Ever eager to try some different events in the hope of seeing cars that I’ve not come across before, I continually scan all manner of on-line sources as well as picking up advance notice from the specialist automotive press and the old-fashioned approach of picking up advertising flyers at other events. This all leads to quite a full diary, but sometimes there are gaps where either I’ve not spotted anything at all (rare, but it does happen in the summer months occasionally!) or I remain undecided. The event being reported upon here is one of those which I only spotted a few days before it was due to take place. I am well aware of a sizeable community of people interested in American cars in the Bristol area, and that there are all sorts of events that focus on their cars, and as I am fascinated by some of the back catalogue of cars that you just never saw here as they were never officially imported, I thought this one could be worth a look. My mind was made up when the day dawned and it was a lovely summery morning with lots of warm sunshine. As it was taking place at Keynsham Rugby Club, which is but a few miles from home, I figured that there was little to lose, as if the event was not to my taste, I would not have travelled far. A quick message to my mate Dan Grazier to say I was going resulted in him deciding to join in, as he has a very similar interest in seeing rare cars at new events so I waited for him to come around and collect me and off we set. It was mid-morning when we arrived and already there were several lines of display cars in position and more continued to arrive, resulting in a pretty sizeable gathering. A few non American cars ended up in the main display, but no-one really seemed to mind, and the net was that there was lots to look at, as this report evidences:

SHOW CARS

AMC

The AMC AMX is a two-seat GT-style muscle car produced by American Motors Corporation from 1968 through 1970. As one of just two American-built two-seaters, the AMX was in direct competition with the one-inch (2.5 cm) longer wheelbase Chevrolet Corvette, for substantially less money. It was based on the new-for-1968 Javelin, but with a shorter wheelbase and deletion of the rear seat. In addition, the AMX’s rear quarter windows remained fixed, making it a coupe, while the Javelin was a true two-door hardtop. Fitted with the standard high-compression 290 cu in (4.8 L) or optional 390 cu in (6.4 L) AMC V8 engine, the AMX offered top-notch performance at an affordable price. In spite of this value and enthusiastic initial reception by automotive media and enthusiasts, sales never thrived. However, the automaker’s larger objectives to refocus AMC’s image on performance and to bring younger customers into its dealer showrooms were achieved. After three model years, the two-seat version was discontinued. The AMX’s signature badging was transferred to a high-performance version of its four-seat sibling, the Javelin, from the 1971 to 1974 model years. American Motors capitalized the respected reputation of the original two-seat AMXs by reviving the model designation for performance-equipped coupe versions of the compact Hornet in 1977, Concord in 1978, and the subcompact Spirit in 1979 and 1980.

BUICK

The Roadmaster received its first major postwar restyling in 1949. Its wheelbase and overall length were reduced, but its weight was marginally increased. The most significant change was a much larger two-piece, curved glass windshield that the sales brochure described as like an “observation car.” It was also in 1949 that Buick introduced “VentiPorts.” Four were displayed on each of the Roadmaster and Century’s front fenders,[8] with three on the fenders of the Super and Special to denote junior level products. The sales brochure noted that VentiPorts helped ventilate the engine compartment, possibly true in early 1949, but they became non-functional sometime during the model year. The idea for VentiPorts grew out of a modification Buick styling chief Ned Nickles had added to his own 1948 Roadmaster. He had installed four amber lights on each side of his car’s hood wired to the distributor to flash on and off as each cylinder fired, simulating the flames from the exhaust stack of a fighter airplane. Combined with the bombsight mascot, VentiPorts put the driver in the control of an imaginary fighter airplane. Upon seeing this, Buick chief Harlow Curtice was so delighted that he ordered that (non-lighting) VentiPorts be installed on all 1949 Buicks, with the number of VentiPorts (three or four) corresponding to the relative displacement of the straight-eight engine installed. Dynaflow was now standard equipment, and engine output was increased to 150 hp through a slight increase in the compression ratio. With the now-standard Dynaflow, this contributed to giving the new Buicks a top speed of 110 mph (177 km/h). In the middle of the year, the Riviera joined the body style lineup, selling 4,314 units. Featuring power windows as standard equipment, the two-door Buick Roadmaster Riviera, along with the Cadillac Series 62 Coupe de Ville and the Oldsmobile 98 Holiday, was among the first hardtop coupes produced. The Riviera Hardtop was conceived by taking the convertible and welding a steel roof, which simplified manufacture and improved the car’s appearance. The Riviera was also notable for its popular optional “Sweepspear” chrome body side molding, which would soon become a Buick trademark. This chrome-plated strip started above the front wheel, then gently curved down nearly to the rocker panel just before the rear wheel, and then curved around the rear wheel in a quarter of a circle to go straight back to the taillight. The “Riviera trim”, as it was initially called, was also made available on the Roadmaster convertible late in the model year. With 88,130 sold, the all-time annual record for Roadmaster, the model accounted for 27% of all Buick sales, a high proportion despite its price being slightly less than a Cadillac Series 61. The 1950 restyling featured a “toothy” grille. The Sweepspear design was made standard on most body styles at the beginning of the 1950 model year, and on the station wagon and a new long-wheelbase sedan mid-year. The long-wheelbase sedan was lengthened by 4 inches (102 mm)). Like the convertibles, the Riviera and the long-wheelbase sedan came with power windows and seats as standard equipment. Roadmaster sales fell to 75,034, with Roadmaster’s share of total Buick output plummeting to 12%. For the 1951 model year, the long-wheelbase sedan was also called a Riviera, although it was not a hardtop. The Sedanet and regular wheelbase sedan were discontinued. Styling changes were minimal in 1951 and 1952. Power steering was added as an option in 1952, and the engine rating climbed to 170 hp primarily to a new four-barrel carburettor. Sales continued to decrease to about 66,000 in 1951 and totalled 51,000 units in 1952. A new V8 engine was introduced for 1953, Buick’s Golden Anniversary year. Although the Nailhead (as it was popularly called) was nearly identical in displacement to the straight-eight Fireball (322 versus 320 cubic inches), it was 13.5 inches (340 mm) shorter, four inches (100 mm) lower, and 180 lb (82 kg) lighter, but with 188 hp, it was 11% more powerful. The compression ratio increased from 7.50:1 to 8.50:1 and torque increased from 280 to 300 lb/ft (380 to 407 Nm). The compact dimensions of the V8 engine enabled Buick to reduce Roadmaster’s wheelbase by 4.75 in (121 mm) across the line. However, styling differences behind the engine cowl, apart from the new V8 emblem hubcaps, were nonexistent. Buick also introduced a new “Twin-Turbine” Dynaflow as a companion for the V8 engine. Estimated to increase torque at the wheels by 10 percent, the new transmission provided faster and quieter acceleration at reduced engine speeds. Both power steering and power brakes were made standard. Air conditioning was a new option, and a 12-volt electrical system was adopted years before many other makes. A new body style for 1953 was the Skylark convertible. The Buick Roadmaster Skylark was one of three specialty convertibles produced in 1953 by General Motors, the other two being the Oldsmobile 98 Fiesta and the Cadillac Series 62 Eldorado. The Skylark featured open wheel wells, a drastically lowered beltline, a four-inch-chop from the standard Roadmaster’s windshield, the absence of VentiPorts, and a new Sweepspear that anticipated Buick’s 1954 styling. Kelsey-Hayes wire wheels and a solid boot cover were standard. At US$5,000 only 1,690 units were produced. The following year, and for one year only, it would become separate series built on the all-new 122 in (3,100 mm) Century chassis. This was the last year for the Roadmaster Estate, and it was the last wood-bodied station wagon mass-produced in the United States. Its body was a product of Ionia Manufacturing, which built all Buick station wagon bodies between 1946 and 1964. Priced at US$4,031, the Estate was second in price only to the Skylark, with 670 being sold. Overall, Roadmaster sales went up to 79,137.

The 1968 model year was one of significant change for the Buick Skylark. Although still using the same basic chassis, all of GM’s mid-sized cars adopted a policy of using two different length wheelbases. Two-door models used a shorter wheelbase of 112 in (2,845 mm), while four-door models used a longer wheelbase of 116 in (the Buick Sport Wagon and Oldsmobile Vista Cruiser used an even longer wheelbase of 121 in). All of GM’s mid-sized cars received all-new sheet metal, incorporating a semi-fastback appearance, which was a revival of a streamlining on all GM products from 1942 until 1950 as demonstrated on the Buick Super Club Coupe (sedanette), that showed influences from the restyled Riviera. More Federally mandated safety features improved occupant protection and accident avoidance, including side marker lights, shoulder belts (on all models built after January 1, 1968), and parking lights that illuminated with headlights. The Buick Gran Sport, previously an option package available on the Skylark, became a separate series, starting with the 340 hp/440 lbs torque 400 c.i.d. V8 1968 GS 400, using the 2-door Skylark body and chassis. In a reshuffling of models in the lineup, the Special Deluxe replaced the previous Special. The Skylark nameplate was shuffled down a notch to replace the previous Special Deluxe. The previous Skylark was replaced by a new Skylark Custom. The basic Skylark was available as a two-door hardtop coupe or a four-door sedan. The Skylark Custom came as a two-door convertible coupe, two-door hardtop coupe, four-door hardtop sedan, or four-door sedan. The previous V6 was discontinued and the associated tooling was sold to Kaiser Industries, which used the V6 in its Jeep trucks and sport utility vehicles. The base engine in Buick Skylarks (and Buick Special sedans) became a 250-cubic-inch 250 cu in (4.1 L) Chevrolet I6, that produced 155 hp at 4200 rpm using a single-barrel Rochester carburettor. Optional on the Skylark and standard on the Skylark Custom was a new 350-cubic-inch V8 derived from the 340, using a two-barrel Rochester carburettor that produced 230 hp at 4400 rpm. The Buick Special name was dropped after the 1969 model year. A locking steering column with a new, rectangular ignition key became standard on all 1969 GM cars (except Corvair), one year ahead of the Federal requirement. For 1970, the mid-sized Buicks once again received new sheet metal and the Buick Skylark name was moved down another notch, replacing the previous entry-level Buick Special. It was available in two- and four-door sedans with the 250-cubic-inch inline-six as standard and the optional 350-cubic-inch V8 (260 horsepower at 4600 rpm). Two-door models shared their roofline with the 1970 Chevelle, distinct from that of the shared Pontiac LeMans and Oldsmobile Cutlass. The two-door sedan was unique to Buick, sharing its roofline as the hardtop but having a thick “B” pillar, with Buick’s traditional “Sweepspear” feature appearing as a crease running the length of the vehicle. Chevrolet did not offer a pillared coupe for the Chevelle from 1970 to 1972; all two-doors were hardtops. Replacing the previous Buick Skylark was the Buick Skylark 350, available as a two-door hardtop coupe or four-door sedan with the 350-cubic-inch V8 as standard equipment. This 350-cubic-inch engine was a different design than the Chevy’s 350 CID engine the Buick design had a longer stroke and smaller bore (3.80 X 3.85 in) allowing for lower-end torque, deep-skirt block construction, higher nickel-content cast iron, 3.0 in (76 mm) crank main journals, and 6.5 in (165 mm) connecting rods, the distributor was located in front of the engine (typical of Buick), the oil pump was external and mounted in the front of the engine, the rocker arm assembly had all rocker arms mounted on a single rod and were not adjustable. The Skylark Custom continued to be available, also using the 350-cubic-inch V8 as standard equipment and still available as a two-door convertible coupe, two-door hardtop coupe, four-door hardtop sedan, and four-door sedan. Buick Gran Sport models continued to be available as a separate series. The Buick Sport Wagon name was now used on a conventional four-door station wagon that no longer featured a raised roof with glass panels over the cargo area, or a longer wheelbase, as in the past. It now used the same 116 in (2,946 mm) wheelbase as the Buick Skylark four-door sedan and the now-discontinued Buick Special four-door Station Wagon. It became, in effect, a Buick Skylark four-door station wagon in all respects but the name. For the 1971 model year, the base Skylark was available only with the inline-6, now only putting out 145 hp due to emission control devices, but in a two-door hardtop coupe body-style (in addition to the previous two- and four-door sedans). The Skylark 350 had a V8 engine that put out only 230 hp. It was now available as a two-door sedan in addition to the previous two-door hardtop coupe and four-door sedan. 1972 was the last model year for the mid-sized Buick Skylark. During this model year many pollution controls were added to the engines, Compression was lowered, engines had to accept leaded and unleaded gas, and spark timing was retarded (no vacuum advance in lower gears) while driving in lower gears to reduce emissions. For 1972, the base Buick Skylark used the 350-cubic-inch V8 with the 2-barrel Rochester carburettor (now putting out 145 horsepower) as standard equipment. A new federally mandated system to calculate power was put into effect that year, and the actual engine performance was probably comparable but slightly lower because of pollution controls in the 1972 model year to the 230 hp that was listed for the previous year. The Skylark 350 now used a version of the same V8 engine as the base Skylark, but with a 4-barrel Rochester carburettor that generated 180 hp. Skylark Customs were available with the same 350-cubic-inch V8 engines available in the basic Skylark and the Skylark 350. The Custom had an upgraded interior and dash with some extra chrome. Convertibles only came in the Skylark Customs and the Skylark 350s. An all-new design arrived for 1973.

The Roadmaster name returned to the Buick line for the 1991 model year after a 33-year absence, with the third generation Buick Estate wagon becoming the Roadmaster Estate. A four-door sedan was added to the Roadmaster line for the 1992 model year, the first rear-wheel drive Buick sedan since 1985. Combined sales showed an over tenfold increase over 1991 thanks in part to an extended production run which had 1992 models going on sale in March 1991. As with its precursor, the new Roadmaster Estate wagon was based on GM’s full-size rear-wheel drive B platform, which was closely related to the GM C-body and D-body chassis reserved for top of the line Buicks and Cadillacs. It rode on the same 115.9 in (2,944 mm) wheelbase since the wagon series was downsized from the C-body in 1977, yet it was three inches shorter than the 1990 model. The Roadmaster sedan, a C-body vehicle over its eight previous generations, shared the B-body for the first time. It stood not only as the largest Buick, 10 in (254 mm) longer with a 5 in (127 mm) greater wheelbase than the apparent top-of-the-line C-bodied Buick Park Avenue, but larger both in wheelbase (2 inches) and overall length (6 inches) than the K-body Cadillac Sedan de Ville. The standard engine for the 1991 wagon was a 170 hp 5.0 L L03 Chevrolet small-block V8. It was replaced a year later with a 180 hp 5.7 L L05 Chevrolet small-block V8 shared by both wagon and sedan. In 1994, both received a substantial power and performance boost with an upgrade to a modified version of the advanced 5.7 L sequential point fuel-injection LT1 V8 introduced two years earlier in the C4 Corvette. Coupled with standard dual exhaust, it increased output to 260 hp. This version of the LT1 was shared with a limited range of B-and D platform luxury and performance cars such as the Chevrolet Caprice Police Package and Cadillac Fleetwood, as well as specialty versions of GM’s two F-bodied pony cars, the Chevrolet Camaro Z28 and Pontiac Firebird Trans Am. Engines used in luxury cars had iron instead of aluminium heads for durability, camshafts tuned for increased low-end torque, and intake silencers to decrease engine noise. While installed partly to better comply with emissions and fuel-economy standards, the LT1 V8 not only offered an 80 hp power increase, but raised rated fuel economy by 1 mpg, to 17 mpg city/25 mpg highway. As a result of this significantly boosted engine output, General Motors limited the softer-riding Roadmaster (which ran on lower speed-rated tires than used on the Corvette) to a top speed of 108 mph (174 km/h). For 1996, the LT1 became OBD-II compliant. All three Roadmaster V-8s were paired to a four-speed automatic transmission. In 1994, the hydraulically controlled 4L60 (700R4) transmission was replaced by the electronically controlled 4L60E.  When ordered with the factory towing package, the 1994 through 1996 Roadmaster was rated to tow up to 5,000 pounds (2,300 kg). For the station wagon, this could be raised to 7,000 pounds with the use of a weight-distributing hitch, dual sway controls, setting rear tire pressure to 35 PSI, and disabling the Electronic Level Control. The towing package added 2.93 rear-axle gears and a limited-slip differential, heavy-duty cooling system including oil and transmission coolers, and a factory-installed self-levelling rear suspension called Dynaride, which consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor. Most visibly, a pair of electric fans offset to the left under the hood was replaced by the combination of one conventional fan driven mechanically from the engine alongside one electric fan. The Roadmaster Estate wagon shared its body with the Caprice Estate and Oldsmobile Custom Cruiser; common styling features included the Caprice’s headlights and the Custom Cruiser’s 2nd-row “Vista Roof” with a sunroof. Simulated woodgrain sides were standard, though the treatment could be removed for credit. All three wagons offered an optional rear-facing third-row seat, bringing the seating capacity to eight. The Roadmaster sedan had a distinct fascia, featuring its grille and headlights stacked above running lights and turn signals. It shared a formal sedan roofline with the Cadillac Fleetwood, but was nine inches shorter in length and six inches in wheelbase. The 1995 and 1996 sedan models no longer had the Roadmaster emblem mounted on the quarter panels. The interior was redesigned for the 1994 model year, which included new dual airbags, moving some instrument panel gauges closer to the steering wheel, and revisions to the radio and climate controls. The side-view mirrors were changed in 1995, changing from a “Lolipop” style mirror mounted on the door skin, to a new folding design mounted on the sail panel.[clarification needed] The 1995 Roadmaster retained its skirted rear wheels (removed from the Caprice/Impala SS), while the sedan was updated with new bodyside mouldings. Station wagons saw a shade for the Vista Roof and a cargo cover. In 1996, automatic climate control became standard, and the rear seatbelts were redesigned with a “cinching” feature. With production of over 200,000 Roadmasters over six years, a combination of overcrowding among Buick’s high-end sedans and pressure from full-size SUVs on the Estate wagon led to GM focusing on higher profit margin vehicles, such as pickups and the truck-bodied Chevrolet Suburban. In 1996, the Arlington Assembly facility in Texas was converted to assemble SUVs and pickup trucks, marking the end of Roadmaster production. The final vehicle was built on December 13, 1996. All 1996 Roadmaster Estates received a “Collector’s Edition” hood ornament in place of the traditional tri-shield Buick badge. With Ford stopping production of its Country Squire and Colony Park station wagons in 1991, the discontinuation of the Roadmaster Estate and Chevrolet Caprice Estate marked the end of the full-size station wagon until the introduction of the 20-inch shorter, 5-inch narrower LX-bodied Dodge Magnum wagon in 2005.

CADILLAC

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 had become the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 130 in wheelbase. New mechanical items were a “scientifically engineered” drainage system and new shock absorbers. All Eldorados were characterised by a three-deck, jewelled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp from the 390 cu in (6.4 litre) engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with air conditioning, automatic headlight dimmer, and a cruise control standard on the Seville and Biarritz trim lines. For 1960, the year that this Fleetwood Eldorado was made, the styling was toned down a little. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tyres. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960. The idea of a large car finished in pink now is simply unthinkable, but the colour goes quite well with the style here. These 59 and 60 Cadillacs attract lots of interest from collectors and the public and this one was no exception.

As it had been since De Ville became a separate series, De Ville denoted Cadillac’s mainstream model, falling between the Calais (which had replaced the Series 62) and the Sixty Special and Eldorado. The De Ville was redesigned for 1965 but rode on the same 129.5-inch (3,290 mm) wheelbase. Tailfins were canted slightly downward, and sharp, distinct body lines replaced the rounded look. Also new were a straight rear bumper and vertical lamp clusters. The headlight pairs switched from horizontal to vertical, thus permitting a wider grille. Curved frameless side windows appeared, and convertibles acquired tempered glass backlights. New standard features included lamps for luggage, glove and rear passenger compartments and front and rear safety belts. Power was still supplied by the 340 horsepower 429 cu in (7,030 cc) V8, which would be replaced by the 472 cu in (7,730 cc) for 1968. Cadillac dropped the X-frame and used a new perimeter frame. Pillared sedans appeared on the De Ville series for the first time, while six-window hardtop sedans were dropped. A padded vinyl roof was a $121 extra-cost option on the hardtop model. All four DeVille models had small “Tiffany-like” script nameplates on the ends of their rear fenders just above the chrome side moulding. In 1966, changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal centre bar housing rectangular parking lamps at the outer ends. Separate rectangular cornering lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. De Ville scripts were still above the rear tip of the horizontal body rub mouldings. Cadillac crests and V-shaped mouldings, front and rear, were identifiers. Cadillac “firsts” this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used. The 1967 De Villes were extensively restyled. Prominent styling features were given a powerful frontal appearance with forward-leaning front end, long, sculptured body lines, and redefined rear fenders that had more than just a hint of tail fins in them. The full-width, forward-thrusted “eggcrate” grille was flanked by dual stacked headlights for the third consecutive year. The squarer cornered grille insert had blades that seemed to emphasize its vertical members and it appeared both above the bumper and through a horizontal slot cut into it. Rectangular parking lamps were built into the outer edges of the grille. Rear end styling revisions were highlighted by metal divided tail lamps and a painted lower bumper section. Coupe de Villes got a new roofline, inspired by the Florentine show car created for the 1964 New York World’s Fair, that gave rear seat passengers added privacy. As on that show car, the quarter window glass retracted rearward into a sail panel. Minor trim variations and slightly richer interiors separated De Ville from Calais. Tiffany style chrome signature scripts were again found above the body side molding on the rear fenders. New standard DeVille features included non-glare rear-view mirror, electric clock, Automatic Climate Controls, padded dashboard, Hazard Warning system, outboard seatbelt retractors and rear cigarette lighters in all styles. A slide-out fuse box and safety front seat back lock for two-door models were additional Cadillac advances for the 1967 model year. Technical improvements included a revised engine valve train, different carburetor, Mylar printed circuit instrument panel, re-tuned body mounts, and a new engine fan with clutch for quieter operation. A GM-designed Energy Absorbing steering column and safety wheel became standard for all models. In 1968, grilles had an insert with finer mesh and step down outer section which held the rectangular parking lights just a little higher than before. Rear end styling was modestly altered with the deck lid having more of a rake. The most obvious change was an 8.5-inch (220 mm) longer hood designed to accommodate recessed windshield wiper-washers, which now came with three speeds standard. Of 20 exterior paint color combinations, 14 were totally new. On the inside enriched appointments included moulded inner door panels with illuminated reflectors and a selection of 147 upholstery combinations, 76 in cloth, 67 in leather and four in vinyl. New standard features included a Light Group, a Mirror Group, a trip odometer and an ignition key warning buzzer. The DeVille also gained a new 472 cu in (7,730 cc) V8 engine rated at 375 hp (SAE gross). 1968 was also the last year for the “stacked” dual headlights, which were replaced with side-by-side dual headlights in 1969. This was also the last year for vent windows. Side marker lights in the rear bumper as well as front fender were also added. Side mirror changed from a round to rectangular shape. Also of note front disc brakes were available starting in 1968. Cars built after January 1, 1968 got front shoulder belts per Federal safety standards. In 1969, DeVille was restyled in the Eldorado image. An Eldorado-like front fender treatment evolved and helped to emphasize a stronger horizontal design line. Rear quarters were extended to give the car a longer look. There was an all new grille with dual horizontal headlamps positioned in the outboard step down areas of the grille. The hood was again extended, a total of 2.5 inches (64 mm) to add the impression of extra length. The roofline was squarer and the rear deck and bumper more sculptured. A new ventilation system eliminated the need for vent windows, which provided a longer sleeker look and improved visibility. New standard features included front and rear (except on convertibles) centre seat armrests. The ignition switch was moved from the instrument panel to the steering column, and included a steering wheel and transmission lock, one year ahead of a mandated Federal standard. In 1970, a facelift included a grille with 13 vertical blades set against a delicately cross-hatched rectangular opening. The bright metal headlamp surrounds were bordered with body colour to give it a more refined look. Narrow vertical “vee” tail lights were seen again, but now had additional smaller V-shaped bottom lenses pointing downward below the bumper. Wheel discs and winged crest fender tip emblems were new. Exterior distinctions came from a De Ville script above the rear end of the belt moulding and from the use of long rectangular back up light lenses set into the lower bumper as opposed to the smaller square lens used on the Calais. A new feature was a body colour border around the edge of the vinyl top covering, when this option was ordered. The 1970 model year was both the last year that De Ville offered a convertible body style and for pillared sedans until hardtops were permanently dropped in 1977. A total of 181,719 De Villes were sold for that model year, accounting for 76% of all Cadillacs.

The 1971 Eldorado was substantially redesigned, growing two inches in length, six in wheelbase and featuring standard fender skirts, all of which gave the car a much heavier appearance than the previous generation. The 500 cu in (8.2 L) V8 engine remained an Eldorado exclusive. A convertible Eldorado was also offered for 1971, the first in the line since 1966. Door glass remained frameless, and the hardtop rear quarter windows were deleted, replaced by a fixed “opera window” in the widened “C” pillar. A stand-up wreath and crest hood ornament was new this year. Inside, there was a new curved instrument panel and redesigned seats. A fiber-optic “lamp monitor” system, which displayed the functionality of the headlamps, taillamps, parking lamps, turn signals and brakelights was mounted on each front fender and the shelf below the rear window. This 126.3 in (3,208 mm) wheelbase version Eldorado would run through 1978, receiving major facelifts in 1973, 1974 and 1975. Sales in 1971 set a new record at 27,368. Changes were minimal for 1972, the most noticeable exterior change was a new ‘Eldorado’ script, replacing the block ‘Eldorado’ lettering on the front fenders and trunk lid. Sales for 1972 increased to 40,074. In 1973, the Eldorado was removed from the Fleetwood series and reestablished as its own series. The 1973 models received a major facelift, featuring a massive eggcrate grille, new front and rear bumpers, decklid, rear fenders and taillamps. Interiors featured new “soft pillow” door panels, with larger, sturdier pull-straps. The rear “lamp monitor” display which showed the driver the function of the turn signal, brake and taillamps, was relocated (except on the convertible) from the rear shelf, to the headliner just above the rear window. The Cadillac Eldorado was chosen as the official pace car for the Indianapolis 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Sales of the Eldorado coupe and convertible soared to 51,451 the highest total for the model during the 1970s and over a sixth of all Cadillac sales for 1973. The lengthened wheelbase reduced performance relative to contemporary premium personal luxury cars, but offered comfortable seating for six adults rather than just four. 1974 Eldorados featured a redesigned rear bumper with vertical ends, housing sidemarker lamps. This new bumper was designed to meet the new 5 mile impact federal design regulation. Other styling changes included new horizontal taillamps placed beneath the trunk lid, a new fine mesh grille with Cadillac script on the header and new standard wheel covers. Inside, there was a redesigned two-tier curved instrument panel, marketed in sales literature as “space age” and shared with all 1974 Cadillacs. A new, quartz controlled digital clock, an “information band” of warning lights and the fuel gauge ran horizontally along the upper tier of this new instrument panel. For 1975, the Eldorado received new rectangular headlamps, egg-crate grille, front bumper, full rear wheel openings sans fender skirts and sharper, angular lines resulting in a sleeker appearance reminiscent of the 1967–70 models. 1976 was to be the final year for the Eldorado convertible and the car was heavily promoted by General Motors as “the last American convertible”. Some 14,000 would be sold, many purchased as investments. The final 200 convertibles were designated as “Bicentennial Edition” commemorating America’s 200th birthday. All 200 of these cars were identical, painted white with a dual red/blue pinstripe along the upper bodyside and inside, a commemorative plaque was mounted on the dashboard. When Cadillac reintroduced the Eldorado convertible for the 1984 model year, several customers who had purchased 1976 Eldorado convertibles as investments, felt they had been deceived and launched an unsuccessful class action lawsuit against General Motors. Having received a major facelift the previous year, the Eldorado for 1976 received only minor styling changes, including a new grille, a small Cadillac script on the hood face, revised taillamp lenses and new black painted wheel covers. For 1977, the Eldorado again received a new grille with a finer crosshatch pattern. New vertical taillamps were relocated to the chrome bumper-fender extensions. New ‘Eldorado’ block-lettering appeared on the hood face and new rectangular side marker lights with ‘Eldorado’ block-lettering replaced the ‘Eldorado’ script on the rear fenders. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few 1977 and 1978 Eldorados into convertibles using salvaged parts from earlier models). The mammoth 500 cu in. (8.2L) V8 of 1970–76 was replaced by a new 425 cu in. (7L) V8 with 180 bhp available in all 1977 Cadillacs, except the Seville. A new grille was the only obvious change for 1978; the Eldorado would be completely redesigned and downsized for 1979.

The Seville, introduced in May 1975 as an early 1976 model, was Cadillac’s answer to the rising popularity of European luxury imports as Mercedes-Benz, Audi and BMW. GM planners were becoming concerned that the division’s once-vaunted image as the “standard of the world” was fading, especially among younger generations of car buyers. Over time, European luxury cars had become quite luxurious and even more expensive than the much larger Cadillacs. As market share of these imports continued to climb, it became obvious that the traditional American automotive paradigm of “bigger equals better” had begun to falter. The Seville became the smallest and most expensive model in the lineup, turning Cadillac’s traditional marketing and pricing strategy upside down. Full size design prototypes were created as early as winter of 1972–73 (wearing the tentative name LaSalle, reviving the Cadillac junior brand from 1927 to 1940). Subsequent design prototypes looked edgier (specifically a 1973 named LaScala which forwardly hinted at the 1992 Seville). Styling took strong cues from the Rolls-Royce Silver Shadow. Cadillac stylists added a crisp, angular body that set the tone for GM styling for the next decade, along with a wide track stance, giving the car a substantial, premium appearance. A wide chrome grille flanked by quadruple rectangular headlamps with narrow parking and signal lamps just below the header panel, while small wrap-around rectangular tail lamps placed at the outermost corners of the rear gave the appearance of a lower, leaner, and wider car. The taillight design was similar to that used on a rejected Coupe DeVille concept. Unibody construction included a bolt-on subframe with a rear suspension based on the rear-wheel drive 1968–74 X-body platform that underpinned a range of intermediate GM autos. It also featured a rear differential with thicker front subframe bushings similar to the second generation F platform used in the Camaro, Firebird, and the 1975–79 X-body platform. Substantial re-engineering and upgrades from these humble origins earned it the unique designation “K-body” (rather than “X-special” following the format of the A-special Chevrolet Monte Carlo/Pontiac Grand Prix and B-special Buick Riviera). Also shared with the X-body platform was part of the roof stamping and trunk floor pan (for 1973 and newer vehicles). Seville engineers chose the X-body platform instead of the originally-intended to be used German Opel Diplomat in response to GM’s budget restrictions—executives felt re-engineering an Opel would be more costly. Another proposal during development was a front-wheel drive layout similar to the Cadillac Eldorado. This proposal was also rejected because of budget concerns since the transaxle used for the Eldorado was produced on a limited basis solely for the E-body (Eldorado/Toronado) and the GMC motorhome of the mid-1970s. Introduced in mid-1975 and billed as the new “internationally-sized” Cadillac, the Seville was almost 1,000 pounds (450 kg) lighter than the full-sized Deville. The Seville was thus more nimble and easy to park, as well as retaining a full complement of Cadillac features. More expensive than any other Cadillac (except the Series 75 Fleetwood factory limousines) at US$12,479, the Seville was modestly successful. It spawned several imitators including the Lincoln Versailles and the Chrysler LeBaron (Fifth Avenue after 1982). To ensure the quality of the initial production run, the first 2,000 units produced were identical in colour (Georgian silver) and options. This enabled workers to “ramp up” to building different configurations. Total 1976 Seville production was 43,772 vehicles. Early Sevilles produced between April 1975 (a total of 16,355) to the close of the 1976 model year were the first Cadillacs to use the smaller GM wheel bolt pattern (5 lugs with a 4.75 in (121 mm) bolt circle; the 2003–2009 XLR also uses this pattern). The first Sevilles shared a minority of components with the X-Body. The rear drums measured 11 in (280 mm) and were similar to the ones used with the Nova 9C1 (police option) and A-body (Chevelle, Cutlass, Regal, LeMans) intermediate station wagons. Starting with the 1977 model year, production Sevilles used the larger 5-lug bolt circle common to full-size Chevrolet passenger cars (1971–76), Cadillacs, Buicks, Oldsmobiles, Pontiacs, and half-ton Chevrolet/GMC light trucks and vans. It also received rear disc brakes, a design which would surface a year later as an option on the F-body Pontiac Trans Am. 1975–76 models included a vinyl roof, to less expensively cover the roof’s two part construction, the rear section around the C-pillar was pressed especially for Cadillac and X-body pressing was used for the forward section. Due to customer demand, a painted steel roof was offered in 1977, requiring a new full roof stamping. 1977 Seville production increased slightly to 45,060 vehicles. The last year, production increased to the first generation’s peak production, at 56,985.  The engine was an Oldsmobile-sourced 350 cu in (5.7 L) V8, fitted with a Bendix analog port fuel injection system. This system gave the Seville smooth driveability and performance that was usually lacking in domestic cars of this early emissions control era. Power output was 180 hp, fuel economy was 15 MPG in the city and 21 MPG on the highway. While standard on Seville, this EFI system was optional on the full size models starting in 1975. Performance was considered good for the era, with zero-to-60 mph taking 11.5 seconds. A diesel 350 cu in (5.7 L) LF9 V8 was added in 1978. For the 1978 and 1979 model years, the Seville offered a trip computer, marketed as Tripmaster at an extra cost of $920. The fuel gauge, speedometer and clock were replaced with digital readouts. Gas-discharge display technology was selected due to greater visibility in daylight conditions. A small panel of 12 buttons allowed selection of data to be displayed, such as coolant temp, battery voltage, or fuel range. The driver could also enter initial trip data and the computer would estimate arrival time based on speed and miles remaining. The computer itself was designed around the M6800 architecture and included self-diagnostics. For the 1979 model year, Tripmaster’s hardware was improved, and the option was made available on the newly downsized Eldorado, which shared the same engine and EFI system as the Seville. Though preceded by the British 1976 Aston Martin Lagonda sedan, the Seville was the first American automobile to offer full electronic instrumentation.[citation needed] Although the 1978 Continental Mark V was available with a “Miles-To-Empty” feature (i.e., an LED readout of miles left to travel based on the fuel remaining), Lincoln did not offer full electronic instrumentation until 1980. The Tripmaster proved unpopular due to its high price, but it served successfully as an engineering test bed for future embedded electronics in GM vehicles. For 1980, an integrated LED-based MPG Sentinel display panel became standard equipment, and a VFD digital speedometer cluster was offered as optional starting in 1981. A number of custom coach builders made modifications to the 1975–1979 Seville, including shortened 2-seat 2-door convertibles, a 2-door convertible with a back seat, a 2-door pickup truck, 2-door coupes, 2- and 4-door lengthened-hood Sevilles with a fake spare tire in each front fender, and a lengthened-wheelbase standard 4-door Seville. In the late 1970s, Florida coachbuilder, Grandeur Motor Car Company, offered converted Sevilles with neoclassical 1930s styling cues. These sedans were converted mostly into 2-door coupes with an elongated hood, fake spare tire covers on both sides, a small portal window in the rear right section of the vinyl-covered roof, and an upright Lincoln Mark series-like grille. An estimated 600 Seville Opera Coupes were produced. The Seville was manufactured in Iran under the brand name of “Cadillac Iran” from 1978 to 1987 by Pars Khodro, which was known as “Iran General Motors” before the Islamic Revolution. A total of 2,653 Cadillacs were made in Iran during this period. This made Iran the only country assembling Cadillacs outside the US until 1997 when the Opel Omega-based Catera was built in Germany for US sale. The Cadillac BLS, built in Sweden exclusively for European market, was introduced in 2006. Although the Allanté had an Italian-sourced body and interior, its final assembly was done in the US. From 1978, through the third generation in 1988, the Seville was available with the Elegante package. It added a unique black/silver two-tone exterior paint combination and perforated leather seats in light gray only. Real wire wheels were standard as were a host of other features which were optional or unavailable on the base Seville. In 1979, a second colour combination was added, a two-tone copper shade with a matching leather interior. For the second generation Elegante in 1985, a monotone paint combination became available; however, dual-shade combinations, later available in various colors, remained more popular. The price for this package increased over time from $2,600 in 1978 to $4,005 in 1987 in addition to the base price.

