (4.8 L) V8 was standard on the 500/XL. The XL had sportier trim inside and out. This model was Ford’s response to Chevrolet’s Super Sport option for the big Impala, which was introduced the previous year and saw a significant rise in sales for 1962. A 406 cu in (7 L) engine was available in single four-barrel or triple-carbureted “six-barrel” form. Tailfins were gone, giving the 1962 models a more rounded, softer rear end look. Taillights were set lower into the rear panel and were partially sunken into the newly sculpted rear bumper. Outside, XL models got a thicker body side chrome spear, along with a new “Galaxie 500XL” emblem on each rear fender (including the convertible, where this badge replaced the “Sunliner” script). An oval version of the Galaxie “star” emblem replaced Ford crests on the roof sail panels on hardtops. Front fenders shapes were the same as 1961; a slightly modified flat-face grille featured a large “star” emblem in its centre for all 500 and higher-priced Galaxie models. The 1962 models were overweight by comparison to the Super Duty Pontiacs with their aluminium body panels and larger-displacement engines. Therefore, late in the production run, Ford’s Experimental Garage was ordered to reduce the weight of the Galaxie. It produced 11 “lightweight Galaxies”, making use of fiberglass panels, as well as aluminium bumpers, fender aprons, and brackets; the result was a Galaxie weighing in at under 3,400 lb (1,542 kg). The base 2-door Club Sedan was 3,499 lb (1,587 kg). It was an improvement. The 1963 model was essentially unchanged save for some freshening and added trim; windshields were reshaped and a four-door hardtop 500/XL was added. A lower, fastback roofline was added mid-year to improve looks and make the big cars more competitive on the NASCAR tracks with less drag and reduced aerodynamic lift at high speed. This 1963½ model, the industry’s first official “½ year” model, was called the “sports hardtop” or “fastback” (it shared this feature with the for 1963½ Falcon). Galaxie buyers showed their preference as the new sports hardtop models handily outsold the “boxtop” square-roof models. The sports hardtop was available in both Galaxie 500, and Galaxie 500/XL trim. Mercury also received the new roofline (under the Marauder badge) in Monterey, Montclair, and Park Lane models. This year, a no-frills big Ford, priced around $100.00 below the base Galaxie sedans, was offered, badged as the Ford 300. It was offered for 1963 only, and was replaced by the Custom series in 1964. The “Swing-away” steering wheel became optional. The Fairlane’s newly enlarged “Challenger” V8 engine of 260 cu in (4.3 L) replaced the Y-block 292 cu in (4.8 L) as the entry level V8. Later in the year, the 260 was replaced with an enlarged version displacing 289 cubic inches. At the beginning of the 1963 model run, the 292 Y-block V8 was replaced as the base V8 engine with the Fairlane’s new small block 260. The 260 proved underpowered for the heavy full size Ford and was replaced midyear (coincident with the introduction of the 63 and 1/2 models) with the 289 V8. The 289 was then the largest of the “small block series” that was first used (221 cubic inch version) in the 1962 Fairlane. The 260 was offered on the Falcon Sprint and later, in mid 1964, in the early version of the 1965 Mustang. By 1965 model introduction (in the fall of 1964), the 260 (which had disappointing performance in all versions including the Sprint and Mustang) was replaced by the 289 in all models. Ford continued to offer the FE series 352 in the 1963 full size, as well as 3 versions of the 390 V8 (regular, high performance, and police). Five different transmissions were offered for 1963. A 3-speed manual column shift was standard on all models except the 406 V8, which required the heavier duty Borg-Warner 4-speed manual. A three speed manual with overdrive was optional, but rarely ordered. The two-speed Ford-O-Matic was common with the 6-cylinder and small block V-8s, while the majority of big blocks (352 and 390) were ordered with the 3-speed Cruise-O-Matic automatic transmission. The availability of several different rear end ratios, along with 5 transmissions, and 8 different engines, led to a huge number of different driveline combinations for 1963. The most produced combination for the Galaxie and Galaxie 500 was the 352 V8, with Cruise-O-Matic and the 3.0 rear end ratio. Ford’s “Club,” “Town,” and “Victoria” monikers for body styles were retired in 1963, replaced by generic labels, “2-door”,”4-door”, and “Hardtop.” Partway through this year and in limited quantities, a new 427 replaced the 406 for racing applications. It was intended to meet NHRA and NASCAR 7-liter maximum