The sixth-generation Deville marked a sea change for General Motors and Cadillac. Under the direction of Irv Rybicki, GM completely redesigned the DeVille, downsizing the model yet again, foregoing its rear drive configuration, and introducing a new front-drive platform, the C platform (C-Body) — using the first transversely-mounted V8 engine in series production. The new C-Body models (along with their Oldsmobile and Buick counterparts) were significantly shorter, narrower, lighter and more fuel-efficient than the platform they replaced and were noted for having nearly the same key interior dimensions as their predecessors and a much more nearly flat passenger compartment floor — albeit with thinner seats and dramatically less upper tumblehome, locating windshield as well as side glass closer to passengers. Production of the new C-body commenced December 1983 at the Orion Assembly Plant in Orion Township, Michigan; the redesigned models were introduced on April 5, 1984; and marketing began in early 1984 for the 1985 model year — with the front cover of the 1985 Deville brochure calling the sixth generation, the “Cadillac of Tomorrow”. Cadillac’s HT-4100 V8 remained the standard engine, mounted transversely and coupled with a 440-T4 automatic. Oldsmobile’s 4.3L V6 diesel was optional for 1985, but was dropped the following year. Of GM’s front-drive C-Body models, Cadillac was the only line to offer a V8 engine; the others were equipped with a Buick-derived 3.0 or 3.8 V6 engine, or for 1985 only, Oldsmobile’s 4.3L V6 diesel engine. Later Deville model years would use larger variants of the Cadillac HT V8. All C-bodies used four-wheel independent suspension. The sixth-generation DeVille was available as a sedan or coupe. At introduction, in part due to an extended model year (beginning in April 1984), sales of the new downsized 1985 DeVille and Fleetwood models reached nearly 200,000 units. After the sixth generation’s initial development and launch, GM reconsidered the marketplace and provided an extensive 1989 facelift that added considerable length — and associated weight. In 986, an anti-lock braking system, developed by Teves, became available. A 2-position automatic rear-view mirror utilized two electronic ‘eyes’ and a small motor to dim when headlights appeared from behind. A factory-installed cellular telephone joined the option list at an astonishing $2,850. The standard space-saver spare tire now sat horizontally in the trunk, doing away with the small covered storage cubby in the spare tire well from last year. The optional aluminum wheels had new flush-fitting centre caps (last year’s design featured exposed capped lugs), and bumper rub strips were changed from black to gray. Borrowed from the front-wheel-drive Fleetwood line, the narrow lower body side moulding from the 1985 DeVille was replaced with a considerably wider one (which extended to the rear fenders only on the Fleetwood), and the trim surround from the rear window gave the formal appearance of a smaller window opening. Inside, a more tailored look was applied to the seat trim. Coupe de Ville’s popular cabriolet option, featuring a padded vinyl covering over the rear half of the roof, was priced at $698. Pricing for the Coupe de Ville was $19,669, with Sedan de Ville at $19,990. The transverse-mounted Cadillac 4.1-liter V-8 continued from the previous year, but with 5 more horsepower. The 1986 Cadillac used a 90-degree overhead valve V-8 engine with an aluminum block and cast iron heads displacing 249 cu in (4.1 liters) with a bore & stroke: 3.47 x 3.31 in, compression ratio: 8.5:1 making 135 hp (101 kW) at 4,200 rpm and: 200 lb/ft (270 Nm) of torque at 2,200 rpm. The engine had five main bearings, and used hydraulic valve lifters. Also introduced in 1986 was the Deville Touring Sedan and Deville Touring Coupe trim levels, which included a rear deck lid spoiler, body-color tail lamp bezels, front air dam with fog lamps, rear seat headrests, leather upholstery, and a performance enhancement package among other features. The package was available for $2,880. In addition, the Touring Coupe featured removable vertical louvers on the trailing edge of the side windows. 1987 saw a new front-end design including revised cornering lamps in front and one-piece composite headlamps flanked a trapezoid-shaped grille with a bold egg-crate texture. Elongated fender caps were in back – upping the overall length by 1.5 inches (38 mm), but much more dramatic in appearance with new wrap-around tail lamps. This new 3-sided tail lamp style was similar to the tail lamp design used on the 1977 DeVille. Unlike the new one-piece headlamps, the changes to the rear-end in 1987 had little to do with engineering, but rather, feedback from Cadillac’s customer base who felt the 1985-86 car looked too short. Although the 1987 revamp was still quite similar to the 1986 model (so much in fact that it still used the previous year’s deck lid), the design was more in-tune with the look that traditional Cadillac buyers were used to. Pricing for 1987 included Coupe de Ville at $21,316, and Sedan de Ville at $21,659. Fleetwood d’Elegance at $26,104, and the new Fleetwood Sixty-Special was available for $34,850. The Touring option, priced at $2,880 over DeVille’s base cost, also included aluminum wheels mounted on 15-inch Goodyear Eagle GT tyres. At the end of the 1988 model year, Cadillac discontinued the slow-selling DeVille-based Touring Coupe and Sedan; the 4-door variant would return in 1992. 1988: To mitigate a nearly $2,000 price increase, several previously optional items were made standard, including tilt steering column, telescopic steering wheel, power trunk release, split-bench front seating, cruise control, and variable delay windshield wipers. Under the hood was a new 155 hp 4.5 L V8 and heavy-duty battery. Pricing rose to $23,049 for Coupe de Ville, and $23,404 for Sedan de Ville. Cadillac’s main competition in this time frame continued to be Lincoln, which, alongside their successful Town Car, was now fielding an all-new front-wheel-drive Continental (based on the Ford Taurus). The Continental went into production with a six-cylinder engine so as to be considered a larger front-wheel-drive alternative to the Acura Legend that appeared in 1986, with a front-wheel-drive platform and a V6 engine. 1989 Facelift: For the 1989 model year, Cadillac introduced a significantly revised Deville, restyled under the direction of Irv Rybicki with a 113.8 in (2,890 mm) wheelbase for the Sedan de Ville, increased from 110.8 in (2,810 mm) — along with a heavily revised rear roof and backlight; a rear parcel shelf with storage compartment on four-door models (2-door models retained a narrow carpeted parcel shelf); dent resistant composite (plastic) front fenders, and larger luggage compartment by 2 cubic feet (0.057 m3) over the previous model year. Carried over were the 155 hp 4.5-litre engine (introduced for 1988), dash, and the front doors (on both the coupe and sedan). All Devilles featured a grille, slightly narrower at the top than bottom. The Coupe de Ville and Fleetwood coupe retained the previous year’s interior, wheelbase, and doors — all hidden between the new front and rear styling. Previously optional equipment, made standard for 1989, included electrically powered outside mirrors and the AM/FM/cassette player stereo. New options included a driver’s side airbag, Bose compact disc player, electrically-heated windshield, and full reversible carpeted floor mats. For 1990, DeVille and Fleetwood lost their telescopic steering column, but retained the tilt feature in exchange for an airbag mounted onto the newly standard leather-trimmed steering wheel. Engine output was up an additional 25 hp from sequential multi-port fuel injection. 1990 models also received GM’s PASS Key theft-deterrent system which used a coded electronic pellet embedded into the ignition key. Other new features for 1990 included a non-illuminated vanity mirror on the driver’s visor (a passenger side visor mirror had been standard equipment for decades now), door edge guards (previously optional), “clam shell” front centre armrest with storage, and manual seat-back recliners for driver and passenger. In addition to ongoing competition from Lincoln, new competition came from the 1990 debut of Toyota’s Lexus LS400 and the Infiniti Q45 from Nissan. The Acura Legend had also been gaining momentum in the luxury market since its 1986 introduction. 1991: For this model year, Cadillac introduced a 200 hp 4.9-litre version of its V8 HT (High Technology) engine series, along with revised bumper and body-side moldings — and a revised grille shape, now slightly narrower at the bottom than top, the inverse of the previous iteration’s shape. The revised grille held the Cadillac crest and was now attached to the forward edge of the hood, and lifted up along with the hood when raised. The secondary hood release latch was at the bottom of the grille instead of its previous location above the passenger side headlight. In addition to the new engine and minor front-end restyling, several previously optional features became standard this year, including the anti-lock braking system, accent striping, automatic door locks, Twilight Sentinel headlamp control, electrochromic inside rear-view mirror, and electric rear window and side mirror defogger. New standard features included rear-seat air conditioning vents, central door unlocking from the driver’s door and luggage compartment, sun visors with shaded slide-out extensions, rear window lock-out switch, brake / transmission interlock safety switch, and an oil life indicator through the fuel data centre. Other new features included the available remote keyless entry system, and the optional illuminated mirrors now featured a slide switch that offered variable intensity lighting. Also for the 1991 model year, Cadillac introduced the DeVille Touring Sedan trim level, making 1,500 available beginning in April 1991. The Touring Sedan was offered in 5 monochromatic paint schemes: Carmine Red; Cotillion White; Black; Dark Slate Gray metallic; and Black Sapphire Metallic; and included larger 16 x 6.5-inch forged aluminum wheels with a wreath and crest centre caps, P215/60R16 Goodyear GA all-season radial tires; quicker 17:1 steering ratio; and a model-specific deep tan interior — marketed as Beechwood, with leather seating areas and revised seat contouring with integral lumbar support; six-way power seats and recliners for driver and passenger; as well as genuine American Walnut wood accents on the doors and instrument panel. Further equipment included a grille-mounted wreath and crest replacing the stand-up hood ornament; side door moldings with “TOURING SEDAN” lettering; body-color, breakaway outside rearview mirrors; body-colour door handles; and a cloisonne deck lid lock cover. For 1991–1993, Cadillac offered a “Spring Edition” package for the Sedan de Ville and Coupe de Ville in the U.S. This package included full “Phaeton” cabriolet roof (installed by ASC), body-colour door handles, gold trim package, perforated leather seats, digital instrument cluster, security system and “lace” aluminum wheels. For 1992, the Touring Sedan continued as a limited edition option. Besides the special features included in the initial 1,500 models from 1991, it featured on Touring Sedans, like other DeVille models, the “Symphony Sound” stereo with cassette was standard, while the optional Delco/Bose music system was available with cassette or single-slot CD player. Introduced for 1992, speed-sensitive suspension and traction control (both standard on Touring Sedan when introduced in ’91) were available at extra cost on DeVille. Approximately 5,300 Touring Sedans were produced for 1992. In 1993 the previously optional speed-sensitive suspension, Computer Command Ride, became standard equipment, and now included a new speed-sensitive steering system. Minor trim changes included black-out trim in the grille (used on the 1992 Touring Sedan), and deletion of the chrome strip from the glass divider on the sedan’s rear doors. The 2-door body style had been declining in sales for several years, and as a result, the 1994 redesign went into production solely as a 4-door. Production of the coupe ended in July 1993.

CHEVROLET

Chevrolet replaced the entire range of cars for 1955, producing what are sometimes referred to as the “Tri-Five” range, which would live for three years. Revolutionary in their day, they spawned a cult following that exists in clubs, website and even entire businesses that exclusively cater to the enthusiasts of the Tri Five automobiles. All featured a front-engine, rear-wheel-drive layout. They remain some of the most popular years for collectors and hot rodders. 1955-1957 were watershed years for Chevrolet, who spent a million dollars in 1956 alone for retooling, in order to make their less expensive Bel Air models look more like a Cadillac, culminating in 1957 with their most extravagant tailfins and Cadillac inspired bumper guards. In 1955, Americans purchased 7.1 million new automobiles, including 1.7 million Chevrolets, giving the company fully 44% of the low-price market and surpassing Ford in total unit sales by 250,000. The Bel Air was an instant hit with consumers, with Base One-Fifty models starting under $1600 and featuring a six cylinder engine. The introduction of the new optional 170 hp 265ci V8, coupled with the Powerglide automatic transmission quickly earned the model the nickname “The Hot One”. In the first year of production, the oil filter was considered an option, although not having it led to significantly shorter engine life. With three basic model lines of 150, 210 and Bel Air and a range of body styles from 2 and 4 door Sedans to Coupes, Convertibles and Wagons, there were as many as 19 different Tri-five models available. The 1956 cars saw minor changes to the grille, trim and other accessories. It meant huge gains in sales for Chevrolet, who sold 104,849 Bel Air models, due in part to the new V8 engine introduced a year before. By this time, their 265cid V8 had gained popularity with hot rodders who found the engine easy to modify for horsepower gains. This wasn’t lost on Chevrolet’s engineers, who managed to up the horsepower in 1956 from 170 hp to 225 hp with optional add-ons. The average two door Bel Air in 1956 sold for $2100, which was considered a good value at the time. Prices ranging from $1665 for the 150 sedan with six cylinder engine to $2443 for the V8 equipped convertible, with Nomad models running slightly higher. Bigger changes came for 1957, including the large tailfins, “twin rocket” bonnet design, even more chrome, tri-colour paint and a choice from no less than seven different V8 engines. While in 1957, Ford outsold Chevrolet for the first time in a great while, years later the used 1957 Chevrolets would sell for hundreds more than their Ford counterparts.  As the horsepower race continued, Chevrolet introduced a new version of their small block, with 283 cubic inches of displacement and 245 hp. They also introduced a limited number of Rochester fuel injected 283 engines that produced 283 hp, the first production engine to achieve 1 hp per cubic inch. For all intent and purposes, this made the 1957 Bel Air a “hot rod”, right off the production line. It was available with manual transmission only. The base 265cid engine saw an increase from 170 to 185 hp as well. While not as popular as the previous year’s offering, Chevrolet still managed to sell 1.5 million cars in 1957. Today, a 1957 Chevrolet Bel Air like this one is one of the most sought after collector cars ever produced. Seen here as well as a 57 Bel Air was the rather special 56 Nomad of Pop Bodalia which is far from standard – Pip has fitted a supercharger to give this car a lot more urge and a fabulous engine note.

For 1958, GM was promoting their fiftieth 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 Roadmaster Riviera, Oldsmobile Super 88 Holiday, Pontiac Bonneville Catalina, and the Chevrolet Bel-Air Impala. The Impala was introduced for the 1958 model year as top of the line Bel Air hardtops and convertibles. From the windshield 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 its 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 moldings, as well as bright rocker moldings 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 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 that ranged from 185 to 290 horsepower. A “W” block (not to be confused with the big-block) 348 cu in (5,700 cc) Turbo-Thrust V8 was optional, producing 250 hp, 280 hp, or 315 hp. The Ramjet fuel injection was available as an option for the Turbo-Fire 283 V8, not popular in 1958. A total of 55,989 Impala convertibles and 125,480 coupes were built representing 15 percent of Chevrolet production. The 1958 Chevrolet Bel Air Impala helped Chevrolet regain the number one production spot in this recession year.

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 coupes, although the less expensive Bel Air hardtop was still available with the 1961-style roofline. This style proved popular. The “overhang” roof style of the sedans was replaced with a wider “C” pillar with wraparound rear window. Engine choices for 1962 included the 348-cubic-inch (5.7 L) V8 discontinued and replaced by the 380 bhp 409-cubic-inch (6.7 L) or 409 bhp 409-cubic-inch (6.7 L) engine.[citation needed] These engines could only be ordered with a manual shift transmission. The small-block 283 was offered 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 which added more engine choices for small-block fans. 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. 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 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-and-327-cubic-inch (4.6 and 5.4 L) V8s most popular. The Sport Sedan featured a new, creased roof line. A new “coved” instrument panel with simple indicator lights for hot and cold engine conditions. An optional factory tachometer was built into the dashboard, just above the steering wheel; it was rarely ordered. Impala wagons got triple-unit taillights for the first time. A special 427-cubic-inch (7.0 L) version of the 409 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, as well as NASCAR, and it consisted of a 427 cubic inch engine 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 an under-rated 430 bhp and 575 lb/ft (780 Nm) of torque. 50 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 Nm) 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.

After the rear-engine Chevrolet Corvair was outsold by the conventional Ford Falcon in 1960, Chevrolet completed work on a more conventional compact car that would eventually become the Chevy II. The car was of semi-unibody construction having a bolt on front section joined to its unitized cabin and trunk rear section, available in two- and four-door sedan configurations as well as convertible and 4-door station wagon versions. The 1962 Chevy II came in three series and five body styles—the 100 Series, 300 Series and Nova 400 Series. A 200 series was also introduced, but was discontinued almost immediately. The sportiest-looking of the lot was the US$2,475 Nova 400 convertible—23,741 were produced that year. Available engines for the Chevy II in 1962 and 1963 included Chevrolet’s inline-four engine of 153 cu in (2.5 L) and a new 194 cu in (3.2 L) Hi-Thrift straight-six engine. All Chevy II engines featured overhead valves. A V8 engine was not available in 1962 and 1963. With no documentation proving it, the legend of a dealer installed V8 engine being in a 1962 or 1963 model year Chevy II is a myth. Refer to the GM Heritage Center 1963 Chevrolet Nova information available on the GM Heritage site. In addition, that documentation does not list a V8 engine as a possible dealer installed option. In 1962 and 1963 the Nova option for the Chevy II was available in a convertible body style, and a two-door hardtop was available from 1962 to 1965, although the hardtop was dropped when the 1964 models were first introduced, but subsequently brought back to the line later in the model year. Like all Chevy two-door hardtops, the body style was marketed as the Sport Coupe. For 1963, the Chevy II Nova Super Sport was released, under RPO Z03. It featured special emblems, instrument package, wheel covers, side moldings, bucket seats, and floor shifter, and was available only on the 400 series sport coupe and convertible. Cost of the package was US$161.40. As mentioned above, the Nova option could not officially have V8 engines at this time—the standard SS engine was the six-cylinder (this was also applicable to the Impala (and later the early Chevelle c. 1964–65) when the SS was a sport and appearance package)—but small-block V8 engine swaps were commonplace among enthusiasts. For 1964, sales were hit hard by the introduction of the new Chevelle, and the Chevy II received its first factory V8 option, a 195 hp 283 cu in (4.6 L), as well as a 230 cu in (3.8 L) straight six. The six-cylinder was all-new, replacing the older Stovebolt engine. Rival manufacturer Chrysler had earlier developed the Slant Six in their Plymouth Valiant, a Chevy II competitor, when the cars were introduced to the public in late 1959 as 1960 models. At introduction in the fall, the hardtop coupe was missing in the lineup, contributing to a loss of sales (as well as showroom appeal). Chevrolet subsequently reintroduced the Sport Coupe in the lineup later in the model year, and it remained available through 1967. The 1965 Chevrolet Chevy II and Nova were updated with cleaner front-end styling courtesy of a fresh full-width grille with new integrated headlight bezels. Parking lights moved down to the deep-section bumper, and sedans gained a new roofline. Taillight and backup lights were restyled, as was the rear cove. The 1965 Chevy II came in entry-level 100 form or as the posher Nova 400, each in three body styles. The Nova Super Sport came as a Sport Coupe only, and its production dipped to just 9,100 cars. Super Sports had a new brushed-chrome console with floor-mounted four-speed manual transmission or Powerglide automatic, but a column-mounted three-speed manual remained standard. Bucket seats wore textured vinyl trim, and the dashboard held ammeter, oil pressure, and temperature gauges. An expanded engine lineup gave customers six power choices of the six-cylinder or V-8 engines; the four-cylinder was available only in the 100. But, for Chevy II enthusiasts, 1965 is best remembered as the year the Chevy II became a muscle car. A 327 cu in (5.4 L) V8 was available with up to 300 hp, suddenly putting Nova SS performance practically on a par with the GTO, 4-4-2, and 271 bhp Mustang 289s-at least in straight-line acceleration. Midyear also brought a more potent 283 with dual exhausts and 220 horsepower. The Chevelle Malibu SS continued to eat away at the Nova SS market: Out of 122,800 Chevy IIs built for 1965 (compared to 213,601 Falcons), only 9,100 were Super Sports. For 1965, Chevy II had the dubious distinction of being the only car in GM’s lineup to suffer a sales decline. It is possible that some Chevy II sales were lost to the brand-new ’65 Corvair, which addressed virtually all its 1960–64 problems, got rave reviews from automotive journals and featured sleek new (Z-body) styling along with a brand-new chassis.

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.

Slightly surprisingly, there were not actually that many Corvette models here. Oldest of them was this late example of the first generation car. The first generation of Corvette was introduced late in the 1953 model year. Originally designed as a show car for the 1953 Motorama display at the New York Auto Show, it generated enough interest to induce GM to make a production version to sell to the public. First production was on June 30, 1953. This generation was often referred to as the “solid-axle” models (the independent rear suspension was not introduced until the second generation).Three hundred hand-built polo white Corvette convertibles were produced for the 1953 model year. The 1954 model year vehicles could be ordered in Pennant Blue, Sportsman Red, Black, or Polo White. 3,640 were built, and sold slowly. The 1955 model offered a 265 cu in (4.34 litre) V8 engine as an option. With a large inventory of unsold 1954 models, GM limited production to 700 for 1955. With the new V8, the 0-60 mph time improved by 1.5 seconds. A new body was introduced for the 1956 model featuring a new “face” and side coves; the taillamp fins were also gone. An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp per cubic inch (16.4 cc) and Chevrolet’s advertising agency used a “one hp per cubic inch” slogan for advertising the 283 bhp 283 cu in (4.64 litre) Small-Block engine. Other options included power windows (1956), hydraulically operated power convertible top (1956), heavy duty brakes and suspension (1957), and four speed manual transmission (late 1957). Delco Radio transistorised signal-seeking “hybrid” car radio, which used both vacuum tubes and transistors in its radio’s circuitry (1956 option). The 1958 Corvette received a body and interior freshening which included a longer front end with quad headlamps, bumper exiting exhaust tips, a new steering wheel, and a dashboard with all gauges mounted directly in front of the driver. Exclusive to the 1958 model were bonnet louvres and twin trunk spears. The 1959–60 model years had few changes except a decreased amount of body chrome and more powerful engine offerings. In 1961, the rear of the car was completely redesigned with the addition of a “duck tail” with four round lights. The light treatment would continue for all following model year Corvettes until 2014. In 1962, the Chevrolet 283 cu in (4.64 litre) Small-Block was enlarged to 327 cu in (5.36 litre). In standard form it produced 250 bhp. For an extra 12% over list price, the fuel-injected version produced 360 bhp, making it the fastest of the C1 generation. 1962 was also the last year for the wrap around windshield, solid rear axle, and convertible-only body style. The boot lid and exposed headlamps did not reappear for many decades. An all-new C2 generation model was launched for 1963.

There were no examples of the next two generations of Corvette, so chronologically, the next model to present is from the C4 generation. It was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialised to 1984 except one with a white exterior, medium blue interior, L83 350 ci, 205 bhp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant’s employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 350 cu in (5.7 litre) L83 slightly more powerful (5 bhp) “Crossfire” V8 engine from the final 1982 third generation model. New chassis features were aluminium brake calipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230 bhp L98 engine with tuned port fuel injection became the standard engine. September 1984 through 1988 Corvettes offered a Doug Nash designed “4+3” transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981, when it was last offered, a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual transmission in 1989. In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light – a third centre brake light – was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a “pace car edition”. In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345 bhp and 450 lb·ft later versions boasted 450 bhp and 613 lb/ft.1988 saw the 35th Anniversary Edition of the Corvette. Each of these featured a special badge with an identification number mounted next to the gear selector, and were finished with a white exterior, wheels, and interior.  In 1991, all Corvettes received updates to the body, interior, and wheels. The convex rear fascia that set the 1990 ZR-1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR-1 even closer to that of the base cars. The most obvious difference remaining between the base and ZR-1 models besides the wider rear wheels was the location of the CHMSL, which was integrated into the new rear fascia used on the base model, but remained at the top of the rear-hatch on the ZR-1’s. For the 1992 model year, the 300 bhp LT1 engine was introduced, an increase of 50 bhp over 1991’s L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor was also debuted. Called “Optispark”, the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilised the Corvette’s brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired. A special 40th Anniversary Edition was released in 1993, which featured a commemorative Ruby Red colour, 40th anniversary badges, and embroidered seat backs. The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built.[46] 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tyres, and the LT4 engine. The 330 bhp LT4 V8 was available only with a manual transmission, while all 300 bhp LT1 Corvettes used automatic transmissions. Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupes and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330 bhp and 340 lb·ft . The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch

Completing the array of Corvette models was this example of this C8 generation car.

The Camaro was GM’s very definite response to the huge success of Ford’s Mustang, which had been codenamed Panther. Although there had been rumours that GM was doing something, this was an era when even the journalists were surprised. and on June 21, 1966, around 200 automotive journalists of them were when they received a telegram from General Motors stating, “…please save noon of June 28 for important SEPAW meeting. Hope you can be on hand to help scratch a cat. Details will follow…(signed) John L. Cutter – Chevrolet public relations – SEPAW secretary.” The following day, the same journalists received another General Motors telegram stating, “Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28…(signed) John L. Cutter – Chevrolet public relations SEPAW secretary.” These telegrams were something of a puzzle at the time. On June 28, 1966, General Motors held a live press conference in Detroit’s Statler-Hilton Hotel. It was to be the first time in history that 14 cities were connected in real time for a press conference via telephone lines. Chevrolet general manager Pete Estes started the news conference stating that all attendees of the conference were charter members of the Society for the Elimination of Panthers from the Automotive World and that this would be the first and last meeting of SEPAW. Estes then announced a new car line, project designation XP-836, with a name that Chevrolet chose in keeping with other car names beginning with the letter C such as the Corvair, Chevelle, Chevy II, and Corvette. He claimed the name, suggests the comradeship of good friends as a personal car should be to its owner and that to us, the name means just what we think the car will do… go. The Camaro name was then unveiled. Automotive press asked Chevrolet product managers, what is a Camaro? and were told it was a small, vicious animal that eats Mustangs. According to the book “The Complete Book of Camaro: Every Model Since 1967”, the name Camaro was conceived by Chevrolet merchandising manager Bob Lund and General Motors vice president Ed Rollett, while they were reading the book Heath’s French and English Dictionary by James Boïelle and by de V. Payen-Payne printed in 1936.  Lund and Rollett found the word “camaro” in the French-English dictionary to mean friend, pal, or comrade. The article further repeated Estes’s statement of what the word camaro was meant to imply, that the car’s name “suggests the comradeship of good friends, as a personal car should be to its owner”. In fact, the actual French word that has that meaning is “camarade”, from which the English word “comrade” is derived, and not “camaro”.  “Camaro” is not a recognised word in the French language. Be that as it may, the Camaro was first shown at a press preview in Detroit, Michigan, on September 12, 1966, and then later in Los Angeles, California, on September 19, 1966. Public introduction of the new model was on September 26, 1966. The Camaro officially went on sale in dealerships on September 29, 1966, for the 1967 model year It was an instant success. The first generation model ran for three years before an all new second generation car premiered (late) for the 1970 model year.

The 1974 Camaro grew seven inches (180 mm) longer, thanks to new bumpers required to meet federal standards and a forward-sloping grille. Round taillights were replaced with a rectangular wraparound design. It was the last year to have a flat rear window, with thick roof pillars. All later years had slimmer roof pillars and a wraparound rear window for better visibility. This was the last year of the RPO Z28, which shared the same drive train and engine as in the previous year (1973), based on the Corvette L82 special high-performance engine; the Z28 would re-emerge in 1977 as its own model and no longer an RPO. Camaro sales increased to over 150,000 units, of which 13,802 were Z28s (the highest 2nd-generation Z28 production to this time) despite the energy crisis fueled by the Arab Oil Embargo. Two ponycar competitors were repositioned in the marketplace this year. Ford downsized the Mustang to an all new 1974 Ford Mustang II subcompact based on the Pinto that was designed for an era of high gas prices and fuel shortages resulting in 385,993 units produced for the model year. Mercury upsized the Cougar to an intermediate-sized personal luxury car to compete with the Chevrolet Monte Carlo and Pontiac Grand Prix. Other changes included Chrysler Corporation discontinuing the Plymouth Barracuda and Dodge Challenger during the course of the 1974 model year. Likewise, 1974 was the final year of the AMC Javelin, but a sporty AMX model would be reintroduced in 1978. For 1975, a catalytic converter was added to the exhaust system of all US-market GM passenger cars, including the Camaro. The “Air Injection Reactor” secondary air injection system was still present. The catalytic emission control system was more efficient at reducing emissions than the previous non-catalytic system, and allowed engines to be retuned for improved drivability and fuel economy. The catalytic converter and GM High Energy electronic ignition were advertised among the components of “Chevrolet’s new Efficiency System” which was promoted to offer other benefits to owners of 1975 models versus comparable 1974 models that included extended maintenance intervals from 6,000 to 7,500 mi (12,070 km) for oil/filter changes and spark plugs that lasted up to 22,500 mi (36,210 km) compared to 10,000 mi (16,093 km) on 1974 models. The Z28 option was discontinued for 1975 despite an increase in sales to over 13,000 units in 1974. Optional engines continued to reflect the impact of emissions. Two 350 cid (5.7 L) V8s produced 145 hp and 155 hp (Horsepower losses can seem a bit exaggerated compared to earlier cars, however, their power ratings were now net as opposed to the prior gross ratings. SAE net power ratings (used since 1972) were taken from the engine crankshaft as before, but now all accessories had to be attached and operating, and all emissions equipment and a full production exhaust system had to be in place. These power-robbing additions — along with stringent new emissions laws and the equipment they required — were instrumental in creating the vastly smaller power figures found in subsequent cars. The manufacturers themselves also sometimes intentionally underrated engines for a variety of motives, notably avoiding provoking the insurance companies and federal regulators into enacting undesirable policies, but also sometimes to prevent lower priced models from stacking up too well on paper against their own more profitable high-end products. A new wraparound rear window was introduced for 1975 and the Camaro emblem moved from the center of the grille to above the grillework and the “Camaro” nameplate was deleted from the rear decklid. Also new block letter “Camaro” nameplates replaced the previous scripts on the front fenders. Interiors were revised slightly with new seat trim patterns and bird’s-eye maple trim replacing the Meridian grained walnut on the instrument panel of LT models. Announced for this year was the availability of a leather interior option in the Camaro LT, but never saw the light of day as no production cars were equipped with real hide seats. Other developments included the availability of air conditioning with six-cylinder engines and standard radial tires on all models. Power door locks were a new option for 1975. The Rally Sport option returned after a one-year absence, but amounted to little more than an appearance package. Despite the loss of the Z28, Camaro sales remained steady for 1975 at 145,770 units. With the demise of the other pony cars the previous year, Camaro and Pontiac’s Firebird were now the only traditional pony cars left on the market, giving GM 100 percent penetration of this segment for the first time ever. Also, despite General Motors’ policy against factory-sponsored racing efforts, Camaro began to make a name for itself on the track on the new International Race of Champions (IROC) series with many top drivers winning trophies from behind the wheel of a Camaro year after year until the late 1980s. Only minor appearance changes highlighted the 1976 Camaro, most notably a brushed metal insert in the rear tail section on the LT model. The 250 cubic-inch six-cylinder remained the standard engine in the sport coupe and a new 140 hp 305 cubic-inch V8 became the standard engine in the LT and base V8 option in the sport coupe. The larger 350 cubic-inch V8 was now only available with a four-barrel carburettor and 165 hp. Power brakes became standard on V8 models this year. The Camaro’s popularity was soaring. Sales totals jumped significantly for 1976, the best year yet for the second generation, and were to improve even more dramatically as the decade progressed. Intermittent wipers were offered as a new option in 1977, and the 250 cu in (4.1 L) I-6 became the standard engine for both the sport coupe and luxury LT models. The 145 hp 305 cu in (5.0 L) continued as the base V8 and the four-barrel 350 cu in (5.7 L) that was optional on sport coupe and LT models was uprated to 170 hp. Due to General Motors’ engine sharing program, the 350 CID Chevrolet engine was also used by Oldsmobile. This year the optional “Bumperettes” were offered for the LT models (front bumper only) and were mandatory for all Camaro models sold in the state of California. In response to increasing sales of Pontiac’s Trans Am, which sold over 46,000 units in 1976 and accounted for half of all Firebird sales, the Z28 was reintroduced as its own model in the spring of 1977 (as a 1977½). The revived Z28 was powered by a 350 cu in (5.7 L) LM1 V8 with four-barrel carburetor producing 185 hp (175 hp with California emissions equipment). The engine was not the same “350” that had been part of the RPO Z28 Special Performance Package, the engine that had been shared with the Corvette LT-1 and L82 top-performance 350 engines from 1970 to 1974. Gone were the 4-bolt main bearing engine block, forged crank, forged pistons, big valve heads, and performance camshaft. Still, the LM1 was the most powerful Camaro engine and only available in the Z28 model. The engine came with better tuned intake and exhaust, shared with most Chevy passenger cars. Most Z28s were sold with air conditioning and an automatic transmission, rather than the Borg-Warner Super T-10 4-speed manual transmission. Output set a record for the second-generation Camaro, with 218,853 coupes produced. The Camaro outsold Ford’s Mustang for the first time ever. For 1977 Z28 production was around 13,000 cars with a 195 hp 350 engine. The 1978 Camaro featured a new body colored urethane front and rear bumpers, and amber taillight turn signals. Available models included the base Sport Coupe, Type LT, Z28, and the return of the Rally Sport. The Rally Sport (not badged RS as in previous years) featured a standard two-tone paint treatment. A T-Top roof configuration was offered as an option, introduced on the 1976 Pontiac Trans Am 10th Anniversary Limited Edition, and a regular production option on the 1977 Firebird. The Z28 models included a stripe package that was not deletable and featured the LM1 a 350 cu in (5.7 L) V8 with a four-barrel Quadrajet carburettor that produced 185 hp and 280 lb/ft (380 Nm) of torque, coupled to either a 4-speed manual or a TH-350 3-speed automatic. A non-functioning hood scoop was outlined with a decal around the intake. Camaro sales topped all previous years with 272,631 units, of which 54,907 were the Z28 model. There were few changes to the 1979 Camaro. Engine choices remained with the 250 I6 standard in the base and RS models, with the 305 2bbl being an option and standard on the newly introduced luxury-oriented Berlinetta model. It replaced the Type LT, and had a restyled instrument panel with a much flatter appearance than the previous wraparound design (although the gauges themselves remained in the same places as before). The base models, RS and Z28 remained, the Z28s came with a front spoiler and fender flares much like the Pontiac Trans Am already had, and came with “Z28” decals that ran from the beginning of the front flares to the bottoms of the doors. An electric rear window defroster became an option, replacing the old blower type. Sales for 1979 were 282,571 units, the highest ever for any generation Camaro before or since. For 1980 the aged 250 cu in (4.1 L) inline-six was replaced with a 229 cu in (3.8 L) V6 engine, 231 cu in (3.8 L) in California, a first for Camaro. The 120 hp (4.4 L) 267 cu in V8 engine became an option on the base, RS and Berlinetta models. The 350 cu in (5.7 L) V8 was only available on the Z28. The Z28 hood included a rear-pointing raised scoop with a solenoid operated flap which opened at full throttle, allowing the engine to breathe cooler air. A federally mandated 85 mph (137 km/h) speedometer also debuted, down from 130. Z28s had new optional grey 5-spoke rims, a unique upper and lower front grill, and smaller revised graphics on its doors. The side scoops were also changed from a louvered design to a flatter one with a single opening. The 1981 model was nearly unchanged from 1980, and would be the last model year for the second-generation Camaro. The RS option was dropped (but would reappear in 1989). Due to emissions restrictions, U.S. Z28s came with two different engines: the majority received the 350 cu in (5.7 L) V8, available only with automatic transmission (except California, where it was banned entirely). It was equipped with a CCC (Computer Command Control), a first-generation engine control module (ECM), which had an oxygen sensor, an electronically controlled carburettor, a throttle position sensor, coolant sensors, a barometric pressure sensor, a Manifold Absolute Pressure sensor (MAP), and a check engine light on the dash; it could also be used as a self-diagnostic tool. The transmission gained a lockup torque converter, also controlled by the CCC. However, as the primary goal of computer control was emissions reduction, any performance gains in one area were lost in another, and horsepower dropped to 175 hp. California buyers, and those elsewhere desiring a four-speed manual transmission, had to settle for the 165 hp 305 cu in (5.0 L) V8. The 350 V8/4-speed combination was available in Canada, without the new CCC, with the same specs as 1980. Influenced partly by rising gas prices, production dropped to 126,139 units.

The third-generation Camaro was produced from 1981 (for the 1982 model year) to 1992. These were the first Camaros to offer modern fuel injection, Turbo-Hydramatic 700R4 four-speed automatic transmissions, five-speed manual transmissions, 14,15- or 16-inch wheels, a standard OHV 4-cylinder engine,] and hatchback bodies. The cars were nearly 500 pounds (227 kg) lighter than the second generation model. The IROC-Z was introduced in 1985 and continued through 1990. National Highway Traffic Safety Administration (NHTSA) Regulations required a CHMSL (Center High Mounted Stop Lamp) starting with the 1986 model year. For 1986, the new brake light was located on the exterior of the upper center area of the back hatch glass. Additionally, the 2.5 L Iron Duke pushrod 4-cylinder engine was dropped, and all base models now came with the 2.8 L V6 (OHV). For 1987 and later, the CHMSL was either mounted inside the upper hatch glass or integrated into a rear spoiler (if equipped). In 1985, the 305 cu in (5.0 L) small block V8 was available with indirect injection called “tuned port injection” (TPI). In 1987 the L98 350 cu in (5.7 L) V8 engine became a regular option on the IROC-Z, paired with an automatic transmission only. The convertible body style returned in 1987 (absent since 1969) and all came with a special “20th Anniversary Commemorative Edition” leather map pocket. 1992 offered a “25th Anniversary Heritage Package” that included stripes and a unique spoiler plaque. Beginning in 1988, the 1LE performance package was introduced, optional on street models, and for showroom stock racing in the U.S. and Canada. The B4C or “police” package was made available beginning in 1991. This created a Z28 in more subtle RS styling.

The fourth-generation Camaro debuted in 1993 on an updated F-body platform. It retained the same characteristics since its introduction in 1967: a coupé body style with 2+2 seating (with an optional T-top roof) or convertible (reintroduced in 1994), rear-wheel drive, pushrod 6-cylinder and V8 engines. The standard powerplant from 1993 to 1995 was a 3.4 L V6, then a 3.8 L V6 was introduced in 1995. A 350 MPFI (LT1) Small Block V-8 engine, which was introduced in the Corvette in 1992, was standard in the Z28. Optional equipment included all-speed traction control and a new six-speed T-56 manual transmission; the 4L60E 4-speed automatic transmission was standard on the Z28, yet optional on the V6 models which came with a 5-speed manual as standard. Anti-lock brakes were standard equipment on all Camaros. A limited quantity of the SS version (1996-1997) came with the 330 HP LT4 small block engine from the Corvette, although most were equipped with the 275 hp LT1. The 1997 model year included a revised interior, and the 1998 models included exterior styling changes and a switch to GM’s aluminum block LS1 used in the Corvette C5. In 1998, the 5.7 L LS1 was the first all-aluminum engine offered in a Camaro since the 1969 ZL-1 and carried a 305-horsepower rating. The SS versions (1998-2002) received slightly improved exhaust and intake systems, bigger wheels and tyres, a slightly revised suspension for improved handling and grip while retaining ride comfort, an arc-shaped rear wing for downforce, and different gearing ratios for faster acceleration, over the Z28 models. Chevrolet offered a 35th-anniversary edition for the 2002 model year. Production of the F-Body platform was discontinued due to slowing sales, a deteriorating market for sports coupés, and plant over-capacity, but an entirely new platform went on sale in 2009. The B4C Special Service Package for police agencies was carried over from the 3rd generation & sold between 1993 and 2002.

This classic pickup is from as the “Advance- Design”. Chevrolet’s first major redesign post-World War II, the Advance-Design series was billed as a bigger, stronger, and sleeker design in comparison to the earlier AK Series. First available on Saturday June 28, 1947, these trucks were sold with various minor changes over the years until March 25, 1955, when the Task Force Series trucks replaced the aging Advance-Design model. The same basic design family was used for all of its trucks including the Suburban, panel trucks, canopy express and cab overs. The Cab Overs used the same basic cab configuration and similar grille but used a shorter and taller bonnet and different bumpers. The unique Cab Over bumpers and bonnet required a custom cowl area which makes the Cab Over Engine cabs and normal truck cabs incompatible with one another while all truck cabs of all weights interchange. While General Motors used this front end sheet metal, and to a slightly lesser extent the cab, on all of its trucks except for the Cab Overs, there are three main sizes of this truck: the half-, three-quarter-, and full ton capacities in short and long wheelbase. From 1947 until 1955, Chevrolet trucks were number one in sales in the United States, with rebranded versions sold at GMC locations.

Updated engineering and styling on Chevrolet trucks was not introduced until March 25, 1955, in the middle of the model year that GM called the Chevrolet Task Force/GMC Blue Chip series. All Chevrolet and GMC truck models received new styling that included a flatter hood, front fenders flush with the body, and a trapezoid grill. The trucks’ V-shaped speedometer was shared with passenger car models. Engines included I-6 and the small-block V8s. Chevrolet used its 265 V8 engine, later evolving it to a 283-cubic-inch version. GMC based their V8 on a Pontiac design. Standard Suburban model numbers continued from the previous series, but the introduction of four-wheel-drive models in 1957 added the numbers “3156” for 4WD Suburbans with panel doors, and “3166” for 4WD Suburbans with tailgates. The “Suburban” name was also used on GM’s fancy 2-door GMC 100 series pickup trucks from 1955 to 1959, called the Suburban Pickup, which was similar to the Chevrolet Cameo Carrier, but it was dropped at the same time as Chevy’s Cameo in March 1958 when GM released the new all-steel “Fleetside” bed option replacing the Cameo / Suburban Pickup fiberglass bedsides. The Suburban name was never used again on a 1/2 ton pickup after the discontinuance of the Suburban Pickup. Although not documented due to a fire that destroyed the records, the production of Suburban Pickups is understood to be 300 or fewer each model year it was offered from 1955 to 1958.

Launched in the fall of 1959 as a 1960 model, the first-generation C/K debuted a number of design changes for General Motors light-truck design. Replacing the Task Force range, the C/K was developed from the start as a truck chassis, no longer sharing commonality with the GM A-body platform. Though developed as a truck for the sake of durability, the C/K adopted several features from cars into its design to increase its functionality. For pickup trucks, the C/K trucks used a drop-center frame which allowed for a lower cab and lower center of gravity, and independent front suspension was paired with a coil-sprung rear axle. For 1963, front torsion bars were replaced by front coil springs (on two-wheel drive vehicles). While the first generation would not undergo a comprehensive facelift or update, GM would make a series of gradual changes to the model line through its production. For 1962, the hood was redesigned, with a new windshield and A-pillar added to the cab for 1964. In a break from General Motors tradition, this is one of the few generations of trucks not given an in-house moniker. The C/K nomenclature was developed by GMC; “C” denoted conventional cab, with “K” standing for 4×4 drive.

The third-generation C/K was introduced for the 1973 model year. Designated the “Rounded Line” generation by General Motors, the C/K grew in size inside and out. As pickup trucks increased in use as personal vehicles, cab features and options moved closer in line with GM sedans (with power windows and power door locks becoming options). To further expand its practicality, a four-door crew cab body was introduced (offering 6-passenger seating). While relatively straight-lined and boxy in appearance (leading to their “square-body” nickname from the public) the Rounded Line trucks were the first generation of the C/K to be designed with the use of computers and wind tunnels, optimizing the exterior shape for lower drag and improved fuel economy. The chassis was an all-new design (with all trucks receiving a leaf-spring rear suspension); K-Series trucks moved to all-wheel drive (shift-on-the-fly 4×4 was introduced for 1981). Alongside the introduction of the four-door crew cab, the third generation C/K marked the introduction of a dual rear-wheel pickup truck (“Big Dooley”). For 1978, the C/K became the first American full-size pickup truck sold with a diesel engine (a 5.7L Oldsmobile diesel V8); a 6.2L diesel V8 was introduced for 1982. This generation also marks the first use of the Chevrolet Silverado nameplate (in use for Chevrolet full-size trucks today). The Rounded Line generation is the longest-produced version of the C/K model line, produced for 18 model years. For 1987, it was renamed the R/V series (to accommodate the fourth-generation C/K marketed alongside it) and was gradually phased out through the 1991 model year.

The fourth-generation C/K was introduced in April 1987 for the 1988 model year. Known officially by its GMT400 internal codename (GM never assigned this model line a generational moniker), these are informally known as the OBS (Old or Original Body Style). Slightly smaller in cab dimensions, the fourth-generation C/K increased interior space over its predecessor. After trailing Ford and Dodge by over a decade, GM introduced the C/K in an extended-cab configuration. For nearly five years, the fourth-generation C/K was sold alongside its R/V series predecessor, as the crew cab pickup (which served as the basis of the Suburban SUV) was not released until the 1992 model year. In a branding change, the C/K nomenclature became exclusive to Chevrolet, as all GMC pickups became Sierras (GMC retained the C/K nomenclature for its internal model codes). Chevrolet introduced several specialized variants of the C/K series, including the work-oriented W/T 1500, off-road Z71, and the high-performance 454SS. Between one-ton trucks and the Kodiak medium-duty trucks, Chevrolet and GMC offered the C3500HD chassis cab for commercial use. For 1995, the fourth-generation C/K underwent a mid-cycle revision, adding a driver-side airbag (dual airbags became standard for 1997). For 1996, the extended cab was redesigned, adding a rear-hinged passenger-side third door on select 1500 models. For the 1999 model year, to accommodate the introduction of the GMT800-chassis Chevrolet Silverado/GMC Sierra, the fourth-generation C/K was renamed as the Chevrolet Silverado Classic and GMC Sierra Classic. After the 2000 model year, C/K pickup trucks were discontinued. GM produced the heavy-duty C3500HD chassis cab as the final version of the C/K model family through the 2002 model year.

In April 1970, GM introduced the third-generation G-series vans as 1971 model-year vehicles. In a complete redesign of the model line, the vans adopted a front-engine configuration (adding a hood to the body). While using a unibody chassis, the third-generation vans derived mechanical components from the second- and third-generation C/K pickup trucks. Initial advertising in 1970 emphasized interior space, with the tagline “Chevrolet launches the space vehicle.” It is a nod to the U.S. space program, with the vehicle appearing vertically on page, imitating a rocket launch. In line with the two previous generations, the third-generation G-series vans again used unibody construction, integrating the frame rails into the floorpan; the side panels were constructed of a single-piece stamping. The model line was offered three wheelbase lengths: 110 inches, 125 inches, and 146 inches. From 1971 to 1989, the 146-inch wheelbase was used for cutaway chassis; for 1990, a single-rear-wheel version was introduced for an extended-length van body. The front suspension underwent an extensive design change, deleting its leaf-sprung front axle; in line with C-series pickup trucks, the vans received independent front suspension with coil springs and control arms (allowing for much wider spacing of the front wheels). The rear axle suspension largely remained the same, retaining a leaf-sprung solid rear axle. The four-wheel drum brakes of the previous generation were abandoned, as the third-generation G-series vans adopted front disc brakes. The front disc/rear drum configuration remained unchanged throughout the entire production of the model line; heavier-duty vehicles received larger brakes. For 1993, four-wheel anti-lock braking was added as a standard feature. For its 1971 introduction, the G-series model line was offered with three different engines. A 250 cubic-inch inline-6 and two V8 engines were offered. On the 1⁄2-ton vehicles, a 307 cubic-inch V8 was optional, with a 350 cubic-inch V8 offered as an option on 3⁄4-ton and 1-ton vans. Alongside a 3-speed manual transmission, the 2-speed Powerglide was offered alongside the 3-speed Turbo-Hydromatic automatic. After 1972, the Powerglide automatic was dropped. For 1974, the 307 was discontinued, replaced by a two-barrel 350 V8 in 1⁄2-ton vans. For 1976, the powertrain line was expanded, with the 292 inline-6 becoming the standard engine in 3⁄4-ton and 1-ton vans; a 305 V8 replaced the 350 two-barrel in 1⁄2-ton vans (becoming an option for both 1⁄2-ton and 3⁄4-ton vans in 1981) and a 400 cubic-inch V8 became offered in 3⁄4 and 1-ton vans. As part of the 1978 model update, the powertrain line underwent further revisions, with the 292 six dropped from G-series vans entirely; GM began the use of metric displacement figures. In line with its use in the C/K trucks, the 400 V8 was dropped from the G-series for 1981. For 1982, a 6.2 L V8 became the first diesel engine option offered in the (3⁄4-ton and 1-ton) G-series. Shared with the C/K pickup trucks, an overdrive version of the Turbo-Hydramatic was introduced, adding a fourth gear. In line with the C/K pickup trucks, a 4.3L V6 replaced the long-running 4.1L inline-6 as the standard engine for 1985. For 1987, the four-barrel carburetor for the V6 was replaced by throttle-body fuel injection (TBI), with the 5.0L and 5.7L V8s following suit. Alongside three-speed and four-speed manual transmissions, the G-series vans were offered with three-speed and four-speed automatic transmissions. For 1988, a fuel-injected 7.4L V8 was introduced as an option for the 3500 series, becoming the first big-block V8 offered for the model line. For 1990, manual transmissions were discontinued and the four-speed automatic became standard equipment on nearly all body configurations; for 1992, the 4L60E and 4L80E four-speed automatics replaced the three-speed automatics entirely. While the gasoline engine offerings would remain largely unchanged after the 1988 model year, the 6.2 L diesel was enlarged to 6.5 L for 1994, with only a naturally-aspirated version offered for the G-series vans. For 1996, offered only as a 1-ton G30 payload series, the “G-Classic” van continued the use of non-Vortec engines. The 5.7L V8 was now standard (dropping the 5.0L altogether), with the 4.3L V6 as an option only on standard-wheelbase vans. The 7.4L V8 and 6.5L diesel V8 remained options. In line with the C/K pickup trucks, the G-series vans were sold in 1⁄2-ton, 3⁄4-ton, and 1-ton series by both Chevrolet and GMC, with both divisions marketing passenger and cargo vans. As part of the shift to a front-engine design layout, the body received a conventional hood, allowing for access to the engine from outside of the vehicle. Prior to 1995, the G-series cargo van was sold with only a driver’s seat (with an optional passenger-side seat). Through its production, passenger vans were sold in multiple seating configurations (dependent on wheelbase), ranging from 5 to 15 passengers. Alongside a windowless rear body, the cargo van was offered in several window configurations. The G-series vans differed from one another in divisional badging. Alongside fender badging, Chevrolet badging was centred within the grille while GMC lettering was placed on the hood above the grille. In contrast to the “Action-Line” pickup trucks, the vans are fitted with a horizontal-slat grille. Sharing mechanical commonality with the “Action-Line” pickup trucks, the steering column was sourced from the 1969 update of the C/K series; a large engine cover required a separate design for the dashboard. For 1973, a minor revision changed the colour of the Chevrolet “bowtie” emblem from blue to gold. For 1974, the steering column and dashboard were updated (to more closely match the introduction of the “Rounded-Line” C/K pickup trucks). For 1976, the rear bench seats were redesigned in passenger vans, allowing them to be removed without tools. For 1977, a horizontal body line was introduced past the front doors, while fender and rear door badging were updated to match the design of the C/K pickup trucks. Offered on a longer wheelbase, a cutaway-chassis conversion of the G-series was marketed through Chevrolet and GMC as a cargo truck, as the Hi-Cube Van and MagnaVan, respectively. For 1978, the exterior underwent a revision; along with minor changes to the fenders and the introduction of larger bumpers, the grille was redesigned. More closely matching the “Rounded-Line” C/K pickup trucks in its design, the front fascia was restyled to integrate the headlamps and turn signals into one housing; lower-trim vehicles were offered with round headlamps with square headlamps fitted to higher-trim models. The dashboard was redesigned with recessed gauge pods and an angled center console, a design that would remain in use through 1996. For 1980, the grille saw a minor revision, adopting larger side-view mirrors for the doors. A locking steering column (with column-mounted ignition switch) was introduced for 1982, with the model line relocating the dimmer switch and wiper controls on the turn signal control stalk. As a one-year-only option, GM offered window glass on the left-side rear door (in place of both rear doors or neither). For 1983, the G-series van underwent a set of minor exterior and interior revisions.[citation needed] Alongside the C/K pickup trucks, the grille was redesigned, with Chevrolet receiving a horizontally-split grille and GMC receiving a 6-segment grille; rectangular headlamps were standard on all vehicles. The vans received updated fender badging, with each division receiving its own design (distinct from the C/K series). While retaining the dashboard from 1978, a new tilt steering column was introduced (sourcing the steering wheel from Chevrolet mid-size sedans), moving the manual transmission shifter from the steering column to the floor. For 1984, the model line introduced a second side-door configuration, with swing-out side doors (in a 1⁄3 / 2⁄3-split) joining the sliding side door as a no-cost option. For 1985, the exterior underwent an update with larger taillamps and side marker lenses while the horizontal body line was added to the front doors; the grille design was derived from the C/K pickup trucks. For 1990, GM introduced an extended-wheelbase version of the G-series van (on 1-ton series vans). Sharing its 146-inch wheelbase with the Hi-Cube Van/Magnavan, the extended-wheelbase van was the first version of the model line offered with a fourth rear bench seat (5 total rows of seating including first-row driver and front passenger bucket seats), expanding capacity to 15 passengers (previously, the maximum seating capacity was 12 on 4 total rows of seating). While trailing Ford and Dodge by over a decade, the design was the first produced on an extended-wheelbase design. In a minor interior revision, the vans adopted the four-spoke steering wheel from the R/V trucks. After seven years largely unchanged, the G-series underwent a minor exterior update for the 1992 model year, bringing the vans in line with the R/V pickup trucks (the final Rounded-Line trucks). In line with previous versions, two headlights remained standard (on cargo vans and lower-trim passenger vans) with four headlights as an option (on higher-trim passenger vans). Several safety features were phased in during the production of the final model update. For 1993, a brake-shift interlock (requiring the brake pedal to be depressed to shift from park) was introduced. For 1994, a driver’s side airbag was added to all vehicles (under 8,500 lbs GVWR); the new steering wheel coincided with the introduction of an updated instrument panel. Centre high mount stop lamps were added for 1994 as well, as mandated on light trucks for the model year. In another change, the 1⁄2-ton passenger van was withdrawn (largely overlapping the Chevrolet Astro/GMC Safari van in size). For 1993, to bridge the gap between the G-series and the P-series stripped chassis, a heavier-duty version of the G30 cutaway chassis was introduced. Known as the G30 HD/G3500 HD, and distinguished by its forward-tilting nose, the variant was effectively a hybrid of the two model lines, mating the P30 chassis with the G30/3500 bodywork; the model line was developed primarily for recreational vehicle (RV) and bus production. For the 1996 model year, the third-generation G-series van was renamed the “G-Classic” and was pared down to versions with a GVWR above 8,500 pounds; sales were ended in the state of California. Produced concurrently alongside its GMT600 successor, the final G-series van was produced in June 1996. As with previous generations, the model line was again named the G-series van (distinct from the intermediate GM G platform). Along with the previous 1⁄2-ton and 3⁄4-ton nominal payload series, a 1-ton series was offered for the first time. Offered in 10, 20, and 30 series, the Chevrolet Chevy Van cargo van and Chevrolet Sportvan passenger van were joined by multiple nameplates through the production of the third generation. Revived from the Tri-Five station wagon series, the Beauville was the highest-trim Chevrolet passenger van; from 1971 to 1996, the model offered offering upgraded seats and interior trim over the Sportvan. During the 1980s, the Bonaventure served as an intermediate trim between the Sportvan and the Beauville. From 1977 to 1981, the G-series van carried the Chevrolet Nomad nameplate (for the final time). A hybrid of the cargo and passenger vans, the five-passenger Nomad combined the interior trim of the Beauville with a large rear cargo area, finished with a panelled interior. The two-seat Caravan variant (produced from 1977 to 1980) was a trim package developed for van customization, fitted with a panelled interior and rubber floor mat, along with a rear roof vent. Conversion vans were outfitted on a second-party basis. Derived from the cargo van, such vehicles were badged using the Chevy Van/GMC Vandura nameplates. In production for 25 years, the third-generation G-series vans became one of the longest-produced vehicle platforms designed by General Motors.

CHRYSLER

One of the oldest cars on show was this splendid 1934 Chrysler CA Series. The new decade 1930 saw updated styling and engineering efforts for Chrysler, that introduced the Chrysler Six Series CJ, which was a downsized version of the Series 66, Series 70 and the Series 77. The timing was not the best with the Wall Street crash of 1929 and the Great Depression beginning in September but Chrysler forged ahead and updated their product line. While cars of the 1930s shared common appearances across all manufacturers, some stylistic features were introduced to distinguish, and Chrysler introduced Pennon-type hood louvers on all Sixes, which was replaced mid-year with vertical hood louvers that were more functional and dissipated heat more effectively. The front headlight tie-bar was updated to a curved appearance and the model number attached as a pendant to the top of the bar. In 1931, Chrysler’s former employer Buick introduced the Buick Century which installed the large straight eight from the Roadmaster and installed it in the entry-level Special. The Series CJ introduced a different chassis from the previous Series 60 and 70 in that it was closer to the ground, and introduced hydraulic internal brakes, a fuel pump, rubber spring shackles and hydraulic shock absorbers, while introducing a narrow profile radiator that was slightly angled rearwards that was used by the Chrysler Eight and Imperial. The Series CJ was offered as a Roadster, Business Coupe or Convertible Coupe, which was listed at US$925 and a Touring Sedan or closed-body Royal Sedan, listed at US$845. The 1931 Series CM was essentially the Series CJ with cowl lights added at the edge of the engine hood and cowl next to the front door leading edge. The Series CM introduced the new Cord L-29 influenced Chrysler corporate appearance shared with DeSoto, Dodge and Plymouth. For 1932 The Series CI was the sole straight-six product and replaced the original Series 60 and 70, and ended the naming tradition of using top miles per hour attainable in the series names and ended the original appearance body work introduced in 1925. Engineering advances and appearances that were first introduced in 1931 on the Imperial Eight had become standard equipment on all Chryslers, to include the Series CI. Model year 1933 Series CO was largely a carryover with front fenders that extended forward and the crown of the fenders was deeper to cover the wheels. To aid entry into the front passenger compartment, the doors on both two- and four-door vehicles were hinged in the centre, so that the front doors opened from the leading edge of the doors, or in a “suicide door” manner, but the rear doors opened at the trailing edge, or in a conventional manner. Ventilation doors on the sides of the engine compartment were now individual doors instead of vertical louvers, sharing an appearance with the Imperial. For 1934, the Chrysler Airflow was introduced to replace the eight-cylinder Chrysler Royal and the Series CA and CB were intended to be the final version of this platform. Minor changes included valanced front and rear fenders that hung from behind the wheels, horizontal hood louvers, and body coloured radiator shells that concealed the radiator. An independent front suspension was introduced, vent windows and steel spoked wheels permanently replaced wood spokes. The Series CA offered a 117 in (2,972 mm) wheelbase while the Series CB offered a 121 in (3,073 mm) wheelbase but was used for sedans only with two body style choices, with one being a convertible four-door with the centrally located door hinges continued from the previous year. The Series CA and CB could still be offered in chassis only for customized coachwork while the Series CU Airflow wasn’t due to the unibody construction. The Series CA roadster convertible was available for US$865, and the four-door sedan was listed at US$845) while the longer Series CB was available for US$970 for the Convertible Sedan.

The Chrysler Windsor is a full-size car which was built by Chrysler from 1939 through to the 1960s. The final Chrysler Windsor sold in the United States was produced in 1961, but production in Canada continued until 1966. The Canadian 1961 to 1966 Windsor model was for all intents and purposes the equivalent of the Chrysler Newport in the United States. The Windsor was almost identical to the more luxurious Chrysler New Yorker in terms of size, interior and standard features except that it was only available with the Chrysler Straight Six that originally started the company in 1925, which offered customers a luxurious car with a more modest and economic engine. As the years progressed and technology and manufacturing costs improved, the Windsor offered items that were initially optional as standard equipment while maintaining a market position lower in the Chrysler product hierarchy. In 1959, Chrysler started to advertise the car’s new Wedge-head V8 “B” engines as “Golden Lions” and the cars as “Lion Hearted”. The RB 383 produces 305 hp with a twin-barrel carburettor. Lions were used in the advertising, and the cars had lion emblems on the front doors and on the cylinder heads. Air conditioning was a US$510 option. Starting in 1958, Chryslers were optionally equipped with Captive-Aire tires that remained inflated regardless of a tire puncture for $94. Canadian-built cars did not get the new RB 383 engine, but were equipped with the “Low Block” 361 cu in (5.9 L) engine as used in US Dodges and DeSotos. Thus, Canadian Windsors also did not get the “Golden Lion” decorations; instead, they were fitted with three golden crests on the front doors. The B 361 engine produces 295 hp with a twin carburettor. As convertibles and station wagons were imported from the US, they did not receive differing specifications. Brochures for the 1959 US Chryslers actually show this triple crest being mounted on the front door, with the Golden Lion appearing on the rear fenders instead, but this is not how the finished product appeared. In 1960, all Chrysler cars got a unibody frame. A new parking brake was also used, and the brakes on the Windsor were 11″ drums. The Windsor shared a futuristic semi-circular domed instrument cluster Chrysler called the AstraDome, which housed the speedometer and all gauges in one location with the Chrysler 300, Newport, Saratoga and New Yorker. The clusters appearance was compared to a gum ball machine, and the gauges at night could be viewed with electroluminescent lighting Chrysler called “Panelescent Light”, a feature shared with all Chrysler and Imperial vehicles starting in 1960. In 1961, all Chrysler cars were redesigned. On the Windsor, standard equipment included a cigarette lighter, map lights, and new for 1961, a safety padded dash. 1961 was the last year of the Windsor in the United States.

The August 1968 introduction of the 1969 model year full-size Chryslers unveiled an all-new “Fuselage Styling” that shared with all C-body cars, including the completely restyled Imperial. Although the previous generation’s platform continued, the “fuselage” styling was a major reworking. It featured plain curved smooth sides with a higher beltline. Distinguishing the full-size cars were details at the front and rear that had rectangular-frame bumpers as well as different taillamps.[39] However, the high beltline and fenders provided a bulky look because there was no beltline shoulder resulting in a large expanse of rear quarter panel. This was most evident in the two-door hardtop model where the “greenhouse looked turret-topped.” The two-door hardtop’s new look was harking back to the club coupes of the 1940s. The 1970 Chryslers received minor styling changes to the grille, taillamps, and trim. The small vent windows on the front doors were dropped on the two-door hardtops. Due to lower-than-expected sales, the facelift scheduled for 1971 was put off until 1972. Thus, the 1971 models only received new grilles and taillamps. Ventless front-door windows on the four-door sedan and hardtop were new this year. A new “Torsion-Quiet” system was introduced which added rubber cushions and blocks to isolate the suspension. The 1972 model year engine output ratings dropped to meet stricter emissions standards and rising gas prices. Chryslers received a new ‘split grille’ similar to the 1971–1974 Dodge Chargers. This would be the last year for the ‘loop’-style front bumpers on Chryslers. The “Fuselage Styling” continued through the 1973 model year. However, the massive loop bumper was replaced with a new squared-off front end featuring a new bumper with rubber-faced guards to withstand the new 5-mph collision standards. The four-door hardtop was the best-seller for 1973 with 26,635 made, followed by the two-door hardtop with 9,190, and 8,541 four-door sedans

Perhaps one of the better known cars here was this example of the 300C. The 300 debuted as a concept at the 2003 New York International Auto Show with styling by Ralph Gilles, and production started in January 2004 for the 2005 model year. The Chrysler 300 was designed as a modern interpretation of the 1955 Chrysler C-300 (and the letter series Chryslers that followed), featuring a large grille, long hood and low roofline that was prominent on those vehicles. The styling retained many elements of the 1998 Chrysler Chronos concept car, such as chrome interior accents and tortoiseshell finishing on the steering wheel and shifter knob. It was the last Chrysler vehicle designed under Tom Gale upon his retirement from DaimlerChrysler in December 2000. It shares a nameplate with the 1957 300C letter series two-door hardtop and convertible. The Chrysler 300 is based on the rear-wheel drive Chrysler LX platform with Chrysler executives confirming that Chrysler engineers were sent to Germany to study the upcoming E-Class and as such, structural elements of the car’s foundation such as the toe board, safety cage architecture, as well as the load-path philosophy ending up being derived from the design(s) utilized by then-partner, Mercedes-Benz Shared and or derived components from Mercedes-Benz included: the 3.0L OM642 turbo-diesel V6 used in overseas markets, the rear suspension cradle and 5-link independent rear suspension design derived from the E-Class, a double-wishbone front suspension design with short-and-long arm front suspension geometry derived from the Mercedes-Benz S-Class (W220). The five-speed NAG1 W5A580 transmission, rear differential, driveshaft, ESP & ABS systems, steering system, the CAN Bus electrical architecture, and cabin electronics, including other electronic and engine modules, were derived from Mercedes-Benz components. Further, switchgear such as the cruise control and turn signal combination stalk, seat controls, seat frames, HVAC system(s), and the wiring harness were utilized from Mercedes-Benz components. Later model years also feature a Mercedes-Benz-derived laser key ignition system instead of the traditional metal key. The AWD models also benefited from using Mercedes-Benz’s 4MATIC system, including transfer case components. The basic 300 includes 17-inch wheels, wheel covers, four-wheel disc brakes, a single disc CD player, an auxiliary input jack, a power driver seat, and a four-speed (42RLE) automatic transmission. It uses a 2,736 cc EER V6 rated at 190 hp  In Canada, it came standard with the Touring model’s 3,518 cc V6 engine. The vehicle comes with standard rear-wheel drive and available all-wheel drive. The basic 300 model was renamed to LX for 2008 and remains the code name for the platform. The Touring model uses a 3,518 cc  V6, producing 250 hp and 250 lb/ft (339 Nm) of torque, either a four- or five-speed transmission depending on the year and drive configuration, and comes with 17-inch aluminium wheels, AM/FM radio with CD player and auxiliary audio jack, Electronic Stability Program (ESP), remote keyless entry, leather-trimmed seats, and Sirius Satellite Radio. This model was renamed Touring Plus for the 2009 and 2010 model years. The Limited model included the Touring model’s 3.5 L V6 engine, generating 250 hp and 250 lb/ft (339 Nm) and either a four- or five-speed transmission depending on the year and drive configuration. Additional features included 18-inch chrome-clad aluminum road wheels and anti-roll bars. The top-of-the-line 300C version uses a 5.7 L (345 cu in) Hemi V8. Using the Multi-Displacement System (MDS), this engine can run on four cylinders when less power is needed to reduce total fuel consumption. The USEPA-rated fuel consumption of the 300C is: 15 miles per US gallon (16 L/100 km; 18 mpg‑imp) city, and 23 miles per US gallon (10 L/100 km; 28 mpg‑imp) highway. When all eight cylinders are needed, the 300C can produce 340 hp and 390 lb/ft (529 Nm) of torque. It uses a five-speed automatic transmission and comes standard with 18-inch chrome-clad alloy wheels, Chrysler’s MyGIG Infotainment System in 2008, as well as Sirius Satellite Radio and Backseat Television in 2008. The Hemi cylinder heads necessitate a double rocker arm shaft configuration with a cam-in-block, overhead valve (OHV) pushrod design. There are two spark plugs per cylinder to promote efficient fuel/air mixture burn and reduce emissions. For 2009 and 2010, power output was increased to 360 hp. The SRT-8 model was equipped with a 6.1 L Hemi engine producing 425 hp at 6,200 rpm and 420 lb/ft (569 Nm) of torque at 4,800 rpm. The SRT8 can accelerate from 0–60 mph (97 km/h) in 4.9 seconds. Chrysler marketed the 300C in Europe, Australia, South America, the Middle East, and Japan as both a four-door notchback sedan and a five-door station wagon. The five-door station wagon was marketed as the 300C Touring (not to be confused with the North American notchback sedan’s “Touring” trim level), which shared its sheet metal aft of the C-pillar and wheel designs with the Dodge Magnum. The base Chrysler 300 was not marketed in Europe. All cars came with the 300C body style/interior and either V6 diesel or V8 gasoline engines. The economical V6 diesel, sourced from Mercedes-Benz, was optional in Europe. All 300C Touring models, along with European 300C sedans and right-hand drive models, were assembled by Magna Steyr in Graz, Austria, beginning in June 2005. Steyr insisted on upgrading suspension components to suit European tastes. Dodge Charger/Magnum wheels with Chrysler center caps were used instead of the distinct wheels used on Canada-assembled models. The five-door station wagon body style was discontinued after the first generation. In Europe and Australia, the 300C was available with a Mercedes-Benz 3.0 L diesel V6 engine (internal code OM642) rated 215 hp at 3800 rpm and 376 lb/ft (510 Nm) of torque at 1600 rpm. Fuel economy for the 300C diesel is rated at 26.2 mpg‑US (9.0 L/100 km; 31.5 mpg‑imp) city, 42.8 mpg‑US (5.50 L/100 km; 51.4 mpg‑imp) highway, and 34.9 mpg‑US (6.74 L/100 km; 41.9 mpg‑imp) on the combined cycle. It can accelerate from 0–60 mph in 7.9 seconds while the top speed remains the same as the gasoline V6 (140 mph (225 km/h)). The 2008 UK models included the 300C SRT-Design model in sedan or Touring body, which included SRT 20-inch alloy wheels and wheel arch spats, chrome mesh grille, MyGIG satellite navigation, SRT-8 steering wheel, SRT-8 leather sports seats, and carbon fibre interior details. The Chrysler 300’s driving characteristics were generally well-received. The ride of the car was described as “steady, comfortable, and a study in control” The car drove “a lot like a Benz” due to the heavy use of German engineering and involvement of Mercedes-Benz in the development process during Chrysler and Daimler’s partnership. The car was also described as “impressively stable at high speed” by journalists at speeds even in excess of 150+ MPH on German autobahns, on par with other German sedans of the era. Again, such attributes could be attributed to the car’s German underpinnings. However, a real weakness in the car’s driving experience was “numb steering,” which many journalists claimed made the car feel “capable, but disconnected.” In the UK, the BBC’s Top Gear team described the 300C as “something different with a bit of kitsch gangster cool”. They praised the spacious and well-equipped interior, even calling it a “re-shelled German car with an American body,” and the low price while criticizing the quality of certain materials, numb steering, and low engine torque of the V6 models.  The first generation model was popular with British buyers who regarded it as the “poor man’s Bentley”. In the US, the 300C enjoyed a wave of popularity in the mid-2000s, aided by celebrity owners (including US President Barack Obama) and appearances in music videos. In 2004, rapper Snoop Dogg famously called then-Chrysler CEO, Dieter Zetsche, asking for his own 300C; he later appeared in a commercial for the car alongside Lee Iacocca. The 300C was ranked No. 12 in a Complex.com article, “The 25 Most Iconic Hip-Hop Cars”, due to its popularity in many hip-hop music videos following its introduction. Chrysler 300 designer Ralph Gilles reflected on the vehicle’s success in 2008, saying that the “300 turned out to be a bit of an icon for Chrysler”. The 300C was the 2005 Motor Trend Car of the Year. It was on Car and Driver’s Ten Best list for both 2005 and 2006. Automobile Magazine named it Automobile of the Year. It also won the North American Car of the Year award. It was voted Canadian Car of the Year by automobile journalists as the Best New Luxury Car. Receiving numerous other recognitions during its debut year, it was promoted as being one of the most awarded new cars ever. The 300C was also included in the finalists for 2005 World Car of the Year, but final points total put it in fifth place equal to the BMW 1-series.

The Chrysler Sebring was introduced as a coupe for 1995, and as a convertible in 1996, both models replacing the Chrysler LeBaron convertible and coupe. The convertible was built off the Chrysler JA platform also used for the Cirrus sedan, while the coupe was based on the Mitsubishi Eclipse. The Sebring was named after Sebring, Florida, site of the renowned car endurance race the 12 Hours of Sebring. The name has first been used by Chrysler’s Plymouth division as a trim level of the Satellite mid-size coupe of the 1970s. The Chrysler Sebring convertible was launched in 1996 alongside the Sebring coupe, replacing the LeBaron convertible. The convertible did not share any parts with the coupe and was instead based on the Chrysler Cirrus sedan. Both the Cirrus and the Sebring convertible were marketed in Europe as the Stratus. All Stratus convertibles were assembled in Mexico. The Chrysler Stratus convertible was marketed in Mexico, but the sedan version was not. The Sebring convertible was marketed alongside the Chrysler Stratus convertible in Mexico. In Mexico, a turbocharged 2.4 L DOHC I4 engine was optional.