engine size rules. This engine was rated at a 425 hp with 2 x 4 barrel Holley carburettors and a solid lifter camshaft. Ford also made available aluminum cylinder heads as a dealer option. The 1963½ was still overweight, however. To be competitive in drag racing Ford produced 212 (around 170 from Ford Norfolk, about 20 from Ford Los Angeles) lightweight versions of the “R” code 427, in the Galaxie 500 Sport Special Tudor Fastback. Available only in Corinthian White with red vinyl interior, and with a list price of about US$4,200 (when a base Ford 300 went for US$2,324, and XL Fastback was US$3,268), these cars came stock with Borg-Warner T-10 four-speed, 4.11:1 rear axle, heavy-duty suspension and brakes, and were fitted with a fiberglass hood (a flat piece at first, late in 1963 the popular blister hood also used on the Thunderbolt), trunk, front fenders, and fender aprons, as well as aluminium bumpers and mounting brackets, transmission cases, and bellhousing. Hood springs, heater, trunk lining and mat, spare wheel and tire (and mounting bracket), trunk lid torsion bar, jack, lug wrench, one horn (of the stock two), armrests, rear ashtrays, courtesy lights, and dome light were removed to reduce weight. The first 20 cars had functional fiberglass doors, which shaved 25 lb (11 kg); these were deleted because of Ford’s concern for safety if used on the highway. The cars had all sound-deadening material removed, lightweight seats and floormats, and no options. They were not factory equipped with cold-air induction, as the Thunderbolt would be. In addition, they were built on the 45 lb (20 kg)-lighter Ford 300 chassis, originally intended for a smaller-displacement V8. In all, the 427s were 375 lb (170 kg) lighter than before (425 lb (193 kg) with the fiberglass doors). The first two lightweight Galaxies, using 289 cu in (5 L) bodies, were assembled at Wayne, Michigan, late in January 1963, to be tested at the 1963 Winternats. They were delivered to Tasca Ford (East Providence, Rhode Island) and Bob Ford (Dearborn, Michigan). Bill Lawton’s Tasca Galaxie turned the best performance, with a 12.50 pass at 116.60 mph (187.65 km/h). It was not enough against the 1963 Chevrolet Impala Z-11s in Limited Production/Stock, however. Three more were assembled from parts and tested at Ford’s Experimental Garage in Dearborn. One of the next two, the last Winternationals test cars, was prepared by Bill Stroppe in Long Beach, California, for Les Ritchey; it was featured in the July 1963 issue of Hot Rod. For all their efforts, Ford discovered the Galaxies were still too heavy, and the project was abandoned. Some of these cars competed in England, Australia and South Africa after being modified by Holman and Moody who fitted them with disc brakes and other circuit racing components. Jack Sears won the 1963 British Saloon Car Championship driving Galaxies and Cortinas and the racing Galaxies were also driven by Sir Jack Brabham, Graham Hill and other notable drivers of the period. The heavy Galaxies suffered from persistent brake failure that led to a number of crashes, and in late 1963 started using the 12-inch disc brakes from the Ford GT40 program. By this time the Lotus Cortinas were being developed and the big Galaxie became uncompetitive. Model year 1964 was the fourth and final year of this body style. Interior trim was altered, and the exterior featured a more sculpted look which was actually designed to make the car more aerodynamic for NASCAR. The formal-roof “boxtop” style was no longer available, all non-wagon models now featuring the “fastback” roof design that was the runaway best-seller in 1963. The base 300 was replaced by a line of Custom and Custom 500 models. The 289 continued as the base V8 and was standard in the XL series. XL models got new thin-shell bucket seats with chrome trim. Federal regulations now required lap-style safety belts for both front outboard occupants. The ignition switch was moved from the left side of the steering column, to the right, but otherwise the attractive instrument panel remained unchanged from ’63. The 1964 XL two-door hardtop became the best seller of any XL produced in any year. The 427 cu in (7.0 L) engine was used in 50 lightweight fiberglass-equipped cars for drag racing. These competed in North America but were still too heavy and Ford introduced the lightweight Fairlane Thunderbolt. The Ford Country Squire station wagon, while wearing “Country Squire” badging, was actually part of the Galaxie 500 line. Some Country Squires had “Galaxie 500” badging on the glovebox indicating the series name. These station wagons featured the same trims as Galaxie 500s, and were a step up from the base-model Country Sedan.

1978 Cadillac Coupe de Ville: 1977 was Cadillac’s 75th anniversary, and saw the introduction of the downsized DeVille coupes and sedans. These new cars featured a higher roofline, resulting in a vehicle that was over 9 inches (230 mm) shorter, 4 inches (100 mm) narrower, and 1/2 ton lighter than the previous year, but with a larger trunk and more headroom and legroom. These were also the first DeVilles ever to be marketed without fender skirts over the rear wheels. The old door pull straps returned for 1977-80. The 500 in3 V8 (which produced 190 horsepower) was replaced for 1977 by a 180-horsepower 425 in3 V8 variant of similar design. The reduction in size and weight was implemented to improve fuel economy and emissions as a result of the United States Federal Government passage of Corporate Average Fuel Economy regulations. For 1977, the lineup included the two-door Coupe de Ville for US$9,654 and four-door Sedan de Ville for US$9,864.  The $650 d’Elegance package, an interior dress-up option carried over from the previous generation of De Villes, continued for both models. 3-sided, wrap-around tail lamps were a 1977 feature only. Coupe de Ville’s popular “Cabriolet” option, priced at $348, included a rear-half padded vinyl roof covering and opera lamps. An optional electronic fuel-injected version of the standard 7.0-liter powerplant, adding 15 hp, was available for an additional $647. Sales figures were 138,750 Coupe de Villes and 95,421 Sedan de Villes for an all-time sales record of 234,171 De Villes sold. In addition to a redesigned grille and hood ornament, 1978 saw slim, vertical tail lamps inset into chrome bumper end caps with built-in side marker lamps (Cadillac would retain this “vertical tail lamp inset” design feature on the De Ville through 1984, and again from 1989 through 1999). New for 1978, a “Phaeton” package was optional for De Ville. Available on both coupe and sedan, the $1,929 Phaeton package featured a simulated convertible-top, special pin striping, wire wheel discs, and “Phaeton” script in place of the usual “Coupe de Ville” or “Sedan de Ville” script on the rear fenders. Inside were leather upholstered seats and a leather-wrapped steering wheel matching the exterior colour. The package was available in “Cotillion White” (with Dark Blue roof), “Platinum Silver” (with a Black roof), or “Arizona Beige” (with a Dark Brown roof). Coupe de Ville’s popular Cabriolet roof package was priced at $369, while the d’Elegance package (for coupe or sedan) was available at $689. Electronic fuel injection, which added 15 hp, was available at $744. Electronic level control – which used suspension-mounted sensors and air filled rear shocks – kept the car’s height level regardless of passengers and cargo weight, was available for $140. Sales dropped slightly from 1977 to 117,750 for the $10,444 Coupe de Ville, and 88,951 for Sedan de Ville, priced at $10,668. With bigger changes coming for 1980, the 1979 models received few alterations, which included a new grille design with “Cadillac” script on the header above the grille and a new, lightweight aluminium hood. The “Phaeton” package, now priced at $2,029, was still available in three colours, but with two new replacement colours: “Western Saddle Firemist” (with leather interior in “Antique Saddle”) replacing the “Arizona Beige”, and “Slate Firemist” (with leather interior in “Antique Gray”) replacing “Platinum Silver”. The d’Elegance package was back, at $725, which included Venetian velour upholstery (in four colors) with a 50/50 split front seat, overhead assist handles, Tangier carpeting, door pull handles, and “d’Elegance” emblems among other niceties. In addition to the $783 “fuel-injection” option, there was also the choice of a 350 in3 LF9 diesel V8 (built by Oldsmobile) for $849. Coupe de Ville’s cabriolet package, priced at $384, was available in 17 colours. Production rose slightly to 121,890 for Coupe de Ville ($11,728), and 93,211 for Sedan de Ville ($12,093). 