There was a long line of PT Cruiser models here, perhaps not surprisingly, as this car was available when new in the UK market and it enjoyed modest success. The Chrysler PT Cruiser is a compact car that was built by the American company Chrysler from 2001 until 2010. Introduced as a five-door hatchback wagon, a two-door convertible variant was also made from 2005 to 2008. Originally planned as a Plymouth model, the PT Cruiser was ultimately marketed as a Chrysler when Plymouth was discontinued. Intended to invoke 1930s aesthetics, the retro-styled exterior of the PT Cruiser was designed by Bryan Nesbitt. The model received an intermediate facelift for the 2006 model year. Interior packaging was noted for its highroof, high h-point seating, and flexible cargo and passenger configurations enabled by a multi-level rear cargo shelf and rear seats a user could fold, tumble, or remove. The PT Cruiser was produced in Mexico and Austria at the Toluca Car Assembly and Eurostar Automobilwerk factories. By the end of production in July 2010, worldwide production had reached 1.35 million. In its nameplate, PT stands for “Personal Transport” or “Personal Transportation”. PT was the PT Cruiser’s product code for the Mexican-made units. The PT Cruiser is a front-wheel drive 5-passenger vehicle, classified as a truck in the US by the NHTSA for CAFE fuel economy calculations but as a car by most other metrics. Chrysler specifically designed the PT Cruiser to fit the NHTSA criteria for a light truck to bring the average fuel efficiency of the company’s truck fleet into compliance with CAFE standards. A turbocharged GT model was introduced for the 2003 model year. A convertible was introduced for the 2005 model year. Manufactured at Toluca Car Assembly in Toluca, Mexico. On March 8, 2006, DaimlerChrysler said it had built 1,000,000 PT Cruisers. The final PT Cruiser was built on July 9, 2010. A total of 1,050,281 PT Cruisers were marketed in the United States. The PT Cruiser was also assembled at the Eurostar Automobilwerk in Graz, Austria, for markets outside North America, using the production code PG, for the model year 2002. European PT Cruisers built in 2001 or from 2003 on were manufactured in Mexico under the PT production code. The US version used a 2.4 L four-cylinder gasoline engine. In addition to this standard model, a 2.2 L four-cylinder diesel engine built by Mercedes-Benz was also available in Europe, Asia, and South Africa. A 2.0 L engine (D4RE) was also available outside the US. It produced 140 hp SAE at 6500 rpm with 130 lb/ft (176 Nm) of torque at 4800 rpm. In July 2000, the PT Cruiser replaced the Neon in Japan as their small car offering. Chrysler sold over 10,000 PT Cruisers in Japan. The five-door hatchback, two-door convertible, and GT turbo engine package were sold in Japan in right-hand drive configurations. Japanese versions were manufactured at the Austrian factory and were equipped similarly to European specifications. From 2002 until 2007, the PT Cruiser was used in the city of Urayasu, Chiba Prefecture by the Maihama Resort Cab company to serve as a taxi in the vicinity of Tokyo Disneyland because of its fun, retro appearance. The PT Cruiser taxis augmented the Maihama Resort Line service to Tokyo Disneyland. The ten Chrysler PT Cruisers were to help customers “hold on to that lingering Disney feeling all the way home.” The cars were offered in Japan until April 2010, when it was replaced by the Dodge Caliber. The PT Cruiser arrived in Australia in mid-2000 and came in only three specification levels: Grand Tourer, Limited, and Touring. Until 2006, the only choice of engine was the 2.0 L. The cabrio was introduced to Australia in 2006. From 2006, all models, including the new cabrio, received the 2.4 L I4 engine coupled to a four-speed automatic or five-speed manual. Sales were never spectacular, and the car’s reputation for lackluster performance turned buyers to the competition. Sales sharply declined following the facelift despite the newer models having a more powerful engine. Between 2000 and 2009, total sales for Australia were 7,000. In 2001 Motor Trend named the PT Cruiser as its Car of the Year and Car and Driver put it on its Ten Best list. the PT Cruiser also won the North American Car of the Year. The PT Cruiser also won the North American Car of the Year, based on a solid majority of top automotive journalists charged with “picking a vehicle that has set new standards or benchmarks in its class while considering aspects such as general design, safety, fuel economy, handling, general roadworthiness, performance, functionality, technical innovation, driver satisfaction and price.” It also held the distinction of being listed by Consumer Guide automotive editors as “Best Buy” continuously from 2001 through 2006. The PT Cruiser was part of the nostalgia wave that included models such as the Volkswagen New Beetle and the Mini Cooper. Rather than recalling previous namesake models, the PT Cruiser recalled the 1930s and 1940s styling, influenced by the Chrysler Airflow. The 2000 PT Cruiser grew out of a collaboration with Robert A. Lutz, who was an executive at Chrysler at the time, Dr. Clotaire Rapaille, and Bryan Nesbitt. Nesbitt later went on to design the Chevrolet HHR. The PT Cruiser’s design was loosely inspired by the Chrysler Pronto Cruizer concept car while recalling the Chrysler and Desoto Airflow. Aspects of the PT Cruiser’s rear styling also resembled the Chrysler CCV, a retro-styled compact vehicle recalling the Citroen 2CV, while its high roof evoked the Chevrolet Advance Design trucks. On launch, the PT Cruiser was described as a market segment-buster. Chrysler’s Dieter Zetsche characterized it as a continuing example of the automaker’s innovation for new segments, demonstrating “you can have head-turning style, practicality, and value all in one package.” Car and Driver described the design as “highly distinctive, appeals to a broad segment of the public, and is characteristically American.” The public’s reaction to the PT Cruiser was polarized, but inspired a solid following among owners. Overall, the car “was a valuable vehicle for many consumers.” PT Cruiser models included the Classic edition, Limited edition, Touring edition, Couture edition (2010 only), “Dream Cruiser,” “Street Cruiser,” “Pacific Coast Highway” edition,” and PT Cruiser GT. The non-GT Turbo (180 hp) edition models (introduced in 2004) were identified by a “2.4L Turbo” badge on the lower right-hand corner of the rear lift-gate. The GT model (introduced in 2003) has a “2.4L Turbo High Output” badge on the right-hand corner of the lift-gate indicating the 215–230 hp engine version. Updates for 2006 included scalloped headlights, a revised grille no longer extending below the “bumper,” a new lower front fascia that eliminated the patented brake cooling ducts, redesigned taillights, and available round fog lamps. The changes reduced the “retro vibe” that did not satisfy some customers and ” exposed the main pitfall of retro design: How do you update old?” Interior updates included a revised interior with an updated dash with an analog clock in the centre stack. The audio system featured a line-in jack for MP3 players integrated into the dash. Features such as satellite radio, a premium sound system by Boston Acoustics with external amplifier and subwoofer, and UConnect hands-free Bluetooth for compatible cell phones also became available in 2006. The standard audio system now included an AM/FM stereo with single-disc CD player and a 3.5-millimeter auxiliary audio input jack with six speakers, replacing a cassette player and four speakers. The turbocharged 2.4 L I4 was available in 180 hp or “High-Output” 230 hp versions. A “Mopar” cruise control unit became available as an aftermarket unit on 2007 models. Also, in 2007, Chrysler dealers were permitted to order vehicles with separate options (unbundled options from option packages) such as anti-lock brakes and Side Impact Airbags. Sirius Satellite Radio also became an option that could be installed as a dealer option with a factory appearance (i.e., roof mount satellite antenna). Original plans called for the PT Cruiser to receive a complete redesign for 2007, but that was pushed back. Little was changed as Chrysler was sorting out powertrains, styling, and even positioning as a luxury compact SUV. The convertible and the High Output engine were discontinued for the 2008 model year and sales dropped as information spread that Chrysler was going to discontinue the PT Cruiser shortly. For 2010, the last year of production, one trim level, the PT Cruiser Classic, was offered. It included a 2.4 L I4 engine producing 150 hp, standard four-speed automatic transmission with overdrive, AM/FM stereo with single-disc CD player, auxiliary audio input jack and six speakers, rear-mounted spoiler, air conditioning, cruise control, tyre pressure monitoring system (TPMS), front and rear side SRS airbags, keyless entry with two remotes and panic alarm, ABS anti-lock brakes, and sixteen-inch alloy wheels. Optional features included leather seating surfaces, a power front driver’s bucket seat, an engine block heater, a power tilt-and-sliding sunroof, and heated dual front bucket seats. Exterior colour options were Bright Silver Metallic, Brilliant Black Crystal Pearl Coat, Deep Water Blue Pearl Coat, Inferno Red Crystal Tinted Pearl Coat, Silver Steel Metallic, and Stone White Clear Coat. The only interior colour option was Pastel Slate Gray.

DODGE

The Dodge Power Wagon is a four-wheel drive medium duty truck that was produced in various model series from 1945 to 1980 by Dodge. The Power Wagon name was revived for the 2005 model year as a four-wheel drive version of the Dodge Ram 2500. As a nameplate, “Power Wagon” continues as a special package of the four-wheel drive version of 3/4 ton Ram Trucks 2500 model. The original civilian version, commonly called the “flat fender” Power Wagon (FFPW) or “Military Type”, was mechanically based on Dodge’s 3/4-ton WC series of World War II military trucks. The Power Wagon was the first 4×4 medium duty truck produced by a major manufacturer in a civilian version. It represents a significant predecessor to the many modern four-wheel drive trucks in use today. It was marketed as the WDX truck. Until about 1960 it was internally known by its engineering code T137 – a name still used for the original series by enthusiasts. Following Chrysler Corporation policy of badge engineering to provide a greater number of sales outlets overseas, Power Wagons were also marketed around the world under the Fargo and De Soto badges. Starting in the 1957 model year, factory four-wheel-drive versions of the Dodge C Series trucks were produced and sold as the W-100, W-200, W-300, and W-500, alongside the older Power Wagon. The pickups had the “Power Wagon” badge on the fender. The older design Power Wagon was marketed as the “Military Type” to distinguish it from the styled pickup versions. Later the “Military Type” was given the series number W-300M, and ultimately WM-300. The heavy-duty four-wheel-drive W-300 and W-500 trucks were marketed as “Power Giants”. The four-wheel-drive version of the Dodge Town Wagon also got the “Power Wagon” badge. The “Military Type” sales in the United States ended by 1968, because the vehicle did not comply with new federal light-duty truck regulations. The “Power Wagon” options continued on the Dodge D-Series through the 1980 model year. For the 1981 model year, “Power Ram” became the marketing name for four-wheel-drive Ram pickups, and aside from a 1999 concept vehicle, the “Power Wagon” name was not used until the 2004 revival. This is from the first series of production.

The Dart and its sister model—the Plymouth Valiant—were substantially redesigned for the 1967 model year. In addition to new styling, the cars received revised steering systems, wider front track and frame rail spacing, and redesigned K-members capable of accepting larger engines. The Dart kept this basic form, with facelifts consisting of revised front and rear-end styling and interior trim, until the end of A-body production in 1976 for North America and 1981 for South America. The restyled Dart for 1967 featured a rear window with compound inverse curves. This created a unique appearance at the rear of the greenhouse, but tended to collect snow and created thick C-pillars that looked formal but created blind spots for drivers. Curved side glass was used for the first time on a Chrysler compact. The front featured a new dual-plane front end contour: the centre section of the grille, bumper, and leading edge of the hood were recessed from the front plane of the car. The single headlamps were placed forward of the recessed centre section, defining the front plane. Park/turn lamps were set into the grille, in the corners formed by the transition area between the recessed and forward sections. With the new design, changes were made to the Dart lineup, beginning with the elimination of its station wagons and the base model’s “170” designation. The only body styles were the 2- and 4-door sedans, the hardtop, and the convertible. The base 170 model was now badged simply as “Dart”. The 270 and GT versions carried on unchanged for the most part. In late 1967, the GTS model debuted but was built in limited quantities due to its lateness in the model year; the 1968 GTS was, arguably, improved by fitting the new high-output 340 cu in (5.6 L) V8 as standard equipment. The 1967 Dart, along with all other 1967 Chrysler products, got a new dual-circuit brake hydraulic system to ensure a loss of pressure in the front brakes would not prevent the rear brakes from working, and vice versa. The system also incorporated a brake system fault telltale on the dashboard. Other changes to comply with new federal safety laws included collapsible steering columns, additional padding on the dashboard and sun visors. Shoulder belt anchors were also provided for front outboard occupants. The 1967 redesign removed all traces of the older Virgil Exner styling that proved less popular by the early 1960s. The newer body was trimmer and proved extremely popular, causing sales of the Dart to surpass compacts from Ford and GM. Changes for 1968 were relatively subtle. The park and turn lights in the grille were moved slightly inboard and made round. Side marker lights were added to the front fenders and rear quarter panels, to comply with newly introduced Federal Motor Vehicle Safety Standard 108. Shoulder harnesses (separate, this year and until 1973, from the lap belts) and non-glare matte finish on the windshield wiper arms were also part of the 1968 federally mandated safety package. Chrysler’s “clean air package” emission control system became standard equipment on cars sold in all 50 states. The steering linkage was revised again, as were the windshield and rear window gaskets and trim-lock strips, leaving the 1967 pieces as one-year-only items. The standard rear axle ratio was dropped from 2.93 to 2.76 with all standard-performance engines and automatic transmission. Part-throttle downshift functionality was added as a refinement to the TorqueFlite automatic transmission in 6-cylinder cars, to retain acceptable city performance with the taller rear axle ratio. A limited option for 1968 only, code L023, the Hurst-reworked Hemi Darts used the 426 cu in (7.0 L) Hemi engine. These special models (only 80 were made) were created strictly for drag racing, and included a non-warranty disclaimer. On February 20, 1968, corporate headquarters in Highland Park, Michigan, sent out a press release to Dodge dealerships. It was a promotional pitch purposed at selling drag-ready, Hemi-powered Darts. The press release stated that Dodge wanted to make a factory-built and ready drag racer out of the 68 Dart GTS hardtop for competition in class B Super Stock (drag racing). Engineers stated the new Hemi Dart reached speeds of 130 mph (209 km/h) in less than 11 seconds and 1⁄4 mi (402 m) times in the 10-11 second range, although times have been reported as low as the 9-10 second range. To keep weight low, a fiberglass hood and fenders were used. The hood featured a functional intake scoop and four hood pins for full lift-off removal of the hood. Lightweight acid-dipped steel doors with thin side window glass were used. As the doors lacked a window mechanism, a strap was attached to the bottom of the glass on the interior door panel. To keep glass up, the strap latched to the inside of the door. The interior included only two bucket seats from a Dodge van. The center console, heater, sound deadeners, side-view mirrors, radio, carpeting, and even armrests were omitted to save weight. The engine was a race-spec 426 Hemi. These motors had a compression ratio of 10.25:1 pistons, bore x stroke 4+1⁄4 in × 3+3⁄4 in (108.0 mm × 95.3 mm) fed through a 2X4-barrel Holley carburetors atop a lightweight crossram aluminum intake manifold rated at 425 hp at 5,000 rpm and a maximum torque of 490 lb⋅ft (664 N⋅m) at 4,000 rpm. A high-performance Mopar battery was moved to the trunk to free up room and improve weight distribution. Darts could be ordered with either a four-speed manual or three-speed automatic transmissions. Manual transmission equipped cars, code A-833, featured a Dana 60 built heavy-duty axle with a 4.88 gear ratio, heavy-duty clutch, steel bellhousing, and special torque shaft and pivots. Manual transmissions were modified by removing synchronizers which lowered the chances of missed shifts. A Hurst floor-mounted shifter came standard. The automatic transmissions were the then-new Chrysler-built 727 TorqueFlite three-speed with 8-3/4 inch large stem pinion center section with a 4.86 gear set, and a 2,600 rpm high speed torque converter. They were also modified with a floor-mounted Hurst shifter for manual shifting. Other features include heavy-duty rear shocks, heavy-duty radiator with a seven-blade fan, and deep groove pulleys, a high capacity oil pump, solid-lifter cam, and a roller timing chain to reduce stretch and provide more reliable performance. A transistorized dual points breaker distributor coupled with a Prestolite ignition and solid core wires were also used. The cars weighed approximately 3,000 lb (1,361 kg). The cars were designed to meet street legal requirements, but due to the modifications, the cars came with disclaimers that they were not for street use, but rather “supervised acceleration trials”, or drag racing. The 2-door sedan was dropped at the end of 1968 and replaced with the Swinger 2-door hardtop for 1969 available in Custom, GT, and GTS trim. Also added was the Swinger 340. The entire 1969 Dart range received trim updates including another minor revision of the grille and a return to rectangular park/turn lights. The 1968 round side marker lights were replaced with rectangular reflectors. Head restraints were optional equipment until January 1, 1969, when their installation became mandatory under federal law. The 6-cylinder models received a carburetor anti-ice system borrowed from Canadian-market Chrysler 6-cylinder engines,[30] and the drum brake automatic adjusters were revised for more consistent operation.[31] At the top of the Dart performance range for 1969, there was limited availability of the 440 V8 in the Dart GTS model. The Dart was refreshed for 1970 with front and rear changes designed to bring the car closer to the design themes found in Dodge’s full-size vehicles through grille and contour changes. In the rear, the Dart’s new rectangular tail lights were set into a wedge-shaped rear bumper design continuing the angled trailing edge of the new deck lid and quarter panels. The revised rear styling did not change the 14.1 cubic ft trunk space of the 1969 model. 14-inch wheels became standard equipment, and the 170 cu in (2.8 L) slant-6 was replaced by a larger 198 cu in (3.2 L) version for improved base-model performance and greater manufacturing economy—the 198 used the same block as the 225, while the 170 had used a different block. Changes to the fuel system improved drivability, economy, and emission control. Part-throttle downshift was added to the 8-cylinder automatic transmissions. In compliance with FMVSS 108, side marker lights and reflectors were installed at all four corners. 1970 Darts for the US and Canadian markets were built in Canada at the Windsor, Ontario, or Los Angeles, California assembly plant. All 1970 Darts got the federally mandated steering column and ignition lock. The “Swinger” name was applied to all the Dart two-door hardtops except in the high-line custom series. Other changes were made to the Dart line to avoid internal competition with Dodge’s new Challenger: the Dart convertible was discontinued along with the optional 383 cu in (6.3 L) V8, leaving the 275 bhp 340 4-barrel V8 as the top Dart engine. The performance model in the Dart line for 1970 was the Swinger 340 2-door hardtop. The 1970 Swinger 340 came with functional hood scoops with 340 emblems. Standard equipment included front disc brakes (only on the Swinger), heavy-duty “Rallye” suspension, a 3.23:1 rear axle ratio, fiberglass-belted bias-ply tires mounted to 14 × 5½ inch steel wheels, and a bumblebee stripe. Optional equipment included an upgrade over the standard bench seat with all-vinyl bucket seats, with which a center console could be ordered. A performance hood upgrade with scoops was painted flat black with hood tie-down pins. Mechanical options included power-assisted brakes and steering. Rallye wheels and wire wheel covers were also optional, as was a 6000 rpm tachometer and a vinyl roof covering in black or white. For 1971, Chrysler introduced a 2-door hardtop in the Valiant line called the Scamp. It was the same car as the Swinger with a Valiant front clip. The 1970 Dart’s dual tail lamps were given over to the badge-engineered Scamp[broken anchor], while the 1971 Dart received new smaller quad taillamps that would be used through 1973. The custom 2-door hardtop coupe became the Swinger, and the standard Swinger became the Swinger Special. Dodge gained a version of Plymouth’s popular Valiant-based fastback Duster which was to be named the Beaver, but when Chrysler’s marketing department learned that “beaver” was CB slang for vagina, the vehicle was renamed the “Dart Demon”. As was the case with previous Dodge rebadges of Plymouth Valiants, such as the 1961–1962 Lancer, sales of the Demon lagged behind those of the Duster. With optional hood scoops and blackout hood treatment, the car was advertised as a performance car. The Demon’s Dart-type front fender wheel lips and Duster-type rear wheel fender lips reveal the car was essentially a Duster with Dart front sheet metal and other minor styling changes. A new audio option became available for 1971: Chrysler’s cassette-recorder. Unlike the 8-track tapes, the cassette player was relatively compact, and it was mounted on the console or on its own floor-mount casing. This unit offered an available microphone in which one could record their own dictation. The Swinger 340, Dart’s performance model, was replaced by the Demon 340, 275 HP engine with an optional 4-speed manual transmission, optional hood scoops, and blackout hood treatment. In 1971, Chrysler ended their longstanding corporate practice of installing left-hand-threaded wheel studs on the left side of the vehicle; all-wheel studs on the Dart thenceforth used conventional right-hand threads. Changes for 1972 included a revised grille without the central divider of the 1970 and 1971 items, new surface-mounted sidemarker lights rather than the previous flush-mount units, the instrument cluster was now shared with the Valiant and featured a large, rectangular speedometer and several, small, round gauges; the AM/FM-radio option returned. The Demon had new fender-mounted metal “Demon” badges without the small devil character on the 1971 decals. The “Demon” decal on the rear of the car was replaced by Dodge and Dart emblems on the lower right edge of the deck lid. Some Demons with the side and rear panel tape stripes retained the tape devil character. A new, optional, single, hood scoop replaced 1971’s dual scoops, and was coupled with a hood-paint blackout that had been standard on the 1971 high-trim/high-value Demon Sizzler model. Cars equipped with the optional rally wheels now came with newly restyled centre caps, finished in a light-argent (silver) paint. Demon production was substantially less than Duster’s; this is reflected in higher collector car values for the Demon, especially V8 models. The 1973 model year Darts received new front styling with revised fenders, grille, header panel, and hood. Impact absorbing front bumpers were installed to comply with new federal regulations, as well as side-impact guard beams in the doors and new emission control devices. New single-piston disc brakes replaced the more complex 4-piston units offered from 1965 to 1972. Chrysler’s new electronic ignition system was standard equipment on all engines, and starter motors were revised for faster engine cranking. The K-frame was modified to accommodate a new spool-type engine mount that limited engine roll to 3°. The upper ball joints were upgraded to the larger B-body units. Along with these chassis changes, the wheel bolt pattern on Darts with disc brakes was enlarged from 4 in (101.6 mm) to the 4.5 in (114.3 mm) pattern common to the larger B- and C-body Chrysler-built passenger cars. Darts with 4-wheel drum brakes continued with the smaller bolt pattern. The standard rear axle was still the 7¼-inch unit, but the heavy-duty option was now an 8¼-inch item rather than the previous 8¾-inch rear axle. Standard rear axle ratios were 2.76:1 with automatic transmission and 3.23:1 with manual, though other ratios were available. Vent wings were deleted from the Swinger but not from the 4-door sedans. A new “Quiet Car” package was available, consisting of extra sound insulation, premium exhaust hangers, and an exhaust resonator. The Demon fastback was renamed “Dart Sport” in response to poor sales. It was thought that the “Demon” name and devil-with-pitchfork logo negatively affected sales to people of faith. The high-performance model thus became Dart Sport 340, and 1973 saw styling changes to go along with the name change. The Dart Sport received the same new front end as the other Darts, and its taillights were changed to two lights per side, each with a chrome trim ring. These would remain unchanged through the 1976 model year. In 1974, the US federal 5 mph (8.0 km/h) bumper impact standards were expanded to cover rear bumpers as well as front ones, and as a result, the Swinger and Dart sedan’s rear bumpers grew much more massive. Taillights larger than the previous year’s items were set above the rear bumper, rather than within it. Shoulder and lap belts were finally combined in all Chrysler products into a retractable, inertia-sensitive, single-buckle design Chrysler called “Unibelt”, replacing the difficult-to-use separate lap and shoulder belts that had been installed through 1973. The Arab oil embargo of 1973, increased sales of smaller cars in the U.S. Dodge introduced the Dart SE (special edition) in mid-1974 as a four-door sedan and two-door hardtop. The SE included velour high back bucket seats with folding armrest, carpeted door panels, woodgrain instrument panel, and deluxe wheel covers along with a TorqueFlite automatic transmission as standard equipment. The SE came equipped with the “quiet car” package introduced in 1973. The air conditioning system available on all Darts had increased capacity, quicker cooldown and lower minimum temperatures. An evaporator pressure regulator valve, long used on larger Chrysler products, varied the compressor’s capacity without cycling the clutch. The Dart Sport 340 was replaced by the Dart Sport 360 245 Bhp. as the 360 cu in (5.9 L) V8 engine replaced the 340 cu in (5.6 L) engine discontinued after 1973. The 1975 models were virtually identical to the 1974s, except for a new grille and that California and some high-altitude models were equipped with catalytic converters and so required unleaded gasoline. All 1975 models were required to pass a roof crush test and to meet this stringent requirement, additional reinforcements were added to all Dart 2-door hardtops. Heavy gauge steel in the windshield pillar area had been incorporated into the windshield, pillar, and roof design. Darts were also equipped with an improved energy-absorbing steering column which used multiple slots in the column jacket to replace prior used convoluted mesh design. At impact, force applied to the steering wheel curled the column jacket back over a mandrel mounted on the floor. Federal Motor Safety Standards briefly required that the front seat belts include a starter interlock system that prevented the engine from starting unless the front seat outboard occupant and the driver fastened their belts. The 198 slant-six engine was discontinued and the 225 became standard equipment on all models. As in 1974, the 360 V8 was limited to the Dart Sport 360 model. A 4-speed manual transmission was offered with the 6-cylinder engine for the first time in the North American market since 1965 and with a new 30% overdrive 4th gear ratio. It was Chrysler’s first application of overdrive since 1959.[40] The final drive ratio in fourth gear was 2.36:1 on the slant-six cars equipped with 3.23:1 rear axle, and 2.15:1 on the V8s equipped with 2.94:1 rear axle. The result was less engine noise and wear and greater fuel economy. Also for 1975, heaters had 14% more heating capacity than in the previous year’s models. The added capacity was the result of adding a third speed to the blower system, which provided 20% greater airflow at maximum setting. The electrically heated rear window grid timer cycle was doubled to 10 minutes. Additionally, sound insulation was improved. 1976 was the Dart’s final year in the North-American market. The rear-view mirror was mounted on the windshield rather than from the roof. Front disc brakes became standard equipment on 1 January 1976 in accord with more stringent U.S. federal brake-performance requirements, a new 2-spoke steering wheel debuted and a new foot-operated parking brake replaced the under-dash T-handle used since the Dart’s 1963 introduction as a compact car. The grille’s parking lamps were cast in amber, whereas the previous years had clear lenses with amber-coloured bulbs. The Dart Sport 360 was dropped as a separate model in 1976, but the 360 cu in (5.9 L) four-barrel, dual exhaust (without catalytic converters) V8 was a $376 option (except in California) for the $3,370 Dart Sport V8 models with automatic transmission. Car & Driver magazine tested the Dart Sport 360 in the April 1976 issue, pitting it against the Chevrolet Corvette and Pontiac Trans Am, and found its top speed of 121.6 mph (195.7 km/h) to be second to the Corvette’s 124.5 mph (200.4 km/h). Dart Custom 4-Door Sedan was dropped as the mid-level 4-door sedan model, but the features and trim were carried over as option package A68. Sedans equipped with the Custom package received the same “Custom” front fender badges as were applied to the standalone 1975 models of the same name. Elimination of the Custom series narrowed Dart’s 4-Door Sedan offerings in Dart’s final year to two models, Dart and Dart Special Edition.

Representing the “muscle car” era of the late 1960s and early 1970s, was this Charger R/T. The Charger had first been seen in mid 1966, as Dodge’s answer to the Rambler Marlin and Ford Mustang. Based on the Coronet, there was huge demand for personal two door sporty cars like this, and sales were strong. That led to Dodge introducing a new version in 1968, when the entire B-body lineup in the range was redesigned. The Charger moved further away from the Coronet models thanks to its new styling, which featured a double-diamond coke bottle profile with curves around the front bumpers and rear quarter panels. The rear end featured a “kick up” spoiler appearance, inspired by Group 7 racing vehicles. On the roof, a “flying buttress” was added to give the rear window area a look similar to that of the 1966-67 Pontiac GTO. The Charger retained its full-width hidden headlight grille, but a vacuum operated cover replaced the electric motor rotating headlights. The previous full-width taillights were replaced with dual circular units at the direction of Styling Vice President, Elwood P. Engel. Dual scallops were added to the doors and hood. Inside, the interior was new with a conventional fixed rear seat replacing the folding bucket seat design. The conventional boot area included a vinyl mat, rather than the previous model’s carpeted cargo area. The centre console in the front remained, but there was no centre armrest. The tachometer was now optional instead of standard and the electroluminescent gauges disappeared in favour of a conventional design. The standard engine was the 318 cu in, 5.2 litre 2-bbl V8, until it was replaced in mid-year with a 225 cu in 3.7 litre slant-six. The 383-2 and 383-4 remained unchanged. A new high-performance package was added, the R/T (“Road/Track” with no ‘and’ between Road and Track). The R/T came standard with the previous year’s 440 “Magnum” and the 426 Hemi was optional. In 1968, the Chrysler Corporation began an ad campaign featuring a cartoon bee with an engine on its back featuring models called the “Scat Pack”. The Coronet R/T, Super Bee, Dart GTS, and Charger R/T received bumble-bee stripes (two thin stripes framing two thick stripes). The stripes were standard on the R/Ts and came in red, white, or black, but could be deleted at no extra cost. The 1968 model year Charger sales increased to 96,100, including over 17,000 Charger R/Ts. The car was little changed for model years 1969 and 1970 before an all new third generation car premiered for 1971.

The A100 is a range of compact vans and trucks manufactured and marketed from 1964 to 1970 by Chrysler Corporation under the Dodge marque in the United States and the Fargo marque in Canada. The A100 competed with the Ford Econoline and Chevrolet Van and Chevy Corvair Greenbrier, as well as the Volkswagen Type 2. The range included a pickup truck and van, both with a “forward control” design. Placing the driver on top of the front axle with the engine between the front seats, just behind the front wheels makes it a “cab over” vehicle. The unibody vehicles used a short 90 in (2,286 mm) wheelbase. An A108 was also available from 1967 to 1970, with a longer 108 in (2,743 mm) wheelbase. The A108 was popular with camper conversion companies. A substantially modified, Hemi-powered A100 wheelstanding exhibition pickup called the “Little Red Wagon” driven by Bill “Maverick” Golden was a popular drag strip attraction from the 1960s to the early 2000s.

The second-generation Dakota began development in 1991, with an exterior design proposal by Dennis Myles under design director John R. Starr approved in mid-1993 and frozen for production in January 1994, 30 months ahead of Job 1. Design patents were filed on May 20, 1994, under D373,979 at the USPTO. The 1997 model year Dakota was presented by press release in the summer of 1996 and manufactured from July 1996 through July 2004. The Dakota inherited the semi truck styling of the larger Ram, and used mostly the same mechanicals as its predecessor — with the exception of its steering, which was updated to rack-and-pinion. That year had the introduction of the “R/T” model with the 5.9L 250 hp Magnum V8. At the time of its introduction, it was seen as one of the most radical in its class, not only for its styling, but also because it remained the only truck in its class with an available V8 engine that rivalled many V8s found in full-sized trucks with payloads up to 1,500 lb (680 kg). In the spring of 1998, a limited-edition R/T package was available as an option on the Dakota Sport model from 1998 to 2003. Available in 2WD, it included a 360 cid/5.9-liter V8 which produced 250 hp at 4,400 rpm and 345 lb-ft of torque at 3,200 rpm, mated to a 46RE four-speed automatic. Notable features included special 17×9″ cast aluminum wheels mounted on P255/55R17 tyres, monotone paint, bucket seats (with optional centre console), thicker front and rear stabilizer bars, a rear axle with limited-slip differential, and suspension, braking, exhaust, and steering systems that were tuned for performance (the steering system from the R/T is the same as that from the standard Dakota), giving the R/T a ride height that was one inch lower than the standard Dakota. Chrome wheels were available on 2002 and 2003 models. Some of the last models made in 2003 came with the new stampede lower body cladding package and a chromed version of the original cast 17×9″ aluminum wheels at no extra charge. This version of the R/T Dakota was produced through 2003, with the newer 2003 R/T trucks designated as their own trim line, and no longer as part of an option package on the Dakota Sport trim. The Dakota R/T could accelerate from 0 to 60 mph (97 km/h) in 6.9 seconds and complete a quarter-mile sprint in just over 15 seconds. It had a maximum towing capacity of 1,800 lb (816 kg) and a maximum payload capacity of 970 lb (440 kg). Also in 1998, the Dakota R1 was released for production in Brazil through the efforts of a small team known as Truck Special Programs and featured a base four-cylinder engine and offered a 2.5L VMI turbodiesel along with a V8, all designed around a reinforced four-wheel-drive chassis used on both two- and four-wheel-drive models. Altogether, 28 roll-in-chassis R1 configurations were designed for the Brazilian market to be built at the Curitiba assembly facility as CKDs. This program was cancelled when Chrysler was purchased by Daimler. Gone for 2000 was the 8-foot bed on the regular cab, but new for that year was the Quad Cab. Four-door Quad Cab models had a slightly shorter bed, 63 in (1,600 mm), but riding on the Club Cab’s 131.0 in (3,327 mm) wheelbase. The Quad Cab featured a full-sized flip-up rear seat to provide room for three passengers in the back or room for cargo. The aging 5.2L Magnum V8 was replaced by the 4.7L SOHC PowerTech V8 that year, and the new 45RFE automatic transmission was introduced. A revision of the interior was made for the 2001 models, including a completely redesigned dash, door panels, and revised seats. Other minor trim revisions were made, including redesigned aluminium wheels on various models. There were also new radio options, with only the standard AM/FM radio (with no cassette deck) being discontinued, making an AM/FM radio with a cassette deck standard on all models. The AM/FM radio with CD player or with both the cassette and CD players was also available. The 2002 model was the final year for the four-cylinder engine in the Dakota, as Chrysler ended production of the American Motors Corporation design. Most were built with the V6 or V8 engines that were more powerful. An automatic transmission was not available with the four-cylinder engine. SIRIUS Satellite Radio was also now available as an option, and revised radios with new wiring harnesses could accommodate this new feature. A CD changer radio was also available, eliminating the need for a separately mounted unit located elsewhere inside the truck. The drivers could load up to six discs into the unit at a time and could switch out the discs at any time. Radio Data System became standard equipment on some radios. The 2003 model marked the end of the OHV V6 and the big R/T V8; the 2004 model year vehicles were available with a new 3.7 L PowerTech V6 engine and the 4.7 L V8 variant. In 2004, the cassette deck option was discontinued, and a CD player became standard equipment on all models. This generation was also assembled and sold in Brazil from 1998 to 2001.

The Dodge Nitro is a compact SUV manufactured and marketed by Dodge for model years 2007–2012 across a single generation — as a close variant of the second-generation Jeep Liberty. Both vehicles use a composite unitized construction integrating the body structure with full-length frame rails. The Nitro entered production in August 2006 aside the Liberty at the Toledo North Assembly Plant in Toledo, Ohio and was offered in a single, four-door body configuration. Like the Liberty, it was manufactured in RHD and LHD configurations, and marketed globally. Sales commenced in September 2006 for model year 2007 in rear-wheel drive or optional and part-time four-wheel drive. Approximately 200,000 Nitro models were manufactured before production ended in December 2011. The Nitro debuted in February 2005 at the Chicago Auto Show as a concept with aluminium-trimmed vents door handles and rear hatch, as well as an interior with a centre stack and shifter in satin silver. The Nitro became Dodge’s first compact SUV model since the Raider was discontinued in 1990. It also became the first modern Dodge marketed in Europe, where the Nitro was Dodge’s only SUV until the 2009 model year when the larger, car-based, lower-priced Dodge Journey crossover SUV arrived. The Nitro shares mechanicals and much bodywork with its platform-mate, the Jeep Liberty, while using a slightly extended wheelbase, the extra length split between the rear seat and cargo areas. The Nitro debuted with an SUV class-leading 5,000-pound (2,300 kg) towing capacity. Safety features such as electronic roll mitigation, traction control, and side curtain airbags, as well as a functional sliding cargo floor marketed as Load ‘N Go were offered as standard equipment. The system allows a moveable floor panel to slide out from the cargo area by 18 in (457 mm) to ease loading. For its debut in 2007, two-wheel and four-wheel drive were offered, along with a choice of a 3.7 L or 4.0 L V6 engines. The model designations were the SXT, SLT, and R/T. Available interior seating surfaces included cloth, stain-repellent cloth, and perforated leather. Standard safety features included front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, electronic roll mitigation, and a tyre-pressure monitor. The four-cylinder version was sold exclusively in Europe. For the 2008 model year, the Nitro came in both 4×2 and 4×4 versions in SXT and SLT trim levels, each with a standard 210-hp 3.7 L V6 engine. The SXT trim included a standard six-speed manual transmission with an optional four-speed automatic. The SLT trim included a standard four-speed automatic. The optional R/T package increased the level of equipment with a 260-hp 4.0 L V6 engine mated to a five-speed automatic transmission. The Nitro’s SXT trim included standard power mirrors, windows, and door locks with remote keyless entry, satellite radio, air conditioning, and seating for five. The SXT and R/T added alloy wheels, a power driver’s seat, stain-repellent cloth, the Load ‘N Go retractable cargo floor, fold-flat front-row passenger seat, cruise control, and an overhead console with a trip computer, compass, and exterior temperature display. Standard safety features included front airbags, side curtain airbags, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor. In 2009, the Nitro was offered in both 4×2 and 4×4 versions with two trims levels: SE and SLT. Both came with a standard 210-hp 3.7 L V6 engine mated to a four-speed automatic transmission. The SXT with its six-speed manual transmission had been replaced by the SE trim that featured the automatic transmission. The SLT trim offered the optional R/T package which was made available with a 260-hp 4.0 L V6 engine mated to a five-speed automatic transmission. The Nitro’s SE trim standards included power mirrors, windows, and door locks with remote keyless entry, satellite radio, air conditioning, and seating for five. The SXT and R/T added alloy wheels, a power driver’s seat, stain-repellent cloth, the Load ‘N Go retractable cargo floor, cruise control, and an overhead console with a trip computer, compass, and exterior temperature display. Standard safety features include front airbags, side curtain airbags, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor. For the 2010 model year, three trim levels were offered: Heat, Detonator, and Shock trim levels in either 4×2 or 4×4 versions. The Heat trim was equipped with a 210-hp 3.7 L V6 engine mated to a four-speed automatic transmission. The Detonator and Shock trims included a 260-hp V6 engine mated to an automatic transmission. The Heat trim level had power mirrors, windows, and door locks with remote keyless entry, satellite radio, and air conditioning. The Detonator added a rear-park assist, remote start system, power driver’s seat, cruise control, an overhead console with a trip computer, compass, and exterior temperature display. The Shock trim added heated front seats, leather trim interior, and a power sunroof. Among standard safety features were: front airbags, side curtain airbags, active head restraints, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor. The Load ‘N Go sliding trunk floor feature was discontinued. The 2011 model year continued the previous models in 4×2 or 4×4 versions with the same engines and transmissions. New for 2011 was the Heat 4.0 lifestyle package. The Heat 4.0 came standard with a five-speed automatic transmission, Uconnect Phone, and an upgraded eight-speaker sound system. Also, select models came with upgraded interiors with new cloth and leather with premium coloured stitching. Detonator and Shock were branded with Dodge Brand’s signature racing stripes. Additionally, all models became available with nine exterior colours, including Bright White Clear Coat, Blackberry Pearl Coat, Toxic Orange Pearl Coat, and Redline Two Coat Pearl. Chrysler built 2012 Dodge Nitros for the fleet market only, featured in retail brochures, but not indicated on Dodge’s United States & Canada websites. The final Nitro came off the assembly line in December 2011, with a total of 175,510 (conflicts with number below) units built since its introduction.