1980 saw the discontinuation of the 7 liter V8, which had generated power of 194 hp and 0-60 mph in 10.9 seconds, with a top speed of 187 km/h (116 mph) with a new Malaise era 368 CID (6.0 L) V8., generating power of 150 hp and 0-60 mph in 13.6 seconds, with a top speed of 171 km/h (106 mph). Late in the 1980 model year, V6 power (in the form of a 4-bbl 252 CID engine manufactured by Buick) was offered as a credit option. Cadillac had not offered an engine with fewer than 8 cylinders since 1914 with the Cadillac Model 30. The entire auto industry suffered miserable sales during the 1980 model year; despite new sheetmetal and a multitude of other improvements and refinements, sales of the Coupe de Ville fell to 55,490 (less than half of the 1979 figures) cars, while the Sedan de Ville was down by nearly half with 49,188 cars sold. The 1980 Cadillac Coupe and Sedan de Ville received a major facelift, with a more aerodynamic nose, nearly vertical rear window, new trunk lid and higher, straighter rear fenders capped by wider chrome taillamp bezels. The cars took on a more upright, formal silhouette and appeared heavier and somewhat longer, though in actuality they were slightly shorter than the 1977-79 models. The Phaeton option was discontinued, but the $1,005 d’Elegance package remained. The Coupe de Ville now wore full, bright side window surround mouldings, whereas the sedan had body-color door frames with a thin chrome bead around the window opening (as used in 1977 – 1979). The chromed-plastic grille held a very diplomatic, Rolls-Royce inspired design, with thick vertical bars, featuring the ‘Cadillac’ script on the driver’s side grille header. The 1980 grille cast was used again for the 1989 to 1992 Cadillac Brougham. Unlike the pre-1980 models, the rear window glass for both coupe and sedan models was now the same, as the coupes did away with the sporty slanted rear window and adopted the formal near vertical look shared with the sedans. Pricing for DeVille was $12,899 for the coupe; $13,282 for the sedan. Oldsmobile’s 5.7-liter diesel V8 was still an available option at $924, as was the popular Cabriolet roof option for Coupe de Ville at $350. 1981’s biggest news was the introduction of Cadillac’s modulated-displacement 368 in3 V8-6-4 engine. Developed by the Eaton Corporation – with design elements that had been tested for over 500,000 miles (800,000 km) – allowed various engine computers to decide how many cylinders were needed to power the car for optimal fuel economy. The theory was 8 cylinders from a complete stop, 6 cylinders during usual driving, and just four cylinders at cruising speed. The changes in cylinder operation were slight, and most drivers did not detect any difference in operation. However, in some cases, reliability and component failure led to customer complaints. Cadillac defended its micro-processor controlled powerplant, and even offered special extended warranties to customers. Hemmings Motor News has described the operation of this engine in practice – “Disaster doesn’t quite cover the scope of what happened.” Also available was Oldsmobile’s 5.7-liter V-8 diesel engine. The 125 hp Buick V6, teamed with an automatic transmission, returned for 1981 after a short initial offering in the spring of 1980. Coupe de Ville was priced at $13,450, while Sedan de Ville, priced at $13,847, now had the unique option of an available automatic seat belt system – the first offered on a GM vehicle. With the automatic shoulder/lap belt system (only for the outboard front seat passengers), the shoulder point was moved from the upper B-pillar to the upper door glass frame, and the belt reel was moved from the floor onto the door itself, installed in the lower corner. With this, you could theoretically leave the seat belt latched at all times, and simply get in and out of the vehicle without having to unfasten the belt. The $150 option (which would re-appear as standard equipment on the 1990 – 1992 Brougham), was available only on V6-powered Sedan de Villes. The V6 option itself was a $165 credit over the standard V8 in De Ville. A new grille design was made up of small squares, similar to the pattern from 1979, while the same chromed grille surround from 1980 continued. The egg-crate 1981 grille cast was used again for the 1987 and 1988 Cadillac Brougham models. A new Electronic Climate Control panel did away with the slide lever and thumb wheel in favour of a digital display which allowed the