The D series was mildly redesigned in the spring of 1965, so there are both two-headlight and four-headlight models titled as 1965s. Updates for mid-1965 included a wider tailgate and the replacement of the A-series engines with the updated LA series, as well as a six-inch wheelbase stretch on 8 ft (2.4 m) bed models. In 1967, the D-series trucks received big-block 383 2-barrel engines as a standard option. From 1965 until the early 1980s, D-series trucks were assembled in Warren, Michigan, by the Chrysler Corporation. Foreign models were manufactured by Automotive Industries Ltd. in Israel at a new factory located at Nazareth-Illit, using straight-four and straight-six gasoline engines mated to a manual transmission. This factory also produced the Jeep Wagoneer SUV for the Israeli army, and British Ford Escort and Ford Transit vehicles for the civilian market. The D-series trucks were made both for the civilian market and for the Israeli Army. The models were D100 and D200 light trucks, D500 truck, and the D600 truck with the straight-six engine and having on-demand four-wheel drive. There was also a bus version made (mainly for army use). This bus was a 20-seat bus built on the chassis of the D500 truck using the straight-four engine with front and rear hydraulic doors, as well as the complete D500 front end and dashboard. The 1968 models received a new front grille—two rows of four holes each. A new Adventurer trim package replaced the old Custom Sports Special; basically, it included a padded front seat with vinyl trim (either full bench or buckets with console) and carpeting, plus other hallmarks such as extra chrome trim and courtesy lighting. This generation continued to be built in South Africa as well. Sold as the D300 or the D500, the lighter model received the 225 Slant-Six, while the heavier-duty D500 had the 318 ci V8. Power outputs are 127 and 177 hp (net), respectively; SAE claims are 140 and 212 hp. By 1970, the Adventurer would be expanded into three separate packages: the base Adventurer, the Adventurer Sport and the top-line Adventurer SE. The Adventurer SE included such things as a chrome grille, wood trim on the dashboard, the padded vinyl front seat with color-keyed seatbelts, full courtesy lighting, extra insulation, dual horns, full carpeting, luxury door panel trim, a vinyl-embossed trim strip ran along the sides of the truck, full wheel discs and a woodgrain-insert panel on the tailgate. The 1970 models also featured a new four-section grille (two rows of two holes each). In August 1969, the “Dude Sport Trim Package” was released. This was essentially the D100 already in production, with an added black or white body-side “C” stripe decal; a Dodge Dude decal on the box at the rear marker lamps; tail lamp bezel trim; and dog dish hub caps with trim rings. The Dude’s tailgate was unique, featuring a Dodge decal on a flat tailgate surface, without the typical tailgate’s embossed logo. The Dudes were only offered in the 1970 and 1971 model years and only 1,500 to 2,000 Dudes were produced. Actor Don Knotts promoted The Dude in its marketing campaigns. A redesign of the D series for the 1972 model year introduced a more rounded look

From 1971 to 1978, Dodge produced two models of the B series van: the Dodge Tradesman cargo van and the Dodge Sportsman passenger van. In line with the D-series pickup truck (which underwent a final redesign for 1972), the van was marketed with three payload series: ½-ton “100”, ¾-ton “200”, and 1-ton “300”. Only five inches longer than its A100/A108 predecessor, moving the front axle forward allowed for a substantial increase in interior space. Dodge introduced the Tradesman and Sportsman in two wheelbases: 109 inches and 127 inches. Initially introduced in two body lengths, an extended-length “Maxivan/Maxiwagon” variant was introduced during 1971. Consisting of an 18-inch rear body extension, the Sportsman Maxiwagon could be fitted with four rows of rear seats, allowing for up to 15 passengers. While the Tradesman was offered strictly as a cargo van, the Sportsman was offered in three distinct trims: Sportsman, Custom Sportsman, and Royal Sportsman, with the latter rivalling the Dodge Royal Monaco station wagon in equipment and trim. Along with its highly sloped hoodline and short front fenders, this generation of the B series van is distinguished by several exterior design features. On passenger vans with the 127-inch wheelbase, the front passenger door and the rear side doors are separated by a filler panel (with a small window), with all body lengths (including the Maxiwagon) sharing the same side glass. The side windows are smaller in size, sharing a beltline with the front door glass. Sharing its powertrain with the Dodge D-series pickup truck (redesigned for 1972), the van line was initially released with a 198 cubic-inch Slant-6 along with a 225 cubic-inch Slant-6 and a 318 cubic-inch V8. For 1972, the 198 was dropped with a 360 V8 becoming a second optional V8. For 1976, B200 and B300 vans gained the option of big-block 400 and 440 cubic-inch V8s. A three-speed manual was standard, with the options of a 4-speed manual (added in 1976) and a 3-speed automatic. During its production, the first-generation vans saw gradual changes added each year. For 1972, front disc brakes were added along with full chrome door handles (replacing black push buttons). For 1973, electronic ignition replaced the previous points-type system and power brakes became standard. For 1974, a redesigned plastic grille was added (moving the Dodge lettering to the hood). To better match its Ford and GM competitors, the model line received a sliding door; initially offered on Maxivans/Maxiwagons, the configuration later became an option for the entire model line. For 1975, an optional single-piece rear door became an option for Sportsman vans; the side-opening door remained unique to the B series line through the end of its production. 1976 saw the launch of the Street Van customization package for Tradesman vans (see below), with minor interior revisions; in 1977, the single-panel rear door became standard on all Sportsman vans. For 1978, the B series van began a two-year transition towards its second generation. Much of the body behind of the rear doors was revised, deleting the filler panel of long-wheelbase vans; the side and rear windows now extended slightly below the beltline of the front doors; and the taillamps were enlarged, switching from a horizontal orientation to a vertical one. The interior underwent a major revision with an all-new dashboard, trim, and seats; upgraded interior controls were now shared with Chrysler cars. In another revision, smaller engine covers increased space for front-seat passengers. The extended-length Maxivan/Maxiwagon was now a 26-inch extension, with the Maxiwagon receiving wraparound corner windows to improve visibility.

EDSEL

The Edsel was  technically a separate 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 deliver. 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 and the very name “Edsel” became a popular symbol for a commercial failure. The Ford Motor Company had become 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. 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 honour 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. 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 first-hand. 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. 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 submodels 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 of what were then considered innovative features, among which are 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 centre 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 opened with the key. 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. For the 1959 model year, the Edsel brand fielded only two series, the Ford-based Ranger and Corsair. The larger Mercury-based Edsels were discontinued. Replacing the Pacer as the top-line Ford-based Edsel, the new Corsair was offered as a two-door and four-door hardtop, four-door sedan, and two-door convertible. The Ranger was sold as a two-door and four-door hardtop, two-door and four-door sedan, and the Villager station wagon. In the 1959 model year, 44,891 Edsels were sold in the U.S., and 2,505 were sold in Canada. For the 1960 model year, Edsel’s last, only 2,846 vehicles were produced. All but the pilot cars were assembled at the Louisville, Kentucky assembly plant. The marque was reduced to the Ranger series of sedans, hardtops, convertibles, and the Villager station wagons. The Edsel shared a basic chassis, glass, and major sheet metal with the 1960 Ford Galaxie and Fairlane models that were built on the Louisville assembly line with it. But the Edsel has its own unique grille, bonnet, and four upright oblong taillights, along with its side-sweep spears. The Edsel’s front and rear bumpers were also unique. The 1960 Edsel rides on a 120-inch wheelbase, compared to the concurrent Ford’s 119-inch span, and it also uses a different rear suspension. The cars did, however, share engines and transmissions. Ford announced the end of the Edsel program on Thursday, November 19, 1959. However, production continued until late in November, with the final tally of 2,846 model year 1960 cars. Total Edsel sales were approximately 116,000, less than half the company’s projected break-even point. The company lost $350 million on the venture. Only 118,287 Edsels were built, including 7,440 produced in Ontario, Canada. By U.S. auto industry standards, these production figures were dismal, particularly when spread across a run of three model years. 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.”

FORD

The Ford Model A was the Ford Motor Company’s second market success after its predecessor, the Model T. First produced on October 20, 1927, but not introduced until December 2, it replaced the venerable Model T, which had been produced for 18 years. This new Model A (a previous model had used the name in 1903–04) was designated a 1928 model and was available in four standard colours. By February 4, 1929, one million Model As had been sold, and by July 24, two million. The range of body styles ran from the Tudor at US$500 (in grey, green, or black) to the Town Car with a dual cowl at US$1200. In March 1930, Model A sales hit three million, and there were nine body styles available. Prices for the Model A ranged from US$385 for a roadster to US$1400 for the top-of-the-line Town Car. The engine was a water-cooled L-head inline four with a displacement of 3.3 litre. This engine provided 40 bhp. Top speed was around 65 mph (105 km/h). The Model A had a 103.5 in (2,630 mm) wheelbase with a final drive ratio of 3.77:1. The transmission was a conventional unsynchronized three-speed sliding gear manual with a single speed reverse. The Model A had four-wheel mechanical drum brakes. The 1930 and 1931 models were available with stainless steel radiator cowling and headlamp housings. The Model A came in a wide variety of styles including a Coupe (Standard and Deluxe), Business Coupe, Sport Coupe, Roadster Coupe (Standard and Deluxe), Convertible Cabriolet, Convertible Sedan, Phaeton (Standard and Deluxe), Tudor Sedan (Standard and Deluxe), Town Car, Fordor (five-window standard, three-window deluxe), Victoria, Town Sedan, Station Wagon, Taxicab, Truck, and Commercial. The very rare Special Coupe started production around March 1928 and ended mid-1929. The Model A was the first Ford to use the standard set of driver controls with conventional clutch and brake pedals, throttle, and gearshift. Previous Fords used controls that had become uncommon to drivers of other makes. The Model A’s fuel tank was situated in the cowl, between the engine compartment’s fire wall and the dash panel. It had a visual fuel gauge, and the fuel flowed to the carburettor by gravity. A rear-view mirror was optional. In cooler climates, owners could purchase an aftermarket cast iron unit to place over the exhaust manifold to provide heat to the cab. A small door provided adjustment of the amount of hot air entering the cab. The Model A was the first car to have safety glass in the windshield.  Model A production ended in March 1932, after 4,858,644 had been made in all body styles. Its successor was the Model B, which featured an updated inline four-cylinder engine, as well as the Model 18, which introduced Ford’s new flathead (sidevalve) V8 engine.

Pre-war Fords are popular choice among the Hot-Rodders and there were a number of examples of the genre here, based on the Model A and later 1930s V8 models.

For 1957, a new style gave a longer, wider, lower, and sleeker look with low tailfins. The new proportions and modern styling were a hit with customers to the extent that the Ford outsold Chevrolet in 1957 for the first time since 1935. A new top trim level, the Fairlane 500 was added to the Fairlane model line and the Country Squire continued to be the luxury station wagon while the Country Sedan was now added to the Fairlane model line, while engine choices were largely the same as the year before. The big news for 1957 was the introduction of the Fairlane 500 Skyliner power retractable hardtop, whose solid top hinged and folded down into the trunk space at the touch of a button, while the Ford Ranchero 2-door coupe utility was also introduced. Another facelift for 1958 had fashionable quad headlights, a grille that matched the 1958 Thunderbird, and other styling changes. New big-block FE V8s of 332 and 352 CID (5.4 L and 5.8 L) replaced the previous largest V8s, and a better three-speed automatic transmission was also available with a steering column transmission gear selector lever. A new top-level full-sized model was introduced at mid-year 1959, the Ford Galaxie. The 1959 Galaxie displayed both “Fairlane 500” and “Galaxie” badging. An all new design came in for 1960.

Edsel Ford first used the term “Falcon” for a more luxurious Ford he designed in 1935. He decided the new car did not fit with Ford’s other offerings, so this design eventually became the Mercury. Historically, the “Big Three” auto manufacturers (GM, Ford, and Chrysler), focused purely on the larger and more profitable vehicles in the US and Canadian markets. Towards the mid-1950s, all three manufacturers realized that this strategy would no longer work. Large automobiles were becoming increasingly expensive, making smaller cars such as Fiats, Renaults, Toyotas, and Volkswagens increasingly attractive. Furthermore, many American families were now in the market for a second car, and market research showed women especially thought the full-size car had grown too large and cumbersome. At the same time, research showed many buyers would prefer to buy US or Canadian if the domestic manufacturers offered a smaller car with lower cost of ownership. Thus, all three introduced compacts: the Valiant from Chrysler (becoming the Plymouth Valiant in 1960, and joined by a downsized Dodge Dart in 1961), GM’s Chevrolet Corvair, and the Ford Falcon. Studebaker also introduced the Lark, and Rambler downsized its near-compact American in 1959. Ford United Kingdom had begun production of the Ford Anglia in 1939, and the earlier Ford Model Y in 1932, followed by the Ford Zephyr, but they were not sold in North America. Ford of Germany built the Ford Eifel, followed by the Ford Köln, which was mechanically similar to the British Model Y, followed later by the Ford Taunus in 1939, but were also not sold in North America. The European Fords, Anglia, Zephyr, and Taunus, were in production at the same time the Falcon was introduced. The project which became the Falcon was started and sponsored by Ford General Manager Robert S. McNamara, who commissioned a team to create what by American standards of the time would be a small car, but elsewhere in the world considered a mid-size. McNamara, who was promoted to Group Vice President of Cars and Trucks by the time the Falcon was launched, was intimately involved in development, insisting on keeping the costs and weight of the car as low as possible. Engineer Harley Copp employed a unibody atop a standard suspension and sourced parts from Ford’s existing bin to keep the price low, while providing room for six passengers in reasonable comfort. The sales success of the conventional Falcon along with slow sales of GM’s rear-engined Corvair led General Motors to introduce their own compact car based on the Falcon’s principles, the Chevy II. The 1960 Falcon was powered by a small, lightweight 95-hp 144 CID (2.4 L) Mileage Maker straight-six with a single-barrel carburetor. Unibody construction, which had previously been introduced by Ford on the luxurious 1958 Ford Thunderbird and Lincoln Continental, accommodated coil spring front suspension, leaf spring rear suspension, and drum brakes front and rear. A three-speed manual column shift was standard, and the two-speed Ford-O-Matic automatic was optional. It had room for six passengers. Body styles included two- and four-door sedans, two- or four-door station wagons, and the Ranchero car-based pickup, transferred onto the Falcon platform for 1960 from the Fairlane. The Comet, originally intended for the defunct Edsel marque and based on the 1960 Falcon, was launched in the US in March 1960. (By 1962, the Comet adopted more Mercury-based styling and was folded into the Mercury line as the Mercury Comet.) The market shift that spurred the development of the Falcon and its competitors also precipitated the demise of several well-established marques in the late-1950s and early-1960s. Besides the infamous tale of the Edsel, DeSoto, and Packard nameplates all disappeared from the marketplace, while the Nash and Hudson companies were merged to become American Motors Corporation and Studebaker survived until 1967. In 1960, Ford’s Canadian subsidiary introduced the Falcon-based Frontenac. It was designed to give Mercury-Meteor dealers a smaller model to sell, since the Comet was originally intended as an Edsel, which was sold by Ford-Monarch dealers. Produced for the 1960 model year only, the Frontenac was essentially a rebadged 1960 Falcon with its own unique grille, tail lights, and external trim, including red maple-leaf insignia. Despite strong sales (5% of Ford’s total Canadian output), the Frontenac was discontinued and replaced by the Comet for 1961. Robert McNamara, a Ford executive who became Ford’s president briefly before being offered the job of U.S. Defense Secretary, is regarded by many as “the father of the Falcon”. McNamara left Ford shortly after the Falcon’s introduction, but his faith in the concept was vindicated with record sales; over half a million sold in the first year and over a million sold by the end of the second year. The 1961 model year introduced an optional 101-hp, 170-CID (2.8-L) six, and two new models were introduced; a bucket-seat and console sedan model in a higher trim level called the Futura, and a sedan delivery. The Ford Falcon brochure featured Charlie Brown and Lucy from the Peanuts comic strip, who remained until 1965. The television marketing of the model line featured the first animated appearances of the characters from Charles Schulz’s acclaimed comic strip, Peanuts, with announcer contribution from Paul Frees. Ford boasted of the good fuel economy achieved by the six-cylinder Ford Falcon models in advertising. The fuel economy was good, a claimed 30 mpg‑US, compared to other American cars at the time. The 1962 model year had a Squire model of the four-door station wagon with faux wood trim on the sides. The bucket-seat “Futura” model was offered with a slightly upgraded interior, factory-installed safety belts, different side trim (spears), and different emblems. Halfway through the model year, Ford changed the roof line at the back window to more of a Thunderbird design and offered a four-speed transmission for the first time. The two-door Futura sedan (also referred to as an illusion hardtop’ because of the chrome trim around the side window opening) sported a flat rear window in place of the panoramic (wrap-around) window on earlier models to bring its design in line with other Ford cars of the era. In 1962, Ford introduced the Ford Falcon Club Wagon and Deluxe Club Wagon, an eight-passenger, Ford Econoline cab over engine van. Ford also promoted that in a Mobilgas economy run, the Falcon got 32.5 mpg‑US. In 1963, even more models were available. Now a four-door Futura and a Deluxe wagon were available. Futura Convertible and Futura Sports Convertible models were also included in the 1963 range. Later, hardtops, and the new “Sprint” model were introduced. Halfway through the model year (February 1963), the Fairlane’s 164-hp “Challenger” 260-CID (4.3-L) V8 engine was offered for the first time. The only time a V8 option was available in a first-generation Falcon was the 1963½ model, and these cars were produced in very limited numbers (Sprint two-door hardtop (bucket seats) 10,479 produced and Sprint convertible (bucket seats) 4,602 produced). These first-generation Falcon Sprint cars were the basis for the 1964½ Mustangs released by Ford one year later. Many (if not most) of the interior, chassis, suspension, and drivetrain components were derived from those used on the 1963½ Ford Falcon Sprint and/or Fairlane models. In simplest terms, the 1963½ Falcon Sprint is nearly mechanically identical to the 1964½ Mustang, while being aesthetically different.

For 1964 the Thunderbird was restyled in favour of a more squared-off appearance, which was mostly evident when viewing the car from the side or rear. Hinting at its roots in the previous generation Thunderbird that it evolved from, the new model retained a similar grille design with quad headlights and a 113.2 inches wheelbase. As before, the new Thunderbird continued to be offered in hardtop, convertible, and Landau versions. The 300 horsepower 6.4 litre V8 continued as the standard engine for the Thunderbird. It was paired with a 3-speed automatic transmission. For 1965, sequential turn signals were added, flashing the individual segments of the broad, horizontal tail lights in sequences from inside to outside to indicate a turn. Also new for 1965 were standard front disc brakes, and doubled sided keys. Even though it was the last year of the generation, 1966 saw a stylistic revision for the Thunderbird highlighted by a new egg-crate style grille with a large Thunderbird emblem at its centre and a single-blade front bumper. The rear bumper was restyled to include new full-width taillamps. Engine choices were also revised for 1966. The standard 390 cu in (6.4 litre) V8 equipped with a single four-barrel carburettor produced 315 horsepower. Newly optional and taking the top position for performance was a 345 horsepower 428 cu in (7.0 litre) FE V8. The 428 cost only $86 over the base engine, and was a popular option. This would be the last year for the convertible until the “retro” models of 2002-05.

The 1965 Galaxie was an all-new design, featuring vertically stacked dual headlights. The cars were taller and bulkier than the previous year’s. The new top-of-the-line designation was the Galaxie 500 LTD and Galaxie 500 XL. The LTD and the XL trim package were accessory upgrades from the base Galaxie model. Engine choices were the same as 1964, except for an all-new 240 cu in (3.9 L) six-cylinder engine replacing the 1950s-era 223 “Mileage-Maker” six and the 352 was now equipped with dual exhausts and a four-barrel carburettor. Suspension on the 1965 models was redesigned. Replacing the former leaf-spring rear suspension was a new three-link system, with coil springs. Interiors featured a new instrument panel, as well as two-way key vehicle access: the introduction of two keys was for valet parking, where the rounded head key would only open the trunk or locked glove compartment, while the squared-head key would only unlock the doors and the ignition. The 1966 model had a slight “Coke Bottle” design and new horizontally split grille among other small changes. A new model was introduced for 1966; the Galaxie 500 7 Litre, fitted with a new engine, the 345 hp 428 cu in (7.0 L) Thunderbird V8. This engine was also available on the Ford Thunderbird and the Mercury S-55. The police versions received a 360 hp version of the 428 known as the ‘Police Interceptor’ as police cars. Safety regulations for 1966 required seat belts front and rear on all new cars sold domestically. The Galaxie 500 would be the number three-selling convertible in the U.S. in 1966, with 27,454 sold; it was beaten by the Mustang (at 72,119, by nearly 2.5:1) and by the Impala at 38,000. A parking brake light on the dashboard and an AM/FM radio were optional. The 1966 LTD dropped the Galaxie name. The 1966 body style was introduced in Brazil (Ford do Brasil) as a 1967 model; it used the same platform and body throughout its lifetime until Brazilian production ended in 1983. A vehicle of this model was used by Queen Elizabeth during her visit to Chile in 1968, and has since been preserved by the Chilean government as a ceremonial state car. For 1967, the 7 Litre model no longer carried the Galaxie name; it was to be the last year of it being separately identified. That identification was mainly trim such as horn ring and dashboard markings as well as the “Q” in the Vehicle Identification Number. The 7 Litre for 1967 was a trim and performance option on the Ford XL, which was now a separate model as well. Little else changed, except for trim and the styling; the same engines were available, from the 240 cu in (3.9 L) six-cylinder to the 428 cu in (7.0 L) V8. Modifications to the styling included adding a major bend in the centre of the grille and making the model less “boxy” than the 1966 model. An 8-track tape cartridge player became an option. Back-up lights were standard. For 1967 all Fords featured a large, padded hub in the centre of the plastic steering wheel, along with an energy-absorbing steering column (introduced late into the 1967 model year), padded interior surfaces, recessed controls on the instrument panel, and front outboard shoulder belt anchors. Another safety related change was the introduction of the dual brake master cylinder used on all subsequent Galaxies (and other Ford models). The 1968 model had a new grille with headlights arranged horizontally, although the body was essentially the same car from the windshield back. The ‘long hood, short deck’ style with a more upright roofline and a notchback rear was followed too, as was the new trend for concealed headlights on the XL and LTD. One other change for 1968 was that the base V8 engine increased from 289 cu in (4.7 L) to 302 cu in (4.9 L). Standard equipment included courtesy lights, a cigarette lighter, a suspended gas pedal, and padded front seat backs. The 1968 models featured additional safety features, including side marker lights and shoulder belts on cars built after December 1, 1967. The 1967 model’s large steering wheel hub was replaced by a soft “bar” spoke that ran through the diameter of the wheel (and like the 1967 style, was used throughout the Ford Motor Company line). A plastic horn ring was also featured. The 1969 model was built on a new platform.

The 1974 model year saw more extensive revisions to the Torino line. Government safety regulations now required that the rear bumpers must also meet the 5 mph (8.0 km/h) standard, so all Torinos had the rear bumper and tail lamp panel redesigned. The new rear bumpers were much larger, square shaped, and sat lower on the body. No longer was there a valance panel located below the bumper as on the 1972–73 models. The tail lights were bevelled rectangular wrap-around units which eliminated the need for rear side marker lights. The fuel filler was repositioned above the bumper, hidden behind an access door in the centre of the taillight panel. The front fascia for Gran Torinos was revised for 1974. The new grille was of similar shape to the 1973, but was slightly larger and divided into 8 equal sized vertical rectangular sections. The grille had a fine mesh pattern with vertical parking lamps in the outer sections (embossed with the grille pattern on the surface of the lens) and the grille emblem was changed. The front bumper was revised to be slightly more pointed while the bumper guards moved more towards the centre of the bumper compared to 1973 models. The license plate bracket was relocated to the driver’s side of the bumper. Base Torino models carried on with the same front fascia as 1973; however, its front bumpers were revised similarly to the Gran Torinos except the license plate remained in the center. Gran Torino Broughams had a red reflector panel between the taillamps to give them a full width look. Broughams and Squires had a stand-up hood ornament inplace of the emblem on the grille. The Torino model line-up was the same as 1973, with two exceptions. The Gran Torino Sport was no longer available with the “SportsRoof” fastback roofline, and the new “Gran Torino Elite” debuted. Although 2-door Torinos were advertised as hardtops, the rear windows were revised to be fixed unlike the 1972–73 models. Ford announced to its dealers in January 1974 that new Gran Torino Elite, Ford’s entry in the mid-sized luxury car market, would be available for sale as of the week of February 18, 1974. The Elite was Ford’s response to Chevrolet’s popular low-priced luxury coupe the Monte Carlo. The Elite was described by Ford as “A totally new 2-door hardtop … with Thunderbird-inspired styling, solid engineering and personal luxury … plus mid-size economy.” The Elite wasn’t totally new, as Ford described, but it did have a number of unique features. The Elite used the Mercury Montego and Mercury Cougar body shell with unique front end styling that resembled the Thunderbird. It had a large eggcrate mesh grille surrounded by single headlamps recessed in chrome bezels and vertical wrap-around parking lamps. On the rear there was large wrap-around taillamps with a reflective centre panel giving it a full width taillight appearance. Large colour-keyed vinyl mouldings were placed higher on the body side, similar to the Thunderbird. Standard equipment for the Elite included a 351-2V V8 engine, automatic transmission, and radial tires. It also featured standard luxury items such as a vinyl roof with twin opera windows, split bench seat, “Westminster” cloth upholstery, woodgrain trim, and complete instrumentation. For 1974, Torino added several new luxury oriented options and features including a leather-wrapped steering wheel, split bench seat, an electric sunroof, rear fender skirts, speed control with steering wheel controls and opera windows for 2-doors. Opera windows were added as standard equipment on Brougham models. The exterior trim was revised, with moldings the rocker panels instead of the lower doors. Brougham and Sport models had an extra chrome moulding that ran on the lower fender edge between the front wheelwell and bumper; this gave the appearance of bumper-to-bumper chrome. Squires had no lower body mouldings. All 1974 Torinos used the seat belt-interlock system, as mandated by the U.S. government. This short-lived safety system would be removed after the 1974 model year. The competition suspension was no longer offered, and the only suspension option was a revised heavy-duty suspension package. This option was available on all Torinos except the Elite, and included a larger front sway bar and heavy-duty front and rear springs. Heavy-duty shocks and a rear sway bar were included in this package on 2-door and 4-door sedan models only. Torinos were now even larger and heavier than ever before. All body styles were approximately 5″ longer due in part to the safety bumpers. With Torinos gaining weight and inches, the 250 CID I-6 was no longer the base engine. Nevertheless, even though original sales literature does not list the six cylinder engine as being available, Chilton’s and Motor’s repair manuals list availability and data for 6-cylinder powered Torinos. That said, it appears that a small number of base model Torinos were built with the 250 CID 6-cylinder engine; in fact one of the 6-cylinder Torinos became the main car for the 2004 movie Starsky & Hutch. The 429-4V was replaced with the 460-4V which produced more power and torque and was equipped with dual exhaust. All other engines saw a slight increase in power levels compared to 1973. Other than the few six cylinder exceptions, all Torinos and Gran Torinos came with the 302-2V as the base engine, and the 3-speed manual remained the standard transmission. The larger V8 engine options required the Cruise-O-Matic as a mandatory option, except the 351-CJ. The 351-CJ remained the only performance engine, and it was limited to 2-door models. It produced more power than the 460-4V, and saw a 9 hp increase but a loss of 22 lb/ft (30 Nm) of torque. It was the only engine available with the 4-speed transmission but the more common Cruise-O-Matic was also available. This was the last model year for the 351 CJ and the four-speed transmission. With the SportsRoof bodystyle discontinued, the Gran Torino Sport model was difficult to distinguish from other Gran Torino 2-doors. The Gran Torino Sport’s main identifiers were its unique emblems, with placement on the grille, the C-pillar, and the fuel filler door. In addition, a “Sport” script was placed by the C-pillar emblem. To further remove it from the sporty theme, Gran Torino Sports even had opera windows (on vinyl-roofed cars) and fender skirts added to its option list. Of note, when opera windows were ordered, the “Sport” script was placed below the “Gran Torino” nameplate on the fender and the C-pillar emblem was deleted. The laser stripe was no longer available, but a lower body multi-coloured non-reflective stripe was an option. Higher profile 78 series radial ply tires replaced the previously used 70 series bias-plys. The interior of the Gran Torino Sport had more distinction from other models. The instrument package became a standard feature, but bucket seats remained an option. Bucket seats were revised to a low back design with separate head rests. Sport door panels, now vinyl rather than molded plastic, and seats were highlighted with coloured stripes, similar to the 1973 Luxury Décor Package interior. As a cost-cutting measure, the “Magnum 500” wheel was revised with the formerly chrome plated wheel replaced by a polished trim ring and argent painted spokes. Overall, performance was more lackluster for 1974 models. The 1974 Sport had a shipping weight almost 400 lb (180 kg) heavier than a 1972 Sport. Torino had another successful year in 1974, and continued to be popular. Ford produced 426,086 units, including 96,604 Gran Torino Elites.

Just as there were fewer Corvettes than I was expecting, so there were also fewer Mustang here.

Drawing on inspiration from the mid-engined Ford Mustang I concept vehicle, Lee Iacocca ordered development of a new “small car” to vice-president of design at Ford, Eugene Bordinat. Bordinat tasked Ford’s three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The Lincoln–Mercury design studio ultimately produced the winning design in the intramural contest, under Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster. Development of the Mustang was completed in a record 18 months from September 1962 to March 1964. and Iacocca himself championed the project as Ford Division general manager. The styling is often credited to one person, and that is not accurate, as this was very much a team effort, it has been reported by those involved. To decrease developmental costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitised platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded cross-members. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully equipped V8 model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the “torque box” was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling. The car was launched in 17th April 1964, as a hardtop and a convertible, with the fastback version following in August. It was an instant sensation, with demand massively exceeding supply. Since it was introduced four months before the normal start of the 1965 production year and manufactured alongside 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. Nevertheless, all “1964½” cars were given 1965 U.S. standard VINs at the time of production, and – with limited exception to the earliest of promotional materials – were marketed by Ford as 1965 models. The low-end model hardtop used a “U-code” 170 cu in (2.8 litre) straight-6 engine borrowed from the Falcon, as well as a three-speed manual transmission and retailed for US$2,368. Standard equipment for the early 1965 Mustangs included black front seat belts, a glove box light, and a padded dash board. Production began in March 1964 and official introduction following on April 17 at the 1964 World’s Fair. V8 models got a badge on the front fender that spelled out the engine’s cubic inch displacement (“260” or “289”) over a wide “V.” This emblem was identical to the one on the 1964 Fairlane. Several changes to the Mustang occurred at the start of the “normal” 1965 model year in August 1964, about four months after its introduction. These cars are known as “late 65’s”. The engine lineup was changed, with a 200 cu in (3.3 litre) “T-code” engine that produced 120 hp. Production of the Fairlane’s “F-code” 260 cu in (4.3 litre) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp “C-code” 289 cu in (4.7 litre) engine with a two-barrel carburettor as the base V8. An “A-code” 225 hp four-barrel carburettor version was next in line, followed by the unchanged “Hi-Po” “K-code” 271 hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (a way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says “GEN” or “ALT”). The Mustang GT version was introduced as the “GT Equipment Package” and included a V8 engine (most often the 225 hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. In the interior the GT option added a different instrument panel that included a speedometer, fuel gauge, temp. gauge, oil pressure gauge and ammeter in five round dials (the gauges were not marked with numbers, however.) A four-barrel carburettor engine was now available with any body style. Additionally, reverse lights were an option added to the car from August 1964 production. In 1965, the Shelby Mustang was born, it was available only in newly introduced fastback body version with its swept-back rear glass and distinctive ventilation louvres. The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of colour options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95.A 14″ rim option was available for Rally-pac and GT350R vehicles widening front and rear track to 57.5″. Reproductions are presently available from any number of Mustang restoration parts sources. A compass, rear seat belts, A/C, and back-up lights were also optional. The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and filler cap. Ford’s new C-4 “cruise-o-matic” three-speed auto transmission became available for the 225 hp V8. The 289 “HiPo” K-code engine was also offered with a c4 transmission, but it had stronger internals and can be identified by the outer casing of the servo which is marked with a ‘C’. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a low stall speed automatic torque converter. The “HiPo” could be spotted very easily by the 1-inch-thick vibration damper, (as compared to 1/2 inch on the 225-hp version) and the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter “K” stamped between the valve springs, along with screw in studs (vs. a pressed in stud for other 289s) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang would be the best-selling convertible in 1966, with 72,119 sold, beating the number two Impala by almost 2:1. The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. From August 1964 production, the emblem was a single vertical piece of chrome, while for 1966 models the emblem was smaller in height and had three horizontal bars extending from the design, resembling an “E”. The front intake grilles and ornaments were also different. The 1965 front grille used a “honeycomb” pattern, while the 1966 version was a “slotted” style. While both model years used the “Horse and Corral” emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed. The 1966 model year saw introduction of ‘High Country Special’ limited edition, 333 of them were sold in Colorado, Wyoming, and Nebraska. When Ford wanted to introduce the Mustang in Germany, they discovered that Krupp company had already registered the name for a truck. The German company offered to sell the rights for US$10,000. Ford refused and removed Mustang badges from exported units, instead naming the cars as T-5 (a pre-production Mustang project name) for the German market until 1979 when Krupp copyrights expired. In 1965, Harry Ferguson Research purchased 3 Mustang notchbacks and converted them to 4×4 in an attempt to sell potential clients on their FF AWD system.  A similar system was used in the Ferguson P99 Formula One car, and would go on to be featured in the Jensen FF, widely considered the first AWD passenger car. As in the Jensen FF, the AWD Mustangs also featured an ABS braking system, long before such a feature was commonplace. Ford Australia organised the importation and conversion of 1966 Mustang to right-hand-drive for the Australian market. This coincided with the launch of new XR Falcon for 1966, which was marketed as “Mustang-bred Falcon”. To set the official conversion apart from the cottage industry, the RHD Mustangs were called “Ford Australia Delivered Mustang” and had compliance plates similar to XR Falcon. About 209 were imported to Australia with 48 units were converted in 1965 while the further 161 were done in 1966. The 1967 model year Mustang was the first redesign of the original model. Ford’s designers began drawing up a larger version even as the original was achieving sales success, and while “Iacocca later complained about the Mustang’s growth, he did oversee the redesign for 1967 .” The major mechanical feature was to allow the installation of a big-block V8 engine. The overall size, interior and cargo space were increased. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp 6.4 litre FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor. During the mid-1968 model year, a drag racer for the street could be ordered with the optional 428 cu in (7.0 litre) Cobra Jet engine which was officially rated at 335 hp. All of these Mustangs were issued R codes on their VIN’s. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the “pony interior” nickname) in favor of a new deluxe interior package, which included special colour options, brushed aluminium (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels. The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models. The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior. The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column.  The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console. Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, “FORD” lettering removed from hood, rearview mirror moved from frame to windscreen, a 302 cu in (4.9 litre) V8 engine was now available, and C-Stripe graphics were added. The California Special Mustang, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the ‘High Country Special’, was sold in Denver, Colorado. While the GT/CS was only available as a coupe, the ‘High Country Special’ model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a Dodge Charger through the streets of San Francisco. There were further annual updates until the model’s replacement in 1973, but with each the car got steadily bigger and less overtly sporty. Sales reduced, too, suggesting that Ford were losing their way. Mustang II did not fix that, of course, but gradually, the legendary nameplate has returned to delivering the same sort of promise as those early and much loved cars were able to do.