driver to set the interior temperature to a single degree – from 65 to 85 (or “max” settings at 60 and 90 degrees). Option groups included the $1,005 d’Elegance package (available on both models), and the Cabriolet package (for Coupe de Ville) at $363. Sales were up slightly from 1980: 89,991 sedans versus 62,724 coupes (figures include DeVille and Fleetwood models). Exterior changes for 1982 were minimal, including a new thin vertical bar grille design (which was used through 1986) with the same grille surround from the past two years, and a new standard wheel cover design. Cadillac introduced a new aluminum-block 249-cubic-inch 4.1-liter HT series V8 engine to replace the V8-6-4, which was now available only in the Fleetwood limousine through 1984. This new power plant featured a closed-loop digital fuel injection system, free-standing cast-iron cylinders within a cast-aluminium block, and was coupled with a 4-speed automatic-overdrive transmission. Other engine options included the Buick V6 or Oldsmobile’s diesel V8. Inside, the Electronic Climate Control had an updated fascia that now included an “Outside Temperature” button. Previously, the outside temperature was available through an illuminated thermometer mounted to the driver’s outside mirror. With the new front-drive compact Cadillac Cimarron taking over as Cadillac’s entry-level model, the $15,249 Coupe de Ville was now a step-up. Sedan de Ville was priced at $15,699. Sales totals for 1982 included 50,130 coupes and 86,020 sedans (figures include combined De Ville and Fleetwood models). For 1983, slight reworkings under the hood added 10 horsepower (now rated at 135) to the standard 4.1-litre powerplant. Meanwhile, the Buick V6 credit-option was dropped. There were a few minor exterior changes for 1983. While the grille design was a carry-over from the previous year (and would be through 1986), the Cadillac script moved from the chrome header onto near the bottom of the grille itself. The wide parking lamps below the quad headlamps now had clear frosted lenses (previous years they were amber), with satin gold-coloured winged Cadillac emblems centred on each lens. A very minor change in the rear was the deletion of the chrome tips on both sides of the lower deck lid trim. These little chrome corner pieces, mounted on the filler panels, were prone to pitting as they were made of a different material than the bright aluminium trunk trim and upper license late surround. Coupe de Ville’s popular Cabriolet roof package added $415 to its $15,970 sticker price. While both models, including the $16,441 Sedan de Ville, could be ordered with the $1,150 d’Elegance package. Sales figures looked healthy, with a total of 109,004 De Ville and Fleetwood models). Because of a delay in production of the new downsized front-drive De Villes, their debut was pushed back from 1984 to 1985. As a result, the 1984 De Villes were essentially a rerun of the 1983 models. 1984 would also be the last time De Ville used the “V” emblem below the Cadillac crest, as all Cadillac models (except Cimarron) from 1985 on, would use the wreath & crest emblem – formerly, a Fleetwood exclusive. Minor changes included new body-colour side mouldings and a revised exhaust system with a revamped catalytic converter. The diesel V8 was now available at no additional charge. While the optional d’Elegance package remained at $1,150, the Cabriolet option for Coupe de Ville went up to $420. For 1984, sales figures show a total four-door production of 107,920 units, and an additional 50,840 two-door units (figures include de Ville and Fleetwood models). The new front-drive 1985 Coupe de Ville and Sedan de Ville arrived in Cadillac showrooms during the spring of 1984, about six months earlier than most new-car introductions, so both the 1984 rear-drive and totally redesigned 1985 front-drive models were being produced (at separate assembly plants) and sold simultaneously for nearly half a year.

This was an unexpected treat, and a reminder why it always pays to have your camera to hand, as it was great to be able to get these pictures. I did go on to take photos of the decorations as well, so this little stop in Glendale was a definite high on which to end my day.