The Mustang’s 1969 model year restyle “added more heft to the body” with body length extended by 3.8 inches (97 mm) (the wheelbase remaining at 108 inches), width increased by almost half an inch, and the Mustang’s “weight went up markedly too.” 1969 was the first model to use quad headlamps placed both inside and outside the grille opening. The corralled grille pony was replaced with the pony and tribars logo, set off-centre to the driver’s side. The car was longer than previous models and sported convex rather than concave side panels. The fastback body version was named SportsRoof in Ford’s literature. The 1969 model year introduced the Mach 1, with a variety of powerplant options and many new styling and performance features. Distinctive reflective striping was placed along the body sides, with a pop-open gas cap, dual exhausts, matte-black hood with simulated air scoop, and NASCAR-style cable with pin tie-downs. It had steel wheels with white lettered Goodyear Polyglas tyres. A functional “shaker” hood scoop – which visibly vibrated by being attached directly to the air cleaner through a hole in the hood – was available, as were tail-mounted wing and chin spoilers and rear window louvered blackout shade. The Mach 1 featured a deluxe interior with simulated wood trim, high-backed seats, extra sound deadening, remote sports mirrors, and other features. The Mach 1 proved popular with buyers with 72,458 cars sold through 1969. The Boss 302 was created to satisfy Trans Am rules and featured distinctive hockey-stick stripes, while the understated Boss 429 was created to homologate the Boss 429 engine (based on the new Ford 385 series engine) for NASCAR use. The two Boss models received fame on the track and street. A total of 1,628 Boss 302s and 859 Boss 429s were sold through 1969[66] – making these vehicles somewhat rare. A new “luxury” model became available starting for 1969, available in only the hardtop body style. The ‘Grande’ featured a soft ride, 55 pounds (24.9 kg) of extra sound deadening, as well as a deluxe interior with simulated wood trim. It was popular with buyers with 22,182 units sold through 1969. Amidst other special editions, the 1969 Mustang E was offered for those desiring high fuel efficiency. The 1969 Limited Edition Mustang E was a rare (about 50 produced) fastback special model designed for economy. It came with a six-cylinder engine (250 cu in (4.1 L)), a high stall torque converter for the standard automatic transmission, and a low, 2.33:1 rear axle ratio. Mustang E lettering on the rear quarters identified the special Mustang E. Air conditioning was not available on the ‘E’ model. The Mustang GT was discontinued in 1969 due to poor sales versus the success of the new Mach 1 with only 5396 GT models sold that year. A new 250 cu in (4.1 L) Thriftpower I6 engine with 155 hp filled the gap between the existing 200 cu in (3.3 L) Thriftpower I6 and the V8 engine line-up. Although 1969 continued with many of the same basic V8 engines available on 1968 models, notably a revised 302 cu in (4.9 L) small block engine with 220 hp, the 390 cu in (6.4 L) FE with 320 hp and the recently launched 428 cu in (7.0 L) Cobra Jet engine (with or without Ram-Air) with an advertised 335 hp, a variety of options and changes were introduced to keep the Mustang fresh and competitive including a new performance V8 available in 250 hp or 290 hp tune known as the 351 cu in (5.8 L) Windsor (351W), which was effectively a stretched and revised 302 cu in (4.9 L) to achieve the extra stroke. The 428 cu in (7.0 L) Cobra Jet engine continued unchanged in the 1969 and 1970 model years and continued to be advertised at 335 hp. If a V or W axle was ordered (3.90 or 4.30 locking ratio) on any Cobra Jet Mustang, engine improvements were added to make it more reliable on the strip. Included was an engine oil cooler (making AC not available as an option), stronger crankshaft and conrods, improved engine balancing, and was named the ‘Super Cobra Jet’. These improvements were later referred to as ‘Drag Pack’. The 1969 Shelby Mustang came under Ford’s control and was made to look markedly different from regular production Mustangs, despite being built in-house by Ford. The custom styling included a fiberglass front end with a combination loop bumper/grille that increased the car’s overall length by 3 inches (76 mm), as well as five air intakes on the hood. Two models were available, GT-350 (with a 351 cu in (5.8 L) Windsor producing 290 hp and GT-500 (with the 428 cu in (7.0 L) Cobra Jet engine), in both sportsroof or convertible versions. All 1969–1970 Shelby Mustangs were produced in 1969. Because of dwindling sales, the 789 remaining 1969 cars were given new serial numbers and titled as 1970 models.[69] They had modified front air dam and a blackout paint treatment around the hood scoops. The 1970 model year Mustangs were restyled to be less aggressive and therefore returned to single headlamps which were moved to the inside of the grille opening with ‘fins’ on the outside of the grille sides. The styling of the 1969 model was deemed to have caused a drop in sales and this prompted the headlamp revisions and simplification of other exterior styling aspects for 1970. In the end, however, the 1969 model year sales exceeded those of 1970. The rear fender air scoops were removed and the taillight panel was flat instead of concave as on 1969 models. The interior options remained mostly unchanged. 1970 model year saw the previous 351W V8 engine options replaced with a new 351 cu in (5.8 L) Cleveland (351C) V8 in either 2V (2-venturi carburettor) or 4V (4-venturi carburettor) versions; however, some early production 1970 Mustangs had the 351W. The 351C 4V (M code) engine featured 11.0:1 compression and produced 300 bhp at 5400 rpm. This new performance engine incorporated elements learned from the Ford 385 series engine and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology. Ford made 96 ‘Mustang Twister Special’ cars for Ford’s Kansas City District Sales Office in late 1969. The Twister Specials were Grabber Orange Mach 1s with special decals. Ford also made a few ‘Sidewinders’, which were built in Dearborn, shipped to Omaha, and sold in Iowa and Nebraska. They were available in Grabber Green, Grabber Blue, Calypso Coral, and Yellow. The stripes came in the trunk to be installed by dealers.  The car received another restyle for the 1971 model year.

Due to tightening emissions regulations, the Boss 351 edition and optional 429 big block were dropped after 1971, leaving the 351 cu in (5.8 L) variants as the largest available engines for 1972 (and 1973). Exterior differences were virtually unchanged, though all 1972 models were revised with “Fasten Seat Belt” warning lamps on the right side dash panel. The “Decor Group” exterior trim package was also revised, allowing coupe and convertible owners to option their car with two-tone lower body paint, plus the honeycomb sport lamp grille from the Mach 1/Boss 351 and the Mach 1’s urethane bumper. A commemorative Olympic Sprint Edition (also available on the Pinto and Maverick) was released between March and June of this year. Sprint editions were available in Hardtop and Sportsroof variants and featured white paint schemes with light blue accents and USA shield decals on the rear quarter panels. An additional 50 Sprint convertibles were produced exclusively for the 1972 National Cherry Blossom Parade in Washington D.C. 1972 saw the end of the special Ford muscle car performance engine era. At mid-year, Ford offered a slightly detuned Boss 351 engine, which could be ordered with any model. A total of 398 Mustangs were built with the drag race-oriented R code engine and were designated as the 351 HO. Mandatory options were the top loader 4-speed, competition N case rear end (427, 428, 429, Boss 351, 351HO), and air conditioning delete. Vacuum-operated Ram Air was not available. However, the HO came with the first full-time cold air induction system in a Mustang, routing cold air via a two-piece plastic duct under the battery tray to the air cleaner snorkel. All 351 HO cars were manufactured in Dearborn, MI. 973 brought some mild restyling. The urethane front bumper became standard and was enlarged following new NHTSA standards. All Mustang models had their sport lamps replaced with vertical turn signals, as the new bumper covered the previous turn signal locations in the front valance. Both a Mach 1 and base grille were offered, with differing insert patterns. Mach 1 decals were also revised in 1972 for 1973 models, and the previous hockey stick side stripes of 1971–1972 models became an option on hardtops and convertibles with the addition of the ‘Exterior Decor Group’. Magnum 500 wheels, previously optional, were superseded by forged aluminium 5-hole wheels. The 1973 model year Mustang was the final version of the original pony car, as the model name migrated to the economy, Ford Pinto-based Mustang II the next year.

In November 1993, the Mustang debuted its first major redesign in fifteen years. Code-named “SN95” by the automaker, it was based on an updated version of the rear-wheel drive Fox platform called “Fox-4.” The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs. For the first time since its introduction 1964, a notchback coupe model was not available. The door windows on the coupe were once again frameless; however, the car had a fixed “B” pillar and rear windows. The base model came with a 3.8 OHV V6 3.8 L (232 cu in) engine rated at 145 bhp in 1994 and 1995, or 150 bhp (1996–1998), and was mated to a standard 5-speed manual transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GTS, GT and Cobra, Ford retired the 302 cid pushrod small-block V8 after nearly 30 years of use, replacing it with the newer Modular 4.6 L (281 cu in) SOHC V8 in the 1996 Mustang GT. The 4.6 L V8 was initially rated at 215 bhp, 1996–1997, but was later increased to 225 bhp in 1998. For 1999, the Mustang was reskinned with Ford’s New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model. The Mustang’s powertrains were carried over for 1999, but benefited from new improvements. The standard 3.8 L V6 had a new split-port induction system, and was rated at 190 bhp 1999–2000, while the Mustang GT’s 4.6 L V8 saw an increase in output to 260 bhp (1999–2004), due to a new head design and other enhancements. In 2001, the 3.8 L was increased to 193 bhp. In 2004, a 3.9 L variant of the Essex engine replaced the standard 3.8 L mid year with an increase of 3 ft/lb (4 Nm) of torque as well as NVH improvements. There were also three alternate models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1, as well as the 320 bhp 1999 and 2001, and 390 bhp 2003 and 2004 Cobra.

Ford introduced a re-designed 2005 model year Mustang at the 2004 North American International Auto Show, codenamed “S197”, that was based on the new D2C platform. Developed under the direction of chief engineer Hau Thai-Tang, a veteran engineer for Ford’s IndyCar program under Mario Andretti, and exterior styling designer Sid Ramnarace, the fifth-generation Mustang’s styling echoes the fastback Mustang models of the late-1960s. Ford’s senior vice president of design, J Mays, called it “retro-futurism”. The fifth-generation Mustang was manufactured at the Flat Rock Assembly Plant in Flat Rock, Michigan. For the 2005 to 2010 production years, the base model was powered by a 210 hp cast-iron block 4.0 L SOHC V6, while the GT used an aluminium block 4.6 L SOHC three-valve Modular V8 with variable camshaft timing (VCT) that produced 300 hp. Base models had Tremec T5 five-speed manual transmissions with Ford’s 5R55S five-speed automatic being optional. Automatic GTs also featured this, but manual GTs had the Tremec TR-3650 five-speeds. The 2010 model year Mustang was released in the spring of 2009 with a redesigned exterior — which included sequential LED taillights — and a reduced drag coefficient of 4% on base models and 7% on GT models. The engine for base Mustangs remained unchanged, while the GT’s 4.6 L V8 was revised resulting in 315 hp at 6,000 rpm and 325 lb/ft (441 Nm) of torque at 4,255 rpm. Other mechanical features included new spring rates and dampers, traction and stability control system standard on all models, and new wheel sizes. Engines were revised for 2011, and transmission options included the Getrag-Ford MT82 six-speed manual or the 6R80 six-speed automatic based on the ZF 6HP26 transmission, licensed for production by Ford. Electric power steering replaced the conventional hydraulic version. A new 3.72 L (227 cu in) aluminium block V6 engine weighed 40 lb (18 kg) less than the previous version. With 24 valves and twin independent variable cam timing (TiVCT), it produced 305 hp and 280 lb/ft (380 Nm) of torque. The 3.7 L engine came with a new dual exhaust. GT models included 32-valve 5.0 L engine (4,951cc or 302.13 cu. in) (also referred to as the “Coyote”) producing 412 hp and 390 ft-lbs of torque. Brembo brakes were optional along with 19-inch wheels and performance tyres. The Shelby GT500’s 5.4 L supercharged V8 block is made of aluminium making it 102 lb (46 kg) lighter than the iron units in previous years. It was rated at 550 hp and 510 lb/ft (690 Nm) of torque. For 2012, a new Mustang Boss 302 version was introduced. The engine had 444 hp (331 kW; 450 PS) and 380 lb/ft (520 Nm) of torque. A “Laguna Seca” edition was also available, which offered additional body bracing, the replacement of the rear seat with a steel “X-brace” for stiffening, and other powertrain and handling enhancements. In the second quarter of 2012, Ford launched an update to the Mustang line as an early 2013 model. The Shelby GT500 had a new 5.8 L supercharged V8 producing 662 hp. The Shelby and Boss engines came with a six-speed manual transmission. The GT and V6 models revised styling incorporated the grille and air intakes from the 2010–2012 GT500s. The decklid received a black cosmetic panel on all trim levels. The GT’s 5.0 litre V8 gained eight horsepower from 412 hp to 420 hp. The sixth generation Mustang was unveiled on December 5, 2013,

In 1968, the Fairlane line was supplemented by the new Torino, and the Ranchero followed suit, becoming the largest model since the full-sized 1959. Overall, the new Ranchero was not only bigger, but also more angular than before with its more horizontal grille and horizontal headlamps; Ford and other automakers were making a switch back to horizontal quad headlamps. The interior was all new, as well, sharing the Torino/Fairlane’s distinctive four-pod instrument cluster. Though the four round pods gave the illusion of an engine-turned dash, viewed from left to right, they instead featured warning lights for coolant temperature (both cold and hot) and the left turn signal indicator in the left pod with the speedometer in the second pod directly in front of the driver. Warning lights for the charging system and oil pressure, as well as the right turn signal indicator, were located third from the left. In upscale models, this pod was supplanted by a tachometer. An optional clock filled the fourth pod; a decorative “clock delete” panel otherwise filled the space. A seat belt warning light was a new feature, too, lighting briefly in the far left pod whenever the engine was started. The model line also featured wraparound front side marker lamps which doubled as parking lights and rear side reflectors, newly mandated by US law for the 1968 model year. Three trim levels were offered, beginning with the sparsely trimmed base Ranchero, the Ranchero 500 trimmed like the corresponding Fairlane 500, and the top-of-the line Ranchero GT with its Torino GT trim. Engine choices began with the 250 cubic inch I6 and ran to several V8 choices, including the standard 289 with two-barrel carburettor, and the FE-based 390. The powerful 428 cu in (7.0 L) Cobra Jet, another FE derivative and the largest engine offered in the Ranchero to date, was a mid-1968 option. The 1968 model marked the final year of production of the 289; a 302 cu in (4.9 L) V8 with two-barrel carburettor became the standard V8 in 1969. Two new upmarket engine choices were available, the 351 Windsor with two- and four-barrel carburetion. The FMX automatic was available with both, which was a variant of the old Cruise-o-Matic and was offered exclusively with either 351. Like the Torino/Fairlane, the Ranchero could be had with virtually all of the same options as its cousins, including air conditioning, bucket seats, centre console, AM/FM radio, optional wheels, front power disc brakes, hood scoop (standard on GT), and even a vinyl top. Changes across the 1969 model line were slight and included a flatter three-piece grille less the horizontal crossbar and Ford crest, relocation of GT grille badging from the crest to the lower right corner of the grille as viewed from the front, a change from black-faced instruments with white numerals to brushed aluminum with black numerals and a slimmer, two-spoke steering wheel pad similar to those across the Ford product line, unlike the wheel with its broader “safety pad” and separate horn ring used in the 1968 intermediates and compacts. While the pad may have changed, the horn ring did not. The only change unique to the Ranchero was the relocation of the “Ranchero” script from the rear quarter panels to the front fenders. A little-known and extremely rare offering in 1969 was the Rio Grande. Available on special order, this was essentially a GT in the so-called “Grabber” colors of “Wimbledon White”, “Poppy Red” or “Calypso Coral”, partially blacked-out hood with scoop, side stripes, bed rails, vinyl top, and unique “Ford Ranchero Rio Grande” wheel centers. As a result, Rancheros so equipped received Ford’s “Special Performance Vehicle” identification on the data plate regardless of engine choice. These vehicles may be identified by the aforementioned designation, as well as a blank space where the trim code would normally be found. Production figures are unclear, but may have been around 900 total units. At the Detroit motor show in 1969 was shown a concept car Ford Scrambler, some elements of which were used in the next models of Ford Ranchero.

This from the fifth generation of the Ford F-Series is a line of pickup trucks and commercial trucks that were produced by Ford from the 1967 to 1972 model years. Built on the same platform as the fourth generation F-series trucks, the fifth generation had sharper styling lines, a larger cab, and expanded engine options. Three trim levels were available during the production of the fifth generation F-series, though the names were changed in 1970. The “Base” trim became the “Custom” and the “Custom Cab” became the “Sport Custom” joining “Ranger” as optional levels of equipment and trim. Late in production the Ranger trim level was upgraded with the additional “Ranger XLT” option. 1967 saw the introduction of fifth-generation F-Series in 1966 for the 1967 model year. Cab is 3 inches (7.6 cm) wider than predecessor and frame is heavier. Grille, exterior trim, interior cab fittings and engine choices are unique to this year. Trim levels are “Base”, “Custom Cab”, and “Ranger”. For 1968, as federal regulations required all automotive manufacturers to install side marker reflectors or lights, Ford redesigned the hood emblems to incorporate reflectors as well as added reflectors to the rear of the bed. Interior fittings changed due to new safety standards. New versions of the FE-Series engine added (360 truck and 390). First year of factory-installed air conditioning (air conditioning was installed by the dealer before 1968). In 1969 there was a new grille design, new 302 Windsor V8 engine option. In 1970, the mid-cycle update with many detail changes including a completely new grille including wraparound front turn signals, exterior trim changes, and new side marker lights. “Sport Custom” trim replaces “Custom Cab”, and “Ranger XLT” added as top trim level.

The sixth-generation F-Series was introduced in 1973. This version of the F-Series continued to be built on the 1965 fourth-generation’s revised platform, but with significant modernization and refinements, including front disc brakes, increased cabin dimensions, full double-wall bed construction, and increased use of galvanized steel. The FE engine series was discontinued in 1976 after a nearly 20-year run, replaced by the more modern 335 and 385 series engines. In 1975, the F-150 was introduced in between the F-100 and the F-250 to avoid certain emission control restrictions. For 1978, square headlights replaced the previous models’ round ones on higher-trim-package models, such as Lariat and Ranger, and became standard equipment for 1979. Also for 1978, the Ford Bronco was redesigned into a variant of the F-Series pickup; 1979 was the last year that the 460 engine was available in a half-ton truck.

The eighth-generation F-Series was introduced for 1987 as a major revision of the 1980–1986 generation. While the cab’s sheet metal was carried over, many body panels were revised, including a completely new front fascia; composite headlights, the first full size American truck to feature them; the interior also underwent a redesign. The long-running Flareside bed design was retired (until its return in the 1992 ninth-generation), with all examples produced with Styleside beds (except for a very small number of 1987 models). Following the 1986 transition of the 5-litre V8 to fuel injection, the 4.9-liter inline-six followed suit for 1987, with the 5.8- and 7.5-liter engines doing so for 1988; the F-Series became the first American pickup truck model line sold without a carbureted engine option. The same year, the 6.9-litre diesel V8 was increased in size to 7.3 litres. Following the discontinuation of the three-speed manual, a five-speed manual became standard equipment (a four-speed remained a special-order option until 1992). For 1989, an E4OD four-speed automatic (overdrive version of the C6 heavy-duty three-speed) was introduced. Slotted between the F-350 and F-600, the F-Super Duty was introduced in 1987 for the 1988 model year; an ancestor of the current F-450/F-550, the F-Super Duty was designed exclusively for chassis-cab applications.

For the 1997 model year, Ford made a substantial change to the F-Series range of trucks, splitting its pickup line into two vehicle families. From the 1970s to the 1990s, pickup trucks had transitioned in usage. Alongside vehicles designed exclusively for work use, the market segment saw a major increase in demand for dual-purpose vehicles for both work and personal use, effectively serving as a second car. To further expand its growing market share, Ford sought to develop vehicles for both types of buyers, repackaging the F-150 in a more contemporary design (as a larger version of the Ranger) while retaining the heavier-duty F-250 and F-350 for customers interested in a work-use vehicle. The tenth-generation F-Series was introduced on January 25, 1996 as a 1997 model. Initially released solely as the F-150, a higher-GVWR F-250 was released later in 1997. The model line was marketed alongside its predecessor, pared down to the F-250HD and F-350; for 1999, the aforementioned HD models were replaced by the Super Duty trucks. The F-250 “Light Duty” was replaced by the F-150 7700 for the 2000 model year. In the most extensive redesign of the F-Series in 17 years, the chassis received fully independent front suspension, ending the use of Twin-I-Beam front axles. Sharing only the transmissions with its predecessor, the 1997 F-150 received a range of engines new to the F-Series, including a 4.2L V6 and 4.6L V8; a 5.4L V8 was added during 1997. Introduced in the full-sized Crown Victoria/Grand Marquis/Town Car sedans, the Modular/Triton V8 was the first overhead-camshaft engine to be installed in a full-size pickup truck. Distinguished by its rounded exterior, the tenth generation was again offered in standard- and extended-cab (SuperCab) configurations. To improve rear-seat access, a rear-hinged third door (curbside) was introduced for the SuperCab; following its popularity, the SuperCab received a fourth door for 1999. For 2001, the F-150 became the first “1⁄2-ton” truck offered as a crew cab with full-sized doors; produced with a slightly shortened bed, the F-150 SuperCrew shared the length of a standard-bed SuperCab. The SVT Lightning made its return for 1999, powered by a supercharged version of the 5.4L V8; over 28,000 were produced from 1999 to 2004. For 2002, Lincoln-Mercury introduced the Lincoln Blackwood, the first Lincoln pickup. Sharing the front bodywork of the Lincoln Navigator SUV and the same cab and chassis as the F-150 SuperCrew, the Blackwood was designed with a model-exclusive bed and was sold only in black. Due to very poor sales, the model line was discontinued after 2002. For 1999, Ford redesigned the F-250 and F-350, introducing them as the first generation of the Ford F-Series Super Duty model line. While remaining part of the F-Series, the Super Duty trucks were designed with a different chassis, powertrain, and body design, as they are developed for heavier-duty work use. For 2000, the Super Duty line was expanded to include the medium-duty truck (F-650/F-750) series, designed in a joint venture with Navistar International. For the 2004 model year, the F-150 was redesigned on an all-new platform,

A number of European Fords were here in the display, too.

Ford replaced their large cars in 1956, with new models using the same names as their predecessors, Consul, Zephyr and Zodiac. The styling was all new and with a decidedly American theme to it. As before, the Consul had a 4 cylinder engine, now of 1700cc capacity and the Zephyr and Zodiac had in-line 6 cylinder units These were enlarged to 2,553 cc with power output correspondingly raised to 86 bhp. The wheelbase was increased by 3 inches to 107 inches and the width increased to 69 inches. The weight distribution and turning circle were also improved. Top speed increased to 88 mph and the fuel consumption was also improved at 28 mpg. Following a styling revision in 1959, the models are now referred to as “Highline” or  “Lowline”, depending on the year of manufacture — the difference being 1.75 in being cut from the height of the roof panel. The “Highline” variant, the earlier car,  featured a hemispherical instrument cluster, whereas the “Lowline” had a more rectangular panel. A two-door convertible version was offered with power-operated hood. Because of the structural weaknesses inherent in the construction of convertibles, few convertibles are known to survive, and these are particularly highly prized these days.

In early 1962 Ford replaced the existing Consul/Zephyr/ Zodiac range with a dramatically restyled model although the new cars did share some of the mechanical components, as well as the basic chassis design, with the Mark II models. At the bottom of the range, the Consul name disappeared, to be replaced by Zephyr 4. Once again, the range was topped by the Zodiac, which  was an upmarket version of the Zephyr 6, but differed considerably from that model with its limousine-type rear doors, sharper roofline with a much narrower C-pillar, a revised rear end, a unique grille with four headlights instead of two, exclusive bumper bars, plusher seating, and up-market upholstery, dashboard and interior fittings. A choice of individual or bench front seat was available trimmed in leather or cloth. The front doors and bonnet panels were shared with the Zephyr 6. The Executive version had extra luxury fittings again. The 2553 cc single-carburettor six-cylinder engine was improved internally to increase the power output to 109 bhp and a new four-speed all synchromesh transmission with column change was fitted. The brakes, servo assisted, use discs at the front and drum at the rear. On test with The Motor magazine in 1962, the Zodiac Mark 3 had a top speed of 100.7 mph and could accelerate from 0-60 mph in 13.4 seconds and it delivered a touring fuel consumption of 22.6 mpg. The test car cost £1070 including taxes on the UK market. Mark 3 models were produced for 4 years before being replaced by the Mark IV in January 1966.

One of the shortest lived of all Ford models is the Consul Classic and Capri range. The Ford Consul Classic is a mid-sized car that was launched in May 1961 and built by Ford UK from 1961 to 1963. It was available in two or four door saloon form, in Standard or De Luxe versions, and with floor or column gearshift. The name Ford Consul 315 was used for export markets. The Ford Consul Capri was a 2-door coupé version of the Classic, and was available from 1961 until 1964. The 1,340 cc four-cylinder engine was replaced in August 1962 by an over-square 1,498 cc engine with a new five-bearing crankshaft and a new gearbox with syncromesh on all four forward ratios. Steering and suspension also received “greased for life” joints. The Classic (and related Consul Capri) had the right-hand-drive and home market Ford code of 109E (but 110E if L.H.D.) for 1961–1962 models with 1340cc engines, or 116E (but 117E for L.H.D.) for 1962–63 manufacture with 1500cc engines. Those codes also distinguish the gearboxes and steering components which are not greasable on later cars, so cutting first-user servicing costs. Despite all these codes the cars all looked the same throughout production 1961–1963, the visual distinctions being the number of doors, the trim & equipment level between Standard and De Luxe and the choice of colours. The Classic was made by Ford to be “suitable for the golf club car park”, and was originally intended for introduction earlier and deletion later than actually occurred. The styling exercises were mainly undertaken in 1956 under Colin Neale. The main styling cues came straight from Dearborn, as they so often did, defining the car as a scaled-down Galaxie 500, from the waist down, topped with a Lincoln Continental roofline. Other aspects of R&D followed, and it is likely that a recognisably similar car could have been introduced in 1959 subject to different senior management decisions. In practice the run-away early success of the Anglia (1959 on) used up most of the car manufacturing capacity at Dagenham, vindicating the decision to compete against the BMC Mini (the Halewood plant did not open until 1963). Ford therefore entered the 1960s with the small Anglia, Popular and Prefect, the big “three graces” launched back in 1956, and not the mid-size market Classic. The Ford Classic was similar in appearance to the more popular Ford Anglia, featuring the same distinctive reverse-rake rear window. This feature was imported from the 1958 Lincoln Continental where it was necessitated by the design requirement for an opening (“breezeway”) rear window. With quad headlamps and different frontal treatment it was longer, wider and so heavier than the Anglia. In fact, from the windows down the body design was a scaled-down version of Ford’s large, US Ford Galaxie. Inside, the separate front seats and rear bench had a standard covering of PVC but leather was available as an option. There was a choice of floor-mounted or column-mounted gear change. Single or two-tone paint schemes were offered. Several of the car’s features, unusual at the time, have subsequently become mainstream such as the headlight flasher (“found on many Continental cars”) and the variable speed windscreen wipers. The boot or trunk capacity was exceptionally large, with a side-stowed spare-wheel well, and more important, the huge high-lift sprung lid allowed a great variety of loads to be both contemplated and packed. At 21 cubic feet, this was 15% larger than the Zodiac MK2 and had obvious advantages for business use. The Consul Classic was also mechanically similar to the Anglia, and used slightly larger 1340 cc and, from 1962, 1498 cc, variants of the Ford Kent Engine. The car had front 9.5 in (241 mm) disc brakes and was fitted with a four-speed gearbox: early cars provided synchromesh on the top three ratios, while the arrival of the 1498 cc version coincided with the provision of synchromesh on all forward gears.  Suspension was independent at the front using MacPherson struts, and at the rear the live axle used semi elliptic leaf springs. A contemporary road tester was impressed, noting that “probably the most impressive thing about the Classic is its road holding”. The Consul Classic was complex and expensive to produce and was replaced in 1963 by the Ford Corsair which was largely based on Ford Cortina components.  Only 111,225 Classics and 18,716 Capris were produced (Including 2002 ‘GT’ Versions). These are small numbers by Ford standards, and probably indicative of the public not taking to the controversial styling along with the availability of the cheaper, similar-sized Cortina.

From July 1971, a locally designed pick-up truck version (known in Afrikaans as a “bakkie”) was also offered, and this remained in production even after the Cortina was replaced by the Sierra. The Mark V-based Cortina Pickup was exported to the UK, in a lengthened wheelbase form, as the Ford P100. This pick-up was launched in the UK in 1982, the year that the standard Cortina was being replaced by the Sierra. This version of the P100 was sold until 1988, when Ford divested from South Africa, and a Portuguese-built Sierra pick-up was introduced in its place, still using the P100 name.

Ford introduced a new Granada in 1977 and it was produced until April 1985 following a mild facelift which paid attention to drivetrain noise, vibration, and harshness in 1982. It was a development of the previous car, the main differences being the use of the “Cologne” V6 engine in 2.0, 2.3, and 2.8 ltire forms replacing the older “Essex” unit (which had never been offered in the Cologne-built Granadas), and the introduction of features such as air conditioning and, for the top-priced 2.8-litre versions, fuel-injection. In mainland Europe, a 1.7 litre V4 was originally available. By the time of its introduction, UK Granada production had been quietly abandoned “for some time”; UK market Granada IIs were imported from Germany. A relatively small number of vehicles were also produced with an Indenor four-cylinder diesel engine in 1.9-, 2.1- and 2.5-litre capacities. Most of these went to taxi operators, and few survive. The smallest 1.9 was quite underpowered and was soon replaced by the somewhat more powerful 2.1, which was presented as the “Granada GLD” in March 1979 at Geneva. By 1982, this was replaced by the more capable 2.5. Fuel-injected 2.8 models were originally offered with an ‘S’ pack or GL trim. In 1979, both versions were replaced by the 2.8i GLS. Today early injection models are particularly rare. The UK only received four door saloons and a commodious estate, but there was a two door saloon as well, offered to those markets who still wanted such a configuration. Although most surviving Granada Mark IIs feature the body-coloured post-facelift (1981) grille, the earlier cars came with a simple black grille regardless of body colour.

JEEP

You might reasonably have expected to see more Jeep models here, too, as the brand has offered new right hand drive cars here since the early 90s and plenty of the traditional Jeeps from before that time have also arrived here, but this was the only one I saw.

LINCOLN

For 1980, Lincoln became the final American brand to market downsized full-size cars; in addition to doing so nearly four years after Cadillac, Lincoln trailed Ford and sister division Mercury by a year. However, the redesign shifted the brand from marketing the largest production sedan in North America to giving it a smaller exterior footprint than either Cadillac or Chrysler. The Continental Town Car returned for 1980, again serving as the flagship trim of the Lincoln Continental. Alongside the downsizing of the Lincoln Continental, Ford replaced the Continental Mark V for 1980 with the smaller Mark VI. The first all-new generation of the Mark Series since 1972, the Mark VI shared its chassis and much of the body with the Continental to reduce development and production costs; a four-door sedan was designed to attract additional customers. In line with preceding generations of the Mark Series, the Mark VI was officially branded as a Continental and marketed and supported through Lincoln-Mercury. In spite of bringing downsized full-size sedans to production to meet high consumer demand, from a marketing standpoint, the 1980 update of the Lincoln model line would prove catastrophic. In early 1980, the slow-selling Lincoln Versailles mid-size sedan was quietly retired; as before 1977, Lincoln again offered solely full-size cars, with nothing to sell against European-brand luxury vehicles. The deletion of the Versailles also left Lincoln to market three versions of the same model line, as the Continental, Continental Town Car/Town Coupe, and Mark VI differed little in appearance. For 1981, underwent a revision to transition its full-size model range from three nameplates to one, commencing a multi-year transition throughout all three Ford divisions. All full-size Lincolns (introduced for 1980) became Lincoln Town Cars; the Lincoln Continental nameplate went on hiatus for the model year, reappearing on an all-new mid-size sedan for 1982 (not replacing the Versailles). The Mark VI remained in production, ending its model cycle after the 1983 model year; the mid-size Mark VII that replaced it for 1984 represented a near-complete break from design tradition for the Mark Series.  A model year removed from the extensive downsizing of its full-size model range, the Lincoln division underwent a revision of its nameplates. Following the discontinuation of the compact Versailles sedan, Lincoln was left marketing six nearly identical vehicles (Continental, Continental Town Car, and Continental Mark VI, all offered both as two-door and four-door sedans). For 1981, the Lincoln Town Car was introduced, consolidating the Continental and Continental Town Car into a single model line slotted below the Continental Mark VI. Identical to the 1980 Lincoln Continental, the Lincoln Town Car was offered as a two-door and four-door sedan (the Town Coupe nameplate was discontinued). Largely overshadowed by its Continental Mark VI counterpart, the Town Car two-door was discontinued for 1982. As the Continental Mark VII was introduced for 1984, Lincoln pared its full-size line down solely to the Town Car four-door sedan. At the time of its launch, the Town Car had been slated for replacement by front-wheel drive model lines (in anticipation of further volatility in fuel prices); as fuel prices began to stabilize, demand initially rose for the model line, leading Lincoln-Mercury to produce the Town Car through the 1980s with few visible changes. Over 200,000 were sold in 1988, the highest ever for the model line. However, this increase was mostly due to an extended 1988 Town Car model year which ran from March 1987 to October 1988 instead of the usual 12-month period. Conversely, the 1987 Town Car with its shortened model year only had sales of just over 76,000. Although remaining Lincoln’s top-selling model, calendar-year sales declined each year for the Town Car between 1986 and 1989. This decline was mostly blamed on its aging design and the increased popularity of the Continental which had been fully redesigned for 1988.

MERCURY

For 1969, Mercury underwent a revision of its full-size range. Serving as the successor to the four-door Brougham and two-door Park Lane, the second-generation Marquis was expanded to a full range of body styles, slotted above the Monterey. For 1975, the full-size Mercury range was reduced solely to the Marquis (including the Brougham and Grand Marquis trims). The wheelbase was longer on the two-door and four-door sedan than the Mercury Colony Park station wagon, the Lincoln Continental Mark III and the Lincoln Continental Mark IV while sharing the chassis with the 1970 Lincoln Continental sedan. The 1969 Marquis four-door hardtop sedan was listed at US$3,973 and 29,389 were made. In Canada, the Meteor brand marketed the Marquis as its flagship Meteor LeMoyne from 1969 to 1970. After the 1976 closure of the brand, Ford Canada continued the use of the Meteor name within Mercury, selling a Marquis Meteor as a base trim level for 1977 and 1978. The second-generation Mercury Marquis shares its chassis with the full-size Ford model range introduced in 1969, using a rear-wheel drive perimeter frame chassis. Following a tradition starting in 1961, Mercury sedans used a longer wheelbase (124 inches) than Fords (121 inches, also used by Ford/Mercury station wagons). For 1970, the chassis was adopted by the Lincoln division for the Continental on a 127-inch wheelbase. Carried over from the previous-generation full-size chassis, the suspension was a 3-link live rear axle and double wishbone independent front suspension (with a front stabilizer bar); coil springs were fitted to at all four corners. Front disc brake and rear drum brakes were standard; power brakes became standard in 1971. For 1973, “Sure-Track”, an early form of anti-lock braking, was introduced as an option; four-wheel disc brakes became an option for 1975.  For the second generation of the Marquis, Mercury revised the powertrain line. Along with ending its Marauder branding for engines, Mercury replaced both the 390 and 428 FE-series engines with a 429-cubic inch 385-series V8. A short-stroke version of the Lincoln 460 V8, the Marquis offered the 429 with 2-barrel and 4-barrel carburetors (320 and 360 hp, respectively). The manual transmission was discontinued, paired solely with the 3-speed Ford C6 heavy-duty automatic. During the 1972 model year, the Marquis received the 460 from Lincoln as an option for 1974, the 460 replaced the 429 outright. As the 1970s progressed, Mercury began efforts to improve emissions and fuel economy of its full-size range; following the discontinuation of the Monterey and the introduction of the Grand Marquis, smaller-displacement Ford 335 engines replaced the 460 as the standard engine offering. For 1975, the 402 cubic-inch Ford 400 V8 was introduced (largely as a successor to the 429), with the 351 cubic-inch Ford 351M V8 becoming the standard engine for the Marquis in 1978. In California and for “high-altitude” use, the 400 remained standard equipment; regardless of usage, the 460 (standard on the Marquis Brougham and Grand Marquis through 1977) remained available as an option until the end of the generation. The C6 transmission remained paired to the 460, with the 400 and 351M using the lighter-duty FMX transmission. The second-generation Marquis was expanded from the previous two-door hardtop to a full range of body styles, inheriting the four-door hardtop from the Brougham and four-door sedan and two-door convertible from the Park Lane series. Under the 1969 rebranding of Ford and Mercury station wagons, the Colony Park station wagon became part of the Marquis line. For 1969 and 1970, the Mercury Marauder made its return, unofficially replacing the S-55. Designed as a competitor for the Oldsmobile Toronado and Buick Riviera, the Marauder was a fastback coupe combining the front bodywork of the Marquis with the roofline of the Ford XL/Ford Galaxie 500 SportsRoof. along with the Colony Park, the Marauder was built on the 121-inch wheelbase used by Ford. During its production, the second generation underwent two updates, including a 1971 mid-cycle revision of the exterior and interior. In 1973, to coincide with the addition with 5-mph bumpers, the exterior and interior underwent a complete redesign, with the two-door hardtop receiving a different roofline from the Ford LTD. For 1969, the Mercury full-size range was redesigned (alongside its Ford counterparts); the Marquis remained a counterpart of the Ford LTD model range. Alongside the addition of four-door sedans, the Marquis line gained a station wagon, as the Colony Park woodgrained station wagon was integrated into the model line. While the Marquis four-door shared much of its roofline with its Ford counterpart, the two-door hardtop was given its own roofline. The front fascia of the Marquis adopted many elements from the Lincoln Continental, including its hood and grille proportions and chrome-topped fenders; the Marquis, LTD/Galaxie/Custom, and Continental each received their own horizontal taillamp design. Initially sharing its hidden headlamps with the LTD, the usage of the design largely became exclusive to Lincoln-Mercury flagships after 1970, including the Marquis, Lincoln Continental, and Mark-series (the LTD Landau became the only Ford to use the configuration). The system was vacuum-operated, closing the headlight covers using a vacuum canister powered by the engine; as a fail-safe. the system was designed to retract the headlight covers following any vacuum loss. For 1970, the Marquis saw few visible changes to the exterior and interior. In compliance with federal safety regulations, all full-size Mercurys received a new steering column, with a rim-blow steering wheel replacing the previous horn ring design. Alongside the woodgrained Colony Park, a Marquis station wagon (without wood panelling) was introduced. For 1971, the Marquis underwent a revision of the exterior and interior; the convertible body style was dropped (along with the Marauder fastback). Distinguished by the elimination of vent windows and framed door glass (for sedans and station wagons), Mercury saw the introduction of the “pillared hardtop”, a sedan combining a thin B-pillar and frameless door glass (to mimic the appearance of a pillarless design). The revision also included the use of fender skirts and wraparound taillamps. The dashboard underwent a redesign, clustering the instruments and controls closer to the steering wheel. For 1972, the grille shifted to an egg-crate design (with a similar panel between the taillamps). In line with federal mandates, the Marquis adopted seatbelt warning buzzers. For the first time, the model line introduced a power sunroof option (requiring the selection of a vinyl roof). For 1973, the Marquis underwent an extensive mid-cycle revision. Largely coinciding with the addition of 5-mph bumpers for the front and rear fascias, the roofline of the Marquis saw a complete redesign. Though distinguished further from the Lincoln Continental, the four-door Marquis shared its roofline with the Ford LTD; in contrast to the LTD, the two-door remained a hardtop with retractable side windows (enlarged for better visibility). Alongside the four-door hardtop, the four-door sedan and station wagon were marketed as “pillared hardtops” (produced with thin chromed B-pillars, allowing frameless door glass). The interior saw a revision of the trim and seats, with a redesign of the dashboard (clustering the instruments behind the steering wheel and the secondary controls to the centre of the dashboard. For 1974, the grille underwent a redesign (nearly matching that of the Lincoln Continental), shifting to a vertically-oriented layout and eliminating the egg-crate trim of the headlamp covers. Following their addition to the front fascia, the Marquis received 5-mph rear bumpers. In response to pending safety regulations, the four-door hardtop was offered for the last time. For 1975, the front fascia saw several revisions, with a larger radiator-style grille (with the “Mercury” block lettering replaced by a script above the left headlamp); in contrast to the Ford LTD Landau and the Lincoln Continental, the headlamp doors were revised with chrome border trim and a crest emblem. The rear fascia received padded vinyl trim (body colour or contrasting) between the taillamps. While Ford and Lincoln added B-pillars (and opera windows) to their two-door sedans, Mercury retained its hardtop roofline. For 1976 though 1978, the Marquis saw few visible changes; in 1976, a Landau vinyl roof option was introduced for Brougham and Grand Marquis two-doors, while all versions of the Marquis were marketed as “Ride-Engineered” (promoting its successful ride comparisons against more expensive European sedans of the time). For 1978, the Marquis was given a redesigned grille, retaining a similar radiator-style design. Alongside the 1978 Chrysler New Yorker two-door, the 1978 Mercury Marquis was the final pillarless two-door hardtop (with retractable rear side windows) offered by an American automobile manufacturer.

MITSUBISHI

Following the successful showing of the Mitsubishi HSR and Mitsubishi HSX concept cars at the 1989 Tokyo Motor Show, Mitsubishi developed a production car which they called the 3000 GTO as a technologically advanced 2+2 seater sports coupe to compete with the Honda NSX, Mazda RX-7, Nissan 300ZX, Skyline GT-R, Subaru SVX and the Toyota Supra. They resurrected the GTO name, last used in the mid 1970s and the top spec Galant Coupe model, and the car went on to serve as Mitsubishi’s flagship for the remainder of the decade. However, despite the cachet of the badge at home, it was marketed as the Mitsubishi 3000GT and as the Dodge Stealth outside Japan; the company was concerned that connoisseurs would object to the evocative nameplate from the highly regarded Ferrari 250 GTO and Pontiac GTO being used on a Japanese vehicle. However, regardless of its badge or eventual target market, every car was built on the same production line at Mitsubishi’s plant in Nagoya, Japan. Its introduction in Japan in 1990 was unfortunately timed, as it coincided with the softening of the Japanese economy, known as the “bubble economy” which had an effect on sales. The car was packed with technology and many of Mitsubishi’s contemporary performance-enhancing technologies, such as full-time four-wheel drive, four-wheel steering, active aerodynamics featuring automatically adjusting front and rear spoilers, sport/tour exhaust modes and electronically controlled suspension (ECS). These “Active Aerodynamics” were not used on the Dodge Stealth. Visually, both the GTO/3000GT and Stealth featured pop-up headlights and noticeable “caps” on the bonnet to accommodate the ECS controllers at the top of the strut turrets. However the rest of factory body kit differed in styling with their respective badges. Most notable are the Dodge signature cross-hairs on the Stealth front bumper fascia, Ferrari inspired gills on the 3000GT rocker panels, Crescent shaped spoiler on the Stealth commonly referred to as the “Banana Wing” and front Active Aero air dam on 3000GT VR4. A mildly revised second generation car appeared in 1994. As the price increased, Mitsubishi also steadily removed some of the or costly (and gimmicky) technology features, and towards the end of production the front end was revised to incorporate fixed rather than pop up headlights. The car was phased out in 1999 for all markets apart from Japan, where it ran for another year. I was quite surprised to find two of them here. Talking with the owners, they told me these are both Japanese market cars, as indeed are most of the examples that you will see in the UK these days. The UK market cars ave generally all rotted away, whereas the Japanese ones – despite popular rumour at lack of rust protection – have actually survived.

NASH

When production was resumed after the war, the Eights were no longer part of the program. The 1946 Ambassador Six was now the top of the Nash line. In 1946, Nash introduced a wood-panelled version of the Ambassador called the “Suburban”. Featuring high-quality ash framing, with mahogany panelling supplied by Mitchell-Bentley of Owosso, Michigan, the Suburban coachwork was based on the handsome “slipstream” sedan, a classic 1940s streamlined design. Intended as a halo car, the Suburban, like all other Nashes, featured options such as “Cruising Gear” overdrive, a trend-setting “Weather-Eye” heater, and a remote control Zenith radio, which enabled the driver to change stations at the touch of their toe. Production was limited, with Nash selling exactly 1,000 examples between 1946 and 1948. A convertible was added to the Ambassador range for 1948, with 1,000 of this one-year-only open-body style produced. Moreover, the automaker allocated only one convertible to its major dealerships. The change to a new unibody design for the 1949 model year meant the end of the full-size Nash convertible. The open body style returned as the compact-sized 1950 Nash Rambler’s landau design.

Nash-Kelvinator president George Mason believed in fiscal responsibility, but also wanted to be “a bit daring, bold, and out of the mainstream” by making “cars noticeably different from those of the mainline Big Three producers.” Nash’s Vice President of Engineering, Nils Eric Wahlberg, had access to a wind tunnel during the war and believed that future cars should take advantage of aerodynamics to achieve many benefits. The company used revenue from its wartime contracts to develop a car that was “the most streamlined form on the road” and lower by 6 inches (152 mm) than the previous designs. Mason was also a convert to build a large aerodynamically clean family car for the postwar market and even championed the design’s enclosed wheels as a bold innovative feature. The resulting car reflected aerodynamic notions of its era, with a rear half resembling the 1935 Stout Scarab. Nash continued to use the Ambassador name on its top models in 1949. The separate frame chassis of the previous Ambassador was discontinued in favour of unibody construction for the new 1949 models, a design the company introduced to the mass market in 1941 with the 600 series cars. The Ambassador series continued to have a 121 in (3,073 mm) wheelbase and the automaker claimed the new chassis design included 8,000 welds making its “1 1/2 to 2 1/2 times as rigid as conventional cars.” After Nash rolled out its Airflyte body style, Ambassador sales enjoyed a significant gain by selling just four- and two-door sedans in the marketplace from 1949 until 1951. They were manufactured at the Nash Factory (Kenosha, WI) and the Nash Factory (El Segundo, CA). The Airflytes also featured fully reclining seats that could turn the car into a vehicle capable of sleeping three adults. The 1950 Ambassador became the first non-General Motors automobiles to be equipped with GM’s Hydramatic automatic transmissions (cars with the automatic transmission have Selecto-lift starting, where the driver pulled the transmission lever on the column toward themselves to engage the starter). 1949 was the first year for a one-piece curved windshield, and front door wing windows featured curved glass as well. Mason also believed that once the seller’s market following World War II ended, Nash’s best hope for survival lay in a product range not addressed by other automakers in the United States at that time – the compact car. With sales of the large Nashes surging ahead of prewar production numbers, Mason began a small car program that would eventually emerge as the compact Nash Rambler, reviving the traditional Rambler marque.

NISSAN/DATSUN

Although not many of the Datsun 240Z were sold in the UK, or indeed Europe, this car proved phenomenally popular in the US, and was really the beginning of the end for the British sports cars which American buyers had been buying in large quantities throughout the 1960s. Known internally as the Nissan S30, and sold in Japan as the Nissan Fairlady Z, the car we call the the Datsun 240Z, and the later 260Z and 280Z was the first generation of Z GT two-seat coupe, produced by Nissan from 1969 to 1978. It was designed by a team led by Yoshihiko Matsuo, the head of Nissan’s Sports Car Styling Studio. With strong performance from the 2.4 litre engine, and excellent ride and handling from the four-wheel independent suspension, the car was good to drive, In the United States, Datsun priced the 240Z within $200 of the MGB-GT, and dealers soon had long waiting lists for the “Z”. Its modern design, relatively low price, and growing dealer network compared to other imported sports cars of the time (Jaguar, BMW, Porsche, etc.), made it a major success for the Nissan Motor Corporation, which at the time sold cars in North America under the name Datsun. As a “halo” car, the 240Z broadened the image of Japanese car-makers beyond their econobox success. The car was updated to the 260Z in 1975, when a larger 2.6 litre engine was used.

OLDSMOBILE

This one is a 1957 Oldsmobile Super 88. This is the third generation of 88 and was new for 1957.  For 1957 only, the basic 88 was officially named Golden Rocket 88, taken from Oldsmobile’s 1956 Motorama two-passenger show car. However, the only badging was an “88” underneath each taillight. Also for 1957 the “J2” option was offered, with three two-barrel carburettors, similar to the Pontiac Tri-Power. The Super 88 continued as the upscale mid-line series. Under the hood, the Rocket V8 increased in displacement to 371 cubic inches and 277 hp for all models across the board. Although rare, three speed manual transmissions were still available. Styling highlights were more evolutionary than radical, with a three-piece rear window design marketed as the “Twin-Strut Rear Window.” This was a feature in all series fixed-roof body-styles except station wagons. Buick also used this 3-piece rear window design that year, but without any marketing nickname. Oldsmobile revived station wagons for the first time since 1950 with the Super 88 Fiesta being a four-door hardtop design. In 1957, Oldsmobile added a safety deep-recessed steering wheel. For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 model is best known in Oldsmobile as the year of the “ChromeMobile” thanks to tremendous splatterings of chrome trim on the body, particularly on the higher-priced Super 88 and Ninety-Eight models. The styling was advertised by Olds as the “Mobile Look.” The Dynamic 88 debuted in 1958 and lasted through 1966 positioned as the entry-level model below the Super 88. This model featured a more economical Rocket V8 than its more expensive linemates – a de-tuned 265 hp version of the 371 cubic-inch Rocket V8 with two-barrel carburation. Super 88 models were powered by a four-barrel 300 hp version of that engine as standard equipment with a J-2 option featuring three two-barrel carburettors and 310 hp. A new option for 1958 was a “Trans-Portable” radio that could be removed from the instrument panel through the glove compartment and used as a portable radio for beaches, picnics, etc. thanks to portable batteries. A revised instrument panel was highlighted by a new deep-dish steering wheel with “horn bars” replacing the long-standing horn ring still common during that period. Despite an economic recession that cut into new car sales industry wide, and especially affected the medium-priced car market that Olds competed in, Oldsmobile saw only a slight decline in sales for 1958 and even rose in industry standings to fourth-place behind the “Low-Priced Three” of Chevrolet, Ford and Plymouth, while surpassing a now-floundering sister division Buick on the sales charts for the first time in many years. Oldsmobile was also way ahead of other middle-priced competitors such as sister division Pontiac, Mercury, Dodge and Chrysler, along with Ford Motor Company’s all-new and ill-fated Edsel, and Chrysler Corporation’s DeSoto – the latter two nameplates of which would fade into oblivion within the next three years. All Oldsmobiles were completely restyled for 1959.

The Oldsmobile Toronado is a personal luxury car manufactured and marketed by the Oldsmobile division of General Motors from 1966 to 1992 over four generations. The Toronado was noted for its transaxle version of GM’s Turbo-Hydramatic transmission, making it the first U.S.-produced front-wheel drive automobile since the demise of the Cord 810/812 in 1937. The Toronado used the GM E platform introduced by the rear-wheel drive Buick Riviera in 1963 and adopted for the front-wheel drive 1967 Cadillac Eldorado. The three models shared the E platform for most of the Toronado’s 26-year history. The name “Toronado” had no prior meaning and was originally selected for a 1963 Chevrolet show car. The Toronado began as a design painting by Oldsmobile stylist David North in 1962. His “Flame Red Car” was a compact sports/personal car never intended for production. A few weeks after the design was finished, however, Oldsmobile division was informed it would be permitted to build a personal car in the Riviera/Thunderbird class for the 1966 model year, and North’s design was selected. For production economy, the still-unnamed car was to share the so-called E-body shell with the redesigned 1966 Buick Riviera (then entering its second generation), which was substantially larger than North had envisioned. Despite the efforts of Oldsmobile and General Motors styling chief Bill Mitchell to put the car on the smaller A-body intermediate used by the Oldsmobile Cutlass, they were overruled for cost reasons. Oldsmobile had been working on front-wheel drive since 1958, a project shepherded by engineer John Beltz (who originated the 4-4-2 and would later become head of the division). Although initially envisioned for the smaller F-85 line, its cost and experimental nature pushed the program towards a larger, more expensive car. Engineer F. J. Hooven of the Ford Motor Company, had patented a similar FWD layout, and Ford considered the design for the 1961 Ford Thunderbird. However, the capability to develop and engineer it on such short notice was doubtful. In 1956 Oldsmobile had also introduced a personal 2-door concept car called the Oldsmobile Golden Rocket that didn’t progress into production. The unusual Toronado powertrain developed by Oldsmobile, called the Unitized Power Package (UPP), packaged a Rocket V8 and transmission into an engine bay no larger than one for a conventional rear-wheel drive car. During its seven-year development, UPP components were driven over 1.5 million test miles to verify their strength and reliability. They proved so well-built the UPP was employed basically unchanged in the 1970s GMC motorhome. Firestone designed an 8.85″ x 15″ tire especially for the Toronado called the TFD (Toronado-Front-Drive) tyre. It had a stiffer sidewall than normal, and the tread and stylishly thin white pin-stripe were also unique. Oldsmobile engineers selected a conventional, though performance-boosted, Olds 425 cu in (7 L) Super Rocket V8 rated at 385 hp and 475 lb/ft (644 Nm) of torque. It was an increase of 10 hp over the Starfire 425, and an increase of 20 hp over the standard 425 engine in the Ninety-Eight. The Toronado intake manifold’s unique shape was depressed to allow for engine hood clearance. The Turbo-Hydramatic heavy-duty three-speed automatic transmission became available during development of the Toronado. Called the TH425 in FWD form, the transmission’s torque converter was separated from its planetary gearset, with the torque converter driving the gearset through a 2 in (51 mm) wide silent chain-drive called Hy-Vo, riding on two 7.5 in (19 cm) sprockets. The Hy-Vo chain drive was developed by GM’s Hydra-Matic Division and Morse Chain Division of Borg-Warner. The chains were made from very strong hardened steel and required no tensioners or idler pulleys because they were pre-stretched on a special machine at the factory. Although the rotational direction of the transmission gears had to be reversed, a large number of components were shared with the conventional TH400. Use of the automatic also eliminated the need to devise a workable manual-shift linkage. No manual transmission was ever contemplated because performance was adequate with the automatic transmission and because virtually all U.S.-built luxury cars during this period came with automatic transmissions as standard equipment. The car’s 0–60 mph (0–97 km/h) time was clocked at 9.5 seconds. The Toronado used a subframe that ended at the forward end of the rear suspension leaf springs, serving as an attachment point for the springs. It carried the powertrain, front suspension and floorpan, allowing greater isolation of road and engine harshness. To fit into the tight space, Oldsmobile adopted torsion bars for the Toronado’s front suspension (the first GM passenger car application of torsion bars in the US, but still not up to Packard’s automatic ride leveling system), with conventional, unequal-length double wishbones. Rear Toronado suspension was a simple beam axle on single leaf springs, unusual only in having dual shock absorbers, one vertical, one horizontal (allowing it to act as a radius rod to control wheel movement). Brakes were hydraulically operated 11 in (279 mm) drums, and were generally considered the Toronado’s weak link. As a rather heavy car, after several panic stops the brake drums would overheat, resulting in considerable fade and long stopping distances. The 1967 addition of vented front disc brakes as an option provided substantial improvement. The Toronado’s UPP enabled the interior to have a completely flat floor, but interior space (primarily rear seat headroom) was somewhat restricted by the fastback styling. As with many coupes, the Toronado featured elongated doors to allow easier access for passengers entering the rear seats. Duplicate door-latch handles were even added at the rear of each door enabling back seat passengers to open the doors without having to reach over or around the front seat, a feature also available on the other two E-bodies, continuing until 1980 on the Eldorado. Options included headrests ($52) and a tilt-telescopic steering column. Drivers faced a highly stylized steering wheel with a double-delta shaped horn ring which framed the view of an unusual “slot-machine” style speedometer, consisting of a stationary horizontal “needle” and a vertically rotating black drum on which the numerals were printed in white. The numerals descended behind the needle as the vehicle gained speed. All other gauges, indicators and controls were grouped within fairly easy reach of the driver. Despite an average weight of 4,500 lb (2,041 kg), published performance test data shows the 1966 Toronado was capable of accelerating from 0–60 mph (0–97 km/h) in 7.5 seconds, and through the standing 1⁄4 mile (400 m) in 16.4 seconds at 93 mph (150 km/h). It was also capable of a maximum speed of 135 mph (217 km/h). Testers found the Toronado’s handling, despite its noticeable front weight bias and consequent understeer, was not substantially different from other full-size U.S. cars when driven under normal conditions. In fact, testers felt that the Toronado was more poised and responsive than other cars, and when pushed to the limits, exhibited superior handling characteristics, although it was essentially incapable of terminal oversteer. The 1966 model was widely recognized as a step forward in design, gaining publicity for the division by winning several leading automotive awards, such as Motor Trend’s Car of the Year Award and Car Life’s Award for Engineering Excellence. It was also the second American car to ever be awarded recognition in Europe, as the third-place finisher at the European Car of the Year competition in 1966. The Toronado sold reasonably well at introduction, with 40,963 produced for 1966. Some television commercials featured former NASA Project Mercury public affairs officer John “Shorty” Powers, Oldsmobile’s primary commercial spokesperson of the era, along with racing legend Bobby Unser driving the vehicle and commenting favourably on the Toronado’s handling. Sales for the 1967 model, which was distinguished by a slight facelift, the addition of optional disc brakes, and a slightly softer ride, dropped by nearly half, to 22,062. A stereo tape player was optional. It would be 1971 before the Toronado matched its first-year sales volume. In 1967, Cadillac adopted its own version of the UPP for the Cadillac Eldorado, using the Cadillac V8 engine. The Eldorado also shared the E-body shell with the Toronado and Riviera, but its radically different styling meant that the three cars did not look at all similar. Also, despite sharing the same platform as the Toronado and Eldorado, the Riviera retained its rear-wheel drive setup, and would not convert to front-wheel drive until the platform was downsized in 1979. The first-generation Toronado persisted with the usual annual facelifts through 1970. Other than the brakes, the major changes were the replacement of the original 425 cu in (7 L) V8 with the new 455 cu in (7.5 L) in 1968, rated at 375 hp in standard form or 400 hp with the W-34 option, revised rear quarter panels (with small fins to disguise the slope of the rear body in side view) in 1969, and the elimination of hidden headlights and the introduction of squared wheel arch bulges in 1970. An ignition lock was added in 1969. Slight interior cosmetic changes were made for each new model year, and a full-length center console with floor-mounted shifter was available as an extra-cost option with the Strato bucket seats from 1968 to 1970, though few Toronados were so ordered. The vast majority of customers went for the standard Strato bench seat to take full advantage of the flatter floor resulting from the front-drive layout. The lack of a “hump” in the floor made three-abreast seating more comfortable than in rear-drive cars, as the center passengers both front and rear did not have to straddle one. The firm suspension and thus the quality of the ride, was gradually softened through the years, hinting at what Toronado eventually would become in 1971. A heavy-duty suspension was an option on later first generation Toronados, which included the original torsion bar springs that were used on the 1966 model. A special option code called W-34 was available on the 1968–70 Toronado. This option included a cold air induction system for the air cleaner, a special performance camshaft and a “GT” transmission calibrated for quick and firm up-shifts and better torque multiplication at 5 mph (8 km/h). Dual exhaust outlets similar to the 1966–67 model years with cutouts in the bumper, were included with W-34. The standard models also had dual exhaust systems, but only a single somewhat hidden outlet running from the muffler exiting rearward on the right side. For 1970 only, the W-34 option also included special “GT” badges on the exterior of the car. The W-34 Toronado was capable of 0–60 mph in 7.5 seconds and the standing 1/4 mile in 15.7 seconds at 89.8 mph. A second generation model was launched for the 1971 model year.

PACKARD

Always built to the highest standards, the Packard was unquestionably one of the finest American automobiles of the pre-war era and deservedly popular on this side of the Atlantic. Dissatisfaction with his Winton motor carriage is said to have spurred James Ward Packard to build a superior automobile. Aided by his brother and two defectors from the Winton company, Packard set up shop in his electrical engineering factory in Warren, Ohio, from which the first Packard car emerged in November 1899. Right from the start, Packard’s innovative engineering and superior build quality attracted the attention of wealthy clients, William D Rockefeller purchasing two at the New York Automobile Show in November 1900. ‘Ask The Man Who Owns One’ was adopted as the company’s advertising slogan. The Packard was counted among the world’s top luxury makes and was a frequent sight at the most exclusive society functions of its era, being favoured by film stars, celebrities and plutocrats. Indeed, throughout the 1910s and 1920s, Packard ranked alongside Peerless and Pierce-Arrow, this elite trio of the US automobile industry being known as the ‘Three P’s’. Cars powered by two-, four- and six-cylinder engines quickly followed the original single-cylinder model before Packard became the first manufacturer to introduce a series production V12 with the launch of the Twin Six for 1916. First introduced in 1924, the Eight was notable as the first Packard to employ four-wheel brakes. Its sidevalve straight-eight engine developed 85bhp from 5.9 litres, and the Eight line-up initially comprised ten models on two wheelbase lengths. In 1927 the engine was enlarged to 6.3 litres and a smaller 5.2-litre Standard Eight introduced for 1929. The larger engine continued to power the Custom and DeLuxe Eights, the latter being renamed ‘Super Eight’ for 1933. Introduced for the 1935 season, the ‘One Twenty’ Eight, also known as the ‘Junior Packard’, represented the company’s first foray into the medium-priced market sector. This car has the 282ci (4,623cc) 120bhp engine introduced on the One Twenty line-up for 1936, independent front suspension, synchromesh transmission and hydraulic brakes having been part of the specification for some years. Curiously, the ‘One Twenty’ designation was dropped for 1938 but returned for 1939, the car offered here belonging to that year’s 17th Series, which commenced production in September 1938. Overdrive transmission (‘Econo-Drive’ in Packard parlance) was an option for the first time on ’39 models and is fitted to this car, affording effortless cruising at 60-65mph and 18-20mpg on a long run. A right-hand drive example, this particular One Twenty Convertible Coupé was sold new in Australia and first owned by a Mrs MacBride, of Maroubra, New South Wales. In the 1950s the car belonged to the Logan family, of Sydney, NSW and was driven up to 1966 when it was placed in storage on blocks. The Packard’s next owner was Jim Lissiman, of Crawley, Western Australia, who acquired it in 1991. Mr Lissiman commissioned a total restoration, which was carried out during the early 1990s by local specialists, as detailed in his letter on file dated April 1995 addressed to the car’s next owner, Mr Dieter Bonitz, of Point Piper, NSW and then Hamburg, Germany. Originally French Blue with black trim, the car was repainted in a modern equivalent of Packard Loyola Maroon metallic and reupholstered in Coral Tan hide. In 2005 the Packard passed to its next owner, Mr William Balbur, of Kelso in the Scottish Borders and then in 2007 was sold to the current vendor.

PLYMOUTH

The Duster 340 was a semi-fastback two-door coupe version of the compact-sized Plymouth Valiant automobile that was marketed from 1970 to the 1976 model years, and which spawned a Dodge version, called the Demon. The Duster coupe provided the compact-sized Plymouth Valiant with a sporty body style to attract customers. The car was a $15 million effort to update the compact Valiant for the 1970 model year. The Valiant badge appeared only on the first model year Dusters, and continued to be used on all the companion 4-door sedan and 2-door Valiant Scamp hardtop models. The Duster was built on the Valiant platform and shared the same front end sheet metal, but featured a different design from the cowl back. The Duster was also positioned to compete with Ford’s slightly smaller semi-fastback Maverick compact car and the AMC Hornet that were both also introduced in 1970, and the slightly larger semi-fastback Chevrolet Nova whose design was introduced in 1968. While the Maverick and Nova were offered in a 4-door sedan body style, the Duster nameplate was used only for the 2-door coupe. The Duster was also marketed as an alternative to the original Volkswagen Beetle, as well as the new class of domestic subcompact cars such as the Chevrolet Vega. Numerous trim and option package variants of the Duster were offered with names that included Feather Duster, Gold Duster, Silver Duster, Space Duster, Duster Twister, Duster 340 and Duster 360. These marketing variations of the basic Duster design targeted customers seeking economy, cargo capacity, and/or performance. There were detailed changes every year, as was commonplace in America at the time. This is a 1973 model, with the 340 cubic inch (5.6 litre) engine, which was one down from the top of the range (that honour went to a 360 ci car).

When the downsized “R-body” cars were introduced for 1979, a Plymouth version was not included, as the low-end Chrysler Newport was intended to fill this gap. Although the Newport achieved this, and 1979 sales were fairly strong, there was still heavy demand for a full-sized Plymouth model. So finally in 1980 the Gran Fury returned after a two-model-year absence. This downsized Gran Fury was available only as a “pillared hardtop” 4-door sedan, this time based on the heavily restyled, but not re-engineered R platform, introduced in 1979 in response to redesigned Chevrolet and Ford models. The “new” R-body was heavily based on Chrysler’s old mid-size B-body platform, introduced in 1962 and updated several times thereafter. Nearly identical to the concurrent Chrysler Newport, it was intended to satisfy dealer requests for a lower-priced full-size model but more importantly to fulfill fleet orders, primarily for police and taxi use. The 1980 Plymouth Gran Fury was available in two versions, Base and Salon. Gran Fury Salon offered more standard features, including a vinyl-covered roof, higher-grade interior cloth, split-bench seat, chrome body-side trim, and deluxe wheel covers. Like its sibling, the Dodge St. Regis, the R-Body Gran Fury was very popular with fleet customers, especially police departments (by ordering the A38 Police Package coupled with a 195 bhp E58 360 cu in engine); both the Michigan State Police and the Ohio State Highway Patrol ordered substantial numbers of the cars. In light of this, the 1980 Gran Fury achieved the highest sales (18,750) of any R-body that year. The second Generation Plymouth Gran Fury was short-lived, being discontinued midway through the 1981 model year along with the other R-body models due to slow sales. This can be mainly attributed to poor fuel economy, as well as its outdated platform. The 1981 Gran Fury was also the last true full-size car to bear the Plymouth name, until the brand’s demise twenty years later. In 1982, Plymouth downsized the Gran Fury again, this time sharing the mid-size M platform with the Chrysler Fifth Avenue (called Chrysler New Yorker/New Yorker Fifth Avenue for 1982 and 1983) and the Dodge Diplomat.

PONTIAC

The first Pontiac GTO was available as an option package for the Pontiac LeMans, available in coupé, hardtop, and convertible body styles. The US$295 package included a 389 cu in (6.4 L) V8 rated at 325 hp at 4,800 rpm with a single Carter AFB four-barrel carburettor and dual exhaust pipes, chromed valve covers and air cleaner, seven-blade clutch fan, a floor-shifted three-speed manual transmission with a Hurst shifter, stiffer springs, larger diameter front sway bar, wider wheels with 7.50 × 14 redline tires, hood scoops, and GTO badges. Optional equipment included a four-speed manual transmission, Super Turbine 300 two-speed automatic transmission, a more powerful engine with “Tri-Power” carburetion (three two-barrel Rochester 2G carburettors) rated at 348 bhp, metallic drum brake linings, limited-slip differential, heavy-duty cooling, ride and handling package as well as a tachometer mounted in the far right dial on the dash. Some limited power features were available, as well as other accessories. With every available option, the GTO cost about $4,500 and weighed around 3,500 lb (1,600 kg). Most contemporary road tests by the automotive press such as Car Life criticised the slow steering, particularly without power steering, and inadequate drum brakes, which were identical to those of the normal Tempest. Frank Bridge’s initial sales forecast of 5,000 units proved inaccurate: the GTO package’s total sales amounted to 32,450 units. The Tempest model line up, including the GTO, was restyled for the 1965 model year, adding 3.1 inches (79 mm) to the overall length while retaining the same wheelbase and interior dimensions. It had Pontiac’s characteristic vertically stacked quad headlights. Overall weight was increased by about 100 lb (45 kg). The brake lining area increased by nearly 15%. Heavy-duty shocks were standard, as was a stronger front antisway bar. The dashboard design was changed, and an optional rally gauge cluster (US$86.08) added a more legible tachometer and oil pressure gauge. An additional option was a breakerless transistor ignition. The 389 cubic inches engines received revised cylinder heads with re-cored intake passages and high rise intake manifolds, improving airflow to the engine. Rated power increased to 335 hp at 5,000 rpm for the base four-barrel engine; the Tri-Power engine was now rated 360 hp at 5,200 rpm. The ‘S’-cammed Tri-Power engine had slightly less peak torque rating than the base engine 424 lb/ft (575 Nm) at 3,600 rpm as compared to 431 lb/ft (584 Nm) at 3,200 rpm. Transmission and axle ratio choices remained the same. The three-speed manual was standard, while two four-speed manual transmissions (wide or close ratio) and a two-speed automatic transmission were optional. The restyled car had a new simulated hood scoop. A seldom seen dealer-installed option consisted of a metal underhood pan and gaskets to open the scoop, making it a cold air intake. The scoop was low enough that its effectiveness was questionable (it was unlikely to pick up anything but boundary layer air), but it allowed an enhanced engine sound. Another exterior change was the black “egg-crate” grille. Car Life tested a 1965 GTO with Tri-Power and what they considered the most desirable options (close-ratio four-speed manual transmission, power steering, metallic brakes, rally wheels, 4.11 limited-slip differential, and “Rally” gauge cluster), with a total sticker price of US$3,643.79. With two testers and equipment aboard, they recorded a 0–60 miles per hour (0–97 km/h) acceleration time of 5.8 seconds, the standing quarter-mile in 14.5 seconds with a trap speed of 100 mph (160 km/h), and an observed top speed of 114 mph (182.4 km/h) at the engine’s 6,000 rpm redline. A four-barrel Motor Trend test car, a heavier convertible handicapped by the two-speed automatic transmission and the lack of a limited-slip differential, ran 0–60 mph in 7 seconds and through the quarter-mile in 16.1 seconds at 89 mph (142.4 km/h). Major criticisms of the GTO continued to centre on its slow steering (ratio of 17.5:1, four turns lock-to-lock) and subpar brakes. Car Life was satisfied with the metallic brakes on its GTO, but Motor Trend and Road Test found the four-wheel drum brakes with organic linings to be alarmingly inadequate in high-speed driving. Sales of the GTO, abetted by a marketing and promotional campaign that included songs and various merchandise, more than doubled to 75,342. It spawned many imitators, both within other GM divisions and its competitors. The GTO became a separate Pontiac model (model number 242) in 1966, instead of being an “option package” on the Tempest LeMans. The entire GM “A” body intermediate line was restyled that year, gaining more curvaceous styling with kicked-up rear fender lines for a “Coke-bottle” look, and a slightly “tunneled” backlight. The tail light featured a louvered cover, only seen on the GTO. Overall length grew only fractionally, to 206.4 in (5,243 mm), still on a 115 in (2,921 mm) wheelbase, while width expanded to 74.4 in (1,890 mm). Rear track increased one inch (2.5 cm). Overall weight remained about the same. The GTO was available as a pillared coupe, a hardtop (without B-pillars), and a convertible. An automotive industry first was a plastic front grille that replaced the pot metal and aluminium versions used in earlier years. New Strato bucket seats were introduced with higher and thinner seat backs and contoured cushions for added comfort and adjustable headrests were introduced as a new option. The instrument panel was redesigned and more integrated than in previous years with the ignition switch moved from the far left of the dash to the right of the steering wheel. Four pod instruments continued, and the GTO’s dash was highlighted by walnut veneer trim. Engine and carburettor choices remained the same as the previous year, except the Tri-Power option was discontinued mid-model year. A new engine was offered that saw few takers: the XS option consisted of a factory Ram Air set up with a new 744 high lift cam. Approximately 35 factory-installed Ram Air packages are believed to have been built, though 300 dealership-installed Ram Air packages are estimated to have been ordered. Sales increased to 96,946, the highest production figure for all GTO years. Although Pontiac had strenuously promoted the GTO in advertising as the “GTO Tiger,” it had become known in the youth market as the “goat.” The GTO underwent a few styling changes in 1967. The louver-covered taillights were replaced with eight tail lights, four on each side. Rally II wheels with coloured lug nuts were also available in 1967. The GTO emblems located on the rear part of the fenders were moved to the chrome rocker panels. The grille was changed from a purely split grille to one that shared some chrome. The 1967 GTO was available in three body styles: Hardtop – 65,176 produced; Convertible – 9,517 produced; Sports coupe – 7,029 produced. The GTO also saw several mechanical changes in 1967. The Tri-Power carburetion system was replaced with a single 4-barrel Rochester Quadrajet carburetor. The 389 cu in (6.4 L) engine received a larger cylinder bore 4.12 in (104.6 mm) for a total displacement of 400 cu in (6.6 L) V8, which was available in three models: economy, standard, and high output. The economy engine used a two-barrel carburettor rather than the Rochester Quadrajet and was rated at 265 hp  at 4,400 rpm and 397 lb/ft (538 Nm) at 3,400 rpm. The standard engine was rated at 335 hp at 5,000 rpm; and the highest torque of the three engines at 441 lb/ft (598 Nm) at 3,400 rpm. The high output engine produced the most power for that year at 360 hp at 5,100 rpm and a maximum torque of 438 lb/ft (594 Nm) at 3,600 rpm. Emission controls were fitted in GTOs sold in California. The 1967 model year required new safety equipment. A new energy-absorbing steering column was accompanied by an energy-absorbing steering wheel, padded instrument panel, non-protruding control knobs, and four-way emergency flashers. A shoulder belt option was also featured, and the brake master cylinder was now a dual reservoir unit with a backup hydraulic circuit. The two-speed automatic transmission was also replaced with a three-speed Turbo-Hydramatic TH-400, which was equipped with a Hurst Performance dual-gate shifter, called a “his/hers” shifter, that permitted either automatic shifting in “drive” or manual selection through the gears. Front disc brakes were also an option in 1967. The GTO sales for 1967 totalled 81,722 units.

Pontiac introduced the Firebird in 1967, at the same time as the Chevrolet Camaro, a car whose underpinnings it shared. Although the bodystyles of the two cars were different in detail, the relationship remained obvious through the four generations of the two models, and the pair would evolve in parallel, as direct rivals to Ford’s Mustang, the car from which they took their inspiration. The first generation Firebirds had a characteristic Coke bottle styling. Unlike its cousin the Chevrolet Camaro, the Firebird’s bumpers were integrated into the design of the front end. The Firebird’s rear “slit” taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1969 model year. Originally, the car was a “consolation prize” for Pontiac, who had wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet’s Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet. The base model Firebird came equipped with the OHC inline-6 and a single-barrel carburettor. The next model, the Sprint, had a four-barrel carburettor, developing 215 hp Most buyers opted for one of the V8 engines: the 326 CID (5.3 litre) with a two-barrel carburettor producing 250 hp; the “H.O.” (High Output) engine of the same displacement, but with a four-barrel carburettor and producing 285 hp; or the 400 CID (6.6 litre) from the GTO with 325 hp. A “Ram Air” option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 CID (3.8 litre) engines were subsequently replaced by 250 CID (4.1 litre) engines, the first developing 175 hp using a single-barrel carburettor, and the other 215 hp with a four-barrel carburettor. Also for the 1968 model, the 326 CID (5.3 litre) engine was replaced by one with a displacement of 350 cubic inches (5.7 litre). An “H.O.” version of the 350 CID with a revised cam was also offered starting in that year, which developed 320 hp. Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the “Trans Am Performance and Appearance Package,”, named after the Trans Am Series, which included a rear spoiler, was introduced. Of these first “Trans Ams,” only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 CID engine during that year, complementing the Ram Air III; these generated 345 and 335 hp respectively. The 350 “H.O.” engine was revised again with a different cam and cylinder heads resulting in 330 hp. During 1969 a special 303 cu in (5.0 litre) engine was designed for SCCA road racing applications that was not available in production cars. The styling difference from the 1967 to the 1968 model was the addition of Federally-mandated side marker lights: for the front of the car, the turn signals were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. The front door vent-windows were replaced with a single pane of glass. The 1969 model received a major facelift with a new front end design but unlike its big brother the GTO, it did not have the Endura bumper. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM’s new locking ignition switch/steering wheel. Due to engineering problems that delayed the introduction of the all-new 1970 Firebird beyond the usual autumn  debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year.

There were a couple of examples of the Firebird here, sister car to the Chevrolet Camaro. Earliest of the models here was a pre 74 car, one of the long-lived second generation models. The launch of these had been delayed until February 26, 1970, because of tooling and engineering problems; thus, the first cars are often known as 1970½ model, while leftover 1969s were listed in early Pontiac literature without a model-year identification. This generation of Firebirds were available in coupe form only; convertibles disappearing after the 1969 model year. Replacing the “Coke bottle” styling was a more “swoopy” body style, while still retaining some traditional elements. The top of the rear window line going almost straight down to the lip of the boot lid, a look that was to epitomise F-body styling for the longest period during the Firebird’s lifetime. The new design was initially characterised with a large C-pillar, until 1975 when the rear window was enlarged. There were two Ram Air 400 cu in (6.6 litre) engines for 1970: the 335 hp Ram Air III (366 hp in the GTO) and the 345 hp Ram Air IV (370 hp in the GTO) that were carried over from 1969. The difference between the GTO and Firebird engines was the secondary carburettor linkage which prevented the rear barrels from opening completely. Bending the linkage to allow full carburettor operation resulted in identical engine performance. The 455 engine available in the second generation Firebird Trans Am was arguably the last high-performance engine of the original muscle car generation. The 455 cu in (7.5 litre) engine made its first appearance in the Firebird in 1971 as the 455-HO, which continued through the 1972 model year. In 1973 and 1974, a special version of the 455, called the Super Duty 455 (SD-455), was offered. The SD-455 consisted of a strengthened cylinder block that included 4-bolt main bearings and added material in various locations for improved strength.  Actual production cars yielded 1/4 mile results in the high 14 to 15.0 second/98 MPH range, results that are consistent with a 3,850 pound car (plus driver) and the rated 290 SAE net horsepower figure. An original rating of 310 SAE net horsepower had been assigned to the SD455, though that rating was based on an emissions non-compliant “pre-production” engine. That rating appeared in published 1973 model year Pontiac literature, which had been printed prior to the “pre-production” engines “barely passing*” emissions testing, and the last minute switch to what became the production engine During a 1972 strike, the Firebird (and the sister F-body Camaro) were nearly dropped, but fortunately the cars remained in production, though tightening restrictions on vehicle emissions had their effects on the available performance of the cars that would follow. The first significant change to the styling came for 1974 when a slant nose with mandatory 5 mph impact absorbing bumpers was adopted. These added significant weight to the car, blunting its performance, but this was happening to everything on the market at the time. Detailed changes followed again in 1975 and 1976 and then in 1977, a distinctive, slant-nose facelift occurred, with the Firebird now using four square headlamps, while the Camaro continued to retain the two round headlights that had been shared by both Second Generation designs. Pontiac offered the Trans Am  6.6 litre 400 (RPO W72) rated at 200 hp), as opposed to the regular 6.6 litre 400 (RPO L78) rated at 180 hp. The Trans am 6.6 equipped engines had chrome valve covers, while the base 400 engines had painted valve covers. In addition, California and high-altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977. The 1977 Trans-Am Special Edition became famous after being featured in Smokey and the Bandit. Changes for 1978 were slight, with a switch from a honeycomb to a crosshatch pattern grille being the most obvious from the outside. Beginning in 1978, the Pontiac group introduced a new special edition vehicle. The Firebird Formula LT Sport Edition which featured a revised 10% raised compression Chevy 305 V8 powertrain producing 155 hp (same as 1977 Chevy Monza Mirage) combined with a floor centre console 4 speed Manual T-10 BW Transmission coupled to a limited-slip differential final drive. The Limited Touring package (LT) also included a cabin roof, door, fender and hood graphics scheme, the Trans-Am sports handling package with HD gas shocks, Modular Alloy Wheels and the SE Trans-Am rear deck Spoiler with “Formula” word graphic detail. The engineers also revised the compression ratio in the 400ci through the installation of different cylinder heads with smaller combustion chambers (1977 Pontiac 400 engines also had the 350 heads bolted to the 400 blocks, these heads were known as the 6x-4 heads and were taken from the Pontiac 350). This increased power by 10% for a total of 220 during the 1978–79 model years. The 400/403 options remained available until 1979, when the 400 CID engines were only available in the 4-speed transmission Trans Ams and Formulas (the engines had actually been stockpiled from 1978, when PMD had cut production of the engine).

The availability and cost of gasoline (two fuel crises had occurred by this time) meant the weight and the fuel consumption of the third generation had to be considered in the design. In F-body development, both the third-generation Firebird and Camaro were proposed as possible front-wheel-drive platforms, but the idea was scrapped. Computerized engine management was in its infancy, and with fuel efficiency being the primary objective, it was not possible to have high horsepower and torque numbers. They did manage to cut enough weight from the design so that acceleration performance would be better than the 1981 models. They also succeeded in reducing fuel consumption, offering a four-cylinder Firebird that would provide 34 miles per US gallon (6.9 L/100 km). GM executives decided that engineering effort would best be spent on aerodynamics and chassis development. They created a modern platform so that when engine technology advanced, they would have a well-balanced package with acceleration, braking, handling, and aerodynamics. The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about three degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the third-generation Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the fourth generation’s design). In addition to being about 500 pounds (230 kg) lighter than the previous design, the new design was the most aerodynamic product GM had ever released. Wind tunnels were used to form the new F-Body platform’s shape, and Pontiac took full advantage of it. The aerodynamic developments extended to the finned aluminum wheels with smooth hubcaps and a functional rear spoiler. In 1988 the Trans Am GTA, which was built with the standard 350 cu in 5.7 L V8 engine, was offered with the option of the removable roof “T-tops”. However, any buyer ordering this option could only order the 305 cu in 5.0 L V8 engine, because the roof did not have the support for all the extra torque from the engine, requiring a power trade-off for those who wanted this option. Pontiac also introduced a rare option for the Trans Am GTA in the 1988 model year, the $800 “notchback”, which replaced the standard long large, glass-dominated hatchback to make the Firebird design look less like the Camaro design, and shared an appearance with the Pontiac Fiero. The notchback was a special fiberglass rear deck lid, replacing the long-sloped window with a short vertical rear window, resembling the back of a Ferrari 288 GTO. A total of 718 of these Notchbacks were built in 1988. The promotion was only in the form of a sheet in the back of a notebook of available options. They were made by Auto-Fab of Auburn Hills, Michigan. Problems with the incorrect fitting of the notchbacks to the GTAs at the Van Nuys plant often resulted in delays of several months for buyers who wanted this option. Furthermore, quality control problems plagued the notchback, many owners complained of rippling and deforming of the fiberglass rear deck, and others complained of large defects resembling acne forming in the notchbacks. Pontiac had to repair them under warranty, sanding down the imperfections, and repainting them, only to have more flaws resurface months later. Because of the poor quality and numerous expensive warranty repairs and repainting, the notchback was subsequently cancelled for the 1989 model year, via a bulletin in August 1988, although production records indicate that a few were produced. For 1989, most Firebird models were nearly identical to those made in 1988. The Trans-Am GTA and Formula 350 models were fitted with upgraded Corvette 5.7 Liter L98 Engines, replacing the 5.7 Liter L98 engine version that powered the 1987 and 1988 models. The L98 was not a factory option on the non-GTA version of the Trans Am in 1989, which was downgraded to only feature the 5.0 Liter LB9 Engine. The Formula and GTA models sold with manual transmissions all featured the LB9 engines as well. In 1989, Pontiac made a limited edition 20th Anniversary Turbo Trans Am, which was the Indianapolis 500 Pace Car that year. The 20th Anniversary model featured the 3.8-liter turbocharged Buick engine used in the 1987 GNX, with two modifications: re-engineered cylinder heads (because the F-Body had less engine room than the G-body) with 8:1 instead of 9:1 compression, and upgraded turbocharger components that provided extra boost (16 psi vs. 14 psi for the Buick GNX). The Turbo Trans Am came with a 5-year 50,000-mile warranty rather than the 12-month 12,000-mile warranty that applied to the Buick GNX. Though officially rated at 250 hp (186 kW) and 340 lb⋅ft (461 N⋅m), dynamometer testing of the 20th Anniversary model tests regularly recorded over 300 horsepower. Hagerty reported that the Turbo Trans Am was 0.1 second faster than the GNX in both 0-60 mph and 1/4-mile tests. The 20th Anniversary Trans Am also featured Chevrolet’s high-performance ‘police-Camaro’ 1LE brakes, and it was the first Indy-500 Pace Car that did not require an engine, suspension, and other performance upgrades and modifications to handle Pace Car duties at Indianapolis. The 20th Anniversary Trans Am was the last ‘anniversary’ model to feature more than a custom interior and special exterior paint trim.

The fourth-generation Firebird amplified the aerodynamic styling initiated by the previous generation. While the live rear axle and floorpan aft of the front seats remained largely the same, ninety percent of the Firebird’s parts were all-new. Overall, the styling of the Firebird more strongly reflected the Banshee IV concept car than the 1991 “facelift” did. As with the Camaro, major improvements included standard dual airbags, four-wheel anti-lock brakes, 16-inch wheels, rack-and-pinion power steering, short/long-arm front suspension, and several non-rusting composite body panels. Throughout its fourth generation, trim levels included V6-powered Firebird, and V8-powered Formula and Trans Am. Standard manual transmissions were the T5 five-speed manual for the V6s, Borg-Warner’s T56 six-speed manual for the V8s. The 4L60 four-speed automatic was optional for both in 1993, becoming the 4L60E with built-in electronic controls in 1994. From 1993 until 1995 (1995 non-California cars), Firebirds received a 160 hp 3.4 L V6, an enhanced version of the third-generation’s 3.1 L V6. Beginning mid-year 1995 onward, a Series II 3.8 L V6 with 200 hp became the Firebird’s sole engine. From 1993 to 1997, the sole engine for the Formula and Trans Am was the 5.7 L LT1 V8, essentially identical to the LT1 in the C4 Corvette except for more flow-restrictive intake and exhaust systems. Steering wheel audio controls were included with optional uplevel cassette or compact disc stereo systems. Beginning with 1994 model year cars, “Delco 2001”-series stereo systems replaced the previous Delco units.[30]:898 This revised series, also introduced for other Pontiac car lines, featured ergonomically-designed control panels with larger buttons and an optional seven-band graphic equalizer. Also in 1994, the fourth-generation convertible was available; every Firebird (and Camaro) convertible featured a glass rear window with a built-in electric defroster. The 1995 models were the same as those of previous years, but traction control (ASR: acceleration slip regulation) was available for LT1 Firebirds, controlled by a switch on the console. The steering wheels in all Firebirds were also changed; their optional built-in audio controls were more closely grouped on each side. The “Trans Am GT” trim level was dropped from the lineup after its model year run in 1994. For 1995, all Trans Ams received 155-mph speedometers and Z-rated tires. 1995 was also the first year of the vented version of the Opti-Spark distributors on LT1 F-cars, addressing a common mechanical fault with the unit. The ‘transmission perform’ button was available only in the 1994 and 1995 Formula and Trans Am. This option was stopped for the 1996 and later models, but the unused connections remain available for 1996 and 1997 Formula and Trans Am. While 1995 cars still used the OBD-I (on-board diagnostic) computer system (the last year of any American car including the F-body to use OBD-I), a majority of them had OBD-II connector ports under the dash. Firebird performance levels improved for 1996, with the establishment of the stronger 200-hp 3.8 L V6 as the new base engine, and the power rating of the LT1 increased to 285 for 1996, due to its new dual catalytic-converter exhaust system. 1996 was also the first model year of the OBD-II computer system. Optional performance enhancements were available for each Firebird trim level; the Y87 performance packages for V6s added mechanical features of the V8 setups, such as four-wheel disc brakes, faster-response steering, limited-slip rear differential, and dual tailpipes. For Formulas and Trans Ams, functional dual-inlet “Ram Air” hoods returned as part of the WS6 performance package. The optional package boosted rated horsepower from 285 to 305, and torque from 325 lb·ft to 335. Also included were 17×9-wheels wheels with 275/40ZR17 tyres, suspension improvements, oval dual tailpipe tips, and a WS6 badge. Bilstein shocks were a further option with the package. The 1997 model year introduced standard air conditioning, daytime running lamps (utilizing the front turn signal lamps), digital odometers, and optional 500-watt Monsoon cassette or compact disc stereo systems to all Firebird trim levels. For V6 Firebirds, a W68 sport appearance package was also introduced as a counterpart to the Camaro RS trim level. The WS6 “Ram Air” performance package was now also an option for the Formula and Trans Am convertibles, although these convertibles did not receive the 17-inch wheel-and-tire combination. There were 41 Formula convertibles and 463 Trans Am convertibles produced from 1996 to 1997 with the WS6 package. In 1997, in relation to the Camaro, the Firebird received a mid-cycle refresh for the 1998 model year. Major changes included a new hood and front fascia with dual intakes, retracting quad halogen headlights, circular turn signals and fog lamps, a front license plate pocket, lower fender air vents, unified-style lower door raised lettering for each trim level, and a new “honeycomb” rear light panel, with circular reverse lamps. In the dashboard, “next-generation” reduced-force dual airbags became standard. As before, the Formula and Trans Am again received a close derivative of the Corvette’s 5.7 L V8, the LS1 of the C5 Corvette, as the LT1 (and LT4) V8s were discontinued.: The LS1 Firebirds were also equipped with an aluminium driveshaft, replacing the previous steel version, while all Firebird trim levels gained four-wheel disc brakes with dual-piston front calipers and larger rotors at each wheel, complete with a solenoid-based Bosch anti-lock system. The Formula convertible was no longer offered. Beginning in 1998 for 1999 models, a standard 16.8-gallon non-metallic fuel tank increased the potential travelling range. GM’s ASR traction control system was extended to the V6-powered Firebirds, and all LS1 (V8) and Y87 (V6) Firebirds also received a Zexel/Torsen II slip-reduction rear axle. An electronic brakeforce distribution (EBD) system replaced the old hydraulic proportioning valve for improved brake performance. An enhanced sensing and diagnostic module (SDM) recorded vehicle speed, engine rpm, throttle position, and brake use in the last five seconds prior to airbag deployment. :915 In 1999, a Hurst shifter for variants with the 6-speed manual and a power steering cooler became options for LS1 Firebirds. In 2000, the WS6 performance package was available exclusively for the 2001 model year Trans Am coupe and convertible variants. For 2002, more convenience items such as power mirrors and power antenna became standard equipment, while cassette stereos were phased out.

The Pontiac LeMans is a model name that was applied to subcompact- and intermediate-sized automobiles marketed by Pontiac from 1961 to 1981 (1983 in Canada) model years. Originally a trim upgrade based on the Tempest, it became a separate model. In 1964 the Tempest was available with an optional GTO package that later became a separate model, the Pontiac GTO, muscle car. 1970 introduced the GT-37 package. Manufactured in five generations in the 1960s and 1970s, it was replaced by the downsized Pontiac Grand Am. From 1988 to 1993 the name was resurrected for a badge-engineered version of the Daewoo LeMans manufactured by Daewoo in South Korea. The four-door Safari station wagon became available for the 1968 model year in the Tempest line. A new engine replaced the 326. This new engine was based on all existing Pontiac engine architecture and using the 326, 389, and 400 engines crank at 3.75″ and expanding the 326’s 3.72″ bore to 3.88″ to give 353.84 cubic inches. It was marketed by Pontiac as a 350, just like the original 326 was called rather than its true size of 325.84. For 1968 the 350 was available in two versions as a 265 hp 2-bbl and a 325 hp 4-bbl. In 1969 the engine came as 265 hp 2bbl and 330 hp 4bbl. The ten horsepower increase over 1968’s engine is due to a different cam plus the use of the #48 big valve heads, the same head used on the Ram Air 3 400-cubic inch 366 hp engine and the 428-HO engine at 390 hp. 1969 would be the last high performance version of the 350. The Sprint OHC six was increased from its original size of 230 to 250 cubic inches, and the horsepower had increased from the original 207 hp to 230 hp in its final version in 1969. For 1970, Pontiac’s intermediate lineup was reshuffled to include the Tempest, Lemans, Lemans Sport, GTO and GTO Judge series. The Le Mans nameplate was downgraded to replace the sub-series previously known as the Tempest Custom, while the previous top Le Mans series was renamed the Le Mans Sport in the same three body styles as earlier, including a four-door hardtop sedan, two-door hardtop coupe and convertible. New for this year were Firebird inspired front bumpers, wrap-around taillights, and crease style body lines. Replacing the Pontiac-built OHC six-cylinder as the base engine for Tempest, LeMans, and LeMans Sport was Chevrolet’s 250 cubic-inch straight-six engine. V8 offerings included 350 and 400-cid options with 2 barrel carburation and a 330 hp 400-cid 4 barrel carbureted engine with dual exhausts. The four-barrel 350 HO was discontinued. Pontiac wanted to have a car that was less expensive than its Chevrolet counterpart, so in February 1970, Pontiac introduced the T-37 Hardtop Coupe, replacing the Tempest nameplate for the two-door pillared coupe. The T-37 was initially described as “General Motors’ lowest-priced hardtop,” but was undercut by a base Chevrolet Chevelle hardtop coupe introduced a few weeks later. The T-37 Coupe was followed by the introduction of a new option to T-37, the GT-37 package. The GT-37 represented the “stripper” muscle car package. In addition to the three V8 engines, GT-37 extras included Rally II wheels sans trim rings, white letter tires, chrome tipped dual exhaust, vinyl accents stripes, 3-speed floor shift transmission, sport mirrors, hood locking pins, and GT-37 badging. For the 1971 model year, Pontiac dropped the Tempest name altogether and introduced its intermediate lineup as T-37, Lemans GT-37, Lemans, and Lemans Sport The GTO and GTO Judge were a separate line. Two-door coupes and four-door sedans were available with T-37, Lemans, and Lemans Sport. The 2-door Hardtop was available across the series, while the convertible model was limited to Lemans Sport and the GTO line. The GT-37 returned as package to T-37 models and was marketed as “The GTO for Kids under 30.” The GT-37 received the same feature package as the previous year with the exception of new eyebrow-type side striping similar to that of the GTO Judge model. In mid-March 1971, a second design change for the GT-37 switched the striping to a reflective sword-style stripe sometimes referred to as the 1971 ½ GT-37. 1971 also afforded the customer the opportunity to choose any of Pontiac’s optional V8’s such as 350, 400, or 455 cubic inch models, including the 455 High Output (HO) engine. The 455 had only been offered on the GTOs in 1970 and came in a 325 hp four-barrel version or the 335 hp High Output version. All 1971 engines were detuned with lower compression ratios to run on lower-octane regular leaded, low-lead or unleaded gasoline. Brakes were 9.5″ drums. For 1972, all Pontiac intermediates were now Le Mans models and the low-priced T-37 line was replaced by a base Le Mans pillared coupe. The top-line intermediate was the Luxury Le Mans, available in hardtop sedan and coupe models, featuring upgraded interiors compared to regular Le Mans models. The Le Mans Sport was available as a two-door hardtop or convertible with Strato bucket seats and interiors from the Luxury Le Mans. The GTO was changed from a separate series back to an option package on Le Mans and Le Mans Sport coupes. Replacing the previous GT-37 option package for 1972 was the new “Le Mans GT” option, available on Le Mans pillared and hardtop coupes with any V8 ranging from the 350 two-barrel to the 455 HO four-barrel, and also included the same appearance and handling items carried over from the GT-37.

For 1972, all Pontiac intermediates were now Le Mans models, and the low-priced T-37 line was replaced by a base Le Mans pillared coupe. The top-line intermediate was the Luxury Le Mans, available in hardtop sedan and coupe models, featuring upgraded interiors compared to regular Le Mans models. The Le Mans Sport was available as a two-door hardtop or convertible with Strato bucket seats and interiors from the Luxury Le Mans. The GTO was changed from a separate series back to an option package on Le Mans and Le Mans Sport coupes. Replacing the previous GT-37 option package for 1972 was the new “Le Mans GT” option, available on Le Mans pillared and hardtop coupes with any V8 ranging from the 350 two-barrel to the 455 HO four-barrel, and also included the same appearance and handling items carried over from the GT-37.

RAM

There was just one example of the recent RAM trucks, this being the 1500, dating from 2015.

STUDEBAKER

The Studebaker M-series is a pickup truck series designed in the late 1930s by the Studebaker Corporation. M-series Studebaker trucks came in several versions both pre and post WW II. The M-5 was a 1/2 ton truck, available in a pickup configuration as well as a cab and rolling chassis. The M15 was the 3/4 ton version. The M15A was the one & 1+1⁄2-ton version. The M5, M15, and M15A all came with the Champion 169 ci. engine only. The M16 1-1/2 & 2 ton versions came with the more powerful Commander 226 ci. engine. The Studebaker US6 version was produced during the war to government specifications; using a different nose and engine configuration, in both a 4×6 & 6×6 versions of a 2+1⁄2-ton truck. In early 1945, Studebaker was given permission to produce some M Series trucks for civilian use. Like most truck lines, the Studebaker M Series trucks could be had in any number of body styles. While only pickup beds were offered on the M5, M15, & M15A versions from the factory, combination cab and rolling chassis were sold, allowing custom truck body manufacturers to variously sell standard beds and boxes or custom fabricate them to an owners specifications. While the M16 version used the larger Commander 226 ci. engine, through the use of a different fire wall on these cabs, all the other front sheet metal stayed the same. However, a spacer was used in the front fenders to accommodate the larger front wheel track of the M16. The M series truck range was produced from 1939 to 1942, when civilian production was stopped due to the Second World War and restarted in 1945, continued until 1949. Based on the Studebaker M16, the company designed the Studebaker US6 6×4 and 6×6 military trucks, which differed only in that they had a new engine, a new front end and all-wheel drive. The M series sported a more aerodynamic shape than most trucks of the time, with easily recognisable “wind wing” vents on the driver and passenger windows, a feature not found on any other make of American truck during World War II. When Studebaker introduced the M-series pickup truck in 1941, the company used the Coupe Express name from its 1937–1939 Coupe Express coupe utility of in advertising for a time;] no M-series trucks were ever officially designated as the Coupe Express.

AUSTIN

This customised car is based on the A40 Devon that was offered from 1948 to 1952.

VOLVO

There was a single example of the “Amazon” Volvo here. Although costly when new, thanks to the UK’s Import Duty which applied to foreign car imports at the time, the Volvo of this era was surprisingly popular with UK buyers. The cars were tough, as strong success in rallying evidenced, but not that many have survived. There’s a complex history to this model, with lots of different numbers applied to the car during a 13 year production run. When introduced, the car was named the Amason (with an ‘s’), deriving from the fierce female warriors of Greek mythology, the Amazons. German motorcycle manufacturer Kreidler had already registered the name, and the two companies finally agreed that Volvo could only use the name domestically (i.e., within Sweden), modifying the spelling to Amazon. Subsequently, Volvo began its tri-digit nomenclature and the line became known as the 120 Series. Under prototype designation 1200, following the PV444’s internal designation as the 1100, the Amazon was released in the press in February 1956, with production initially set to begin in July of the same year, and deliveries commenced in August 1956 — under the now modified internal designation 120 series. The Amazon sedan’s ponton genre, three-box styling was inspired by US cars of the early 1950s, strongly resembling the Chrysler New Yorker sedan and the Chrysler 300C hardtop Coupe. According to designer Jan Wilsgaard, the Amazon’s styling was inspired by a Kaiser he saw at the Gothenburg harbour. The Amazon featured strong articulation front to rear, pronounced “shoulders”, and slight but visible tailfins. These features became inspiration for Peter Horbury when reconceiving Volvo’s design direction with the V70 after decades of rectilinear, slab-sided, boxy designs. The Amazon’s bodywork was constructed of phosphate-treated steel (to improve paint adhesion) and with heavy use of undercoating and anti-corrosive oil treatment. The Amazon shared the wheelbase, tall posture and high H-point seating of its predecessor, the PV.  In 1959 Volvo became the world’s first manufacturer to provide front seat belts as standard equipment — by providing them on all Amazon models, including the export models — and later becoming the first car featuring three-point seat belts as standard equipment. The Amazon’s handbrake location, outboard of the driver’s seat, was intended to accommodate subsequent bench seat models with column shift transmissions — which never materialised. Buyers began to receive the first cars in February 1957, and initial models were two-tone red and black with light grey roof, light grey with a black roof, followed by a dark blue with grey roof in 1958. Further iterations included the 121, the base model with a single carburettor 66 bhp engine, the 122S introduced in 1958 as a performance model equipped with a dual carburettor 85 bhp engine. The estate version was introduced at the 1962 Stockholm Auto Show, and Volvo manufactured 73,000 examples between 1962 and 1969.  The Amazon estate featured a two-piece tailgate, with the lower section folding down to provide a load surface and the upper section that hinged overhead. The vehicle’s rear licence plate, attached to the lower tailgate, could fold “up” such that when the tailgate was lowered and the vehicle in use, the plate was still visible. This idea was used by the original 1959 Mini. In recent years a similar arrangement was used on the tailgate of the Subaru Baja. In 1966 the Volvo PV ended production, replaced by the Amazon Favorit, a less expensive version of the Amazon, without exterior chrome trim, a passenger-side sun visor or cigarette lighter, and with a three-speed rather than four-speed transmission — available in black with red interior and later white or black with red interior.  The newer Volvo 140 was becoming the company’s mainstream model, and the last of the four-door 120 saloons were produced in 1967, the year which saw the launch of the 123GT, which was a Model 130 with high-compression four-cylinder B18B engine (from the Volvo P1800), M41 gearbox, fully reclining seats, front fog and driving lights (on some markets), alternator, fender mounted mirrors, special steering wheel, dash with a shelf and tachometer, and other cosmetic upgrades. In 1969 the displacement of the old B18 engine was increased and the engine was called the B20. The last Amazon was manufactured on 3 July 1970. By the end of production, 234,653 four-door models, 359,917 two-door models and 73,220 station wagons had been produced, of which 60% were exported; a total of 667,791 vehicles.

There were a number of bikes here, too and we also spotted a period pedal bike.

IN THE CAR PARK

Of course, it was worth wandering around the non-display car parking area as well, although by the time we got to doing that, quite a lot of people had gone, so doubtless we missed some interesting machines. These are the cars that attracted my interest and camera:

BMW

An  E46 generation is a nice car, arguably the most elegant of the series of 3 series models dating back over 50 years, but although the last of these was built 20 years ago, they are not that rare. What was unusual was to see the beautifully produced trailer made out of a matching Touring rear ends here. Definitely unusual and really rather cool!

Much more recent, and also much rarer was this example of the current 8 Series Coupe.

FORD

The Ford Escort was revised in January 1995, although it was still based on the previous model. This version had new front lights, bonnet, front wings, front and rear bumpers, wing mirrors, door handles and 4 different front radiator grilles (slats, honeycomb, circles and chrome). At the rear, the Ford logo moved from the right to the centre of the boot, except for the van and some convertible models. The interior of the car was hugely revised too following heavy criticism of the original 1990 car which featured low quality plastics for its interior mouldings – the car now featured an all new dashboard arrangement of competitive quality. However, the underlying car was now five years old and most of its rivals were either new or to be imminently replaced. The two entry level engines were revised – the 1.3 L received the latest (and final) version of Valencia pushrod engine – the Endura-E from the recently launched Mk IV Fiesta and Ka, whilst the 1.4L CVH was replaced by the updated CVH-PTE unit. There were no changes to either the venerable 1.8 diesel or the 1.6/1.8 Zetec units at the top end of the range. The improved iB5 version of the venerable BC-series transmission was also later introduced as a running change. Dynamically, the handling and ride were also much improved with revised suspension set up from that on the previous Mark V models. The sporty “Si” model had slightly stiffer suspension than the Encore, LX and Ghia variants, although the Si was otherwise the same as the LX with some additional standard, mainly cosmetic, enhancements such as front and rear spoilers (which were also available as options on the LX), sports seats and white-faced dashboard instruments. Some special trim levels of the Escort include: Calypso Cabriolet, Freedom, Serenade, Cabaret and Mexico. The RS2000 models ceased production in June 1996, and were the last Escorts ever to wear the famous RS badge. The RS badge did not resurface until the Focus RS arrived in 2002. A new Ghia X model was introduced around 1996, which included air conditioning and a 6 CD autochanger as standard. Although the equipment of the Ghia below it was reduced, it was now more affordable. The last “standard” model to be introduced in 1997 was the GTi — the only GTi-badged Ford to ever be sold in Europe. This used the same existing 115 PS 1.8 L Zetec-E engine found in other cars in the range, but included a body kit borrowed from the now cancelled RS2000 model, part-leather seats plus the standard fitment of ABS. The GTi was available in 3- and 5-door hatchback and estate bodystyles. In Chile, to avoid confusion with the US-market Escort which was being sold alongside it, this generation was sold as the “EuroEscort” for several years. In 1998, Ford announced an all-new car, the Focus, which replaced the Escort and superseded the “Escort” name that had been in use for 30 years. The Escort range was cut down to just “Flight” and “Finesse” editions, and sold for a further two years in parallel with the Focus. All engines except the 1.6 L petrol and 1.8 L turbo diesel were dropped, as were the three-door hatchback, four-door saloon and cabriolet bodystyles (except in mainland Europe, New Zealand, South Africa and South America). The Flight cost £10,380 and offered electric front windows, a three-speed fan and a cassette player. For an additional £1,000 the Finesse added alloy wheels, air conditioning, a CD player, fog lamps and metallic paint. The more competitive prices managed to keep European Escort sales going until the last one rolled off the Halewood assembly line in July 2000, although remaining stocks were sold into 2001, making it the last Ford car to be assembled there. The plant was transferred to Jaguar that year for the new X-Type saloon, and following the later merger with Land Rover and the sale of the plant to Tata, Ford now only has a small presence at Halewood – retaining the transmission works at the site. The van variant remained in production in a facility located behind the now Jaguar plant at Halewood until 2002 when the new Transit Connect model was introduced. The Escort hatchback and estate were produced in Argentina until 2004, having been sold alongside its successor (the Focus) during the final stages of production. Escort-based light vans had been offered since 1968, although the market sector, always larger in the UK than in continental Europe, dated back beyond the 1950s when successive Ford Anglias had been available with a van variant. After the demise of the Escort, Ford would be represented in this niche by the Turkish assembled Ford Transit Connect.

For the 1995 model year, Ford released a second generation of the Explorer. Following the success of the first generation, the redesign of the exterior was largely evolutionary, with the model line receiving front bodywork distinct from the Ranger. Rear-wheel drive remained standard, with part-time four-wheel drive offered as an option, and all-wheel drive was introduced as an option. To better compete against the Jeep Grand Cherokee, a 4.9 litre (302 cu in) V8 was introduced as an optional engine. The Explorer went from lacking airbags to having dual airbags (a first for an American-brand SUV). The Lincoln-Mercury division introduced its first SUV for the 1997 model year, the Mercury Mountaineer. In contrast to the Mazda Navajo, the Mountaineer was sold only as a five-door. For 2001, Ford introduced the Ford Explorer Sport Trac mid-size crew-cab pickup truck based on the five-door Explorer. Following the introduction of the third-generation Explorer for 2002, the three-door used the second-generation body style through the 2003 model year. The second-generation Ford Explorer is based upon the Ford U1 platform shared with its predecessor, adopting the UN105/UN150 model codes. Introducing key chassis upgrades that were also shared with the 1998 Ford Ranger, the long-running Twin I-Beam/Twin Traction Beam front suspension was retired in favour of a short/long-arm (SLA) wishbone front suspension configuration in order to accommodate larger engines. Along with more compact packaging of front suspension components (allowing for a lower hoodline), the design allowed for improved on-road handling/feel. In line with the Ranger and F-Series trucks, the rear suspension remained a leaf-sprung live rear axle. The standard four-wheel ABS of the previous generation returned; the rear drum brakes were replaced by disc brakes. As with the first generation, rear-wheel drive remained standard with part-time four-wheel drive as an option; all-wheel drive became an option for the first time. The second generation Explorer carried over its 160 hp 4.0 L V6 from the previous generation (shared with the Ranger and Aerostar). For 1996, largely to match the V8 engine offerings of the Jeep Grand Cherokee and Land Rover Discovery, a 210 hp  4.9 L (302 cu in) V8 (marketed as 5.0 L) was introduced as an option for rear-wheel drive XLT five-doors. By 1997, the V8 was offered with nearly all trims (except XL) and was paired with all-wheel drive; output was increased to 215 hp (from revised cylinder heads). For 1997, a third engine was added to the model line, as Ford introduced an overhead-cam version of the 4.0 L Cologne V6. Differing from its predecessor primarily by its single-overhead-cam drivetrain, the 210 hp engine rivalled the V8 in output. Introduced as standard equipment for Eddie Bauer and Limited trims, by 1998, the engine became offered on all non-XL trims. For 2001, the overhead-valve version of the 4.0 L V6 was discontinued, with the SOHC engine becoming standard (and the only engine of the Explorer Sport). Following the introduction of the overhead-cam Triton-series V8s for the 1997 Ford F-Series and E-Series, the 2001 Explorer would be the final Ford Motor Company vehicle in North America sold with an overhead-valve gasoline-powered V8 engine for nearly two decades (until the 2020 introduction of the 7.3 L Godzilla V8 for Super Duty trucks). For 2000, Ford added flex-fuel capability to the Explorer for the first time. The flex-fuel SOHC V6 and chassis were mated to an aluminium body built by Utilimaster in the Ford-Utilimaster FFV, a delivery vehicle built for the United States Postal Service in 2000 and 2001. A Mazda-produced 5-speed manual was standard with the 4.0 L OHV V6 engine; the SOHC V6 was not offered with a manual transmission until 2000, receiving a heavier-duty version of the Mazda-sourced 5-speed. The V6 Explorers initially received a 4-speed automatic, shared with the Ranger and Aerostar, adopting a 5-speed automatic for 1997. The 4.9 litres (302 cu in) V8 was paired only with a 4-speed heavy-duty automatic (shared with the F-150, Crown Victoria/Grand Marquis, and Lincoln Mark VIII). For the second-generation Explorer, the four-wheel drive system underwent a redesign. The previous Touch-Drive system (electrically operated) was retired and replaced by ControlTrac, an electronically controlled full-time four-wheel drive system with a two-speed transfer case; in place of a center differential, software-controlled multi-disc clutch. Similar to the previous push-button Touch-Drive system, a rotary dash selector was used for driver input, selecting two-wheel drive (rear wheels), and four-wheel drive (high and low range). As an intermediate mode, “Auto” mode allowed software to control the torque sent to the front wheels; if the rear axle began to spin, torque was shifted from the rear wheels to the front wheels until traction is achieved. The manually operated hubs and manual transfer cases were discontinued. Similar to the system used on the Aerostar van, the V8 Explorer used a full-time all-wheel drive system without separate high or low ranges. The all-wheel drive’s torque distribution was via a viscous clutch with a 40/60 split. While bearing an evolutionary resemblance to the previous generation, nearly the entire body underwent a change, with only the roof and the side door stampings carried over. Coinciding with the lower hoodline allowed by the redesigned front suspension, much of the body was distinguished by a restyled front fascia, introducing a styling theme used by several other Ford light trucks during the late 1990s. The Ford Blue Oval was centred in a now-oval grille, joined by oval headlamp clusters wrapping into the fenders. In contrast to the front fascia, the rear body saw relatively few changes, receiving mildly restyled taillamps (with amber turn signals). In a functional change, the Explorer received a neon CHMSL (centre brake light), adopted from the Lincoln Mark VIII. Again directly sharing its dashboard with the Ranger, the interior of the Explorer underwent a complete redesign (allowing for the fitment of dual airbags). To improve driver ergonomics, the instrument panel received larger gauges, rotary-style climate controls, and a double-DIN radio panel. For 1997, export-market Explorers received a third-row seat as an option (expanding seating to seven passengers). For 1998, Ford gave the exterior of the model line a mid-cycle revision. Distinguished by body-color rear D-pillars and larger taillamps, the rear license plate was relocated from the rear bumper to the liftgate (to better accommodate export); the neon CHMSL was replaced by an LED version. In another change, 16-inch wheels were introduced. The interior received redesigned front and rear seats; alongside second-generation dual airbags, side airbags were introduced (as an option). Other options included load-levelling air suspension (on Eddie Bauer and Limited) and a reverse-sensing warning system. The rarely-specified 60/40 front bench seat was restricted to fleet vehicles after 1998 and was discontinued for 2000. For 1999, the front bumper underwent a second revision, adding a larger cooling inlet and standard fog lights. All three-door Explorers were now renamed Explorer Sport. For 2001, the three-door Explorer Sport underwent an additional revision, now sharing the front fascia and interior with the newly introduced Explorer Sport Trac pickup truck. For 2002, the five-door body style would be replaced by an all new Explorer, with only the three-door Explorer Sport and Sport Trac maintaining the second-generation architecture. Styling changes for the Sport are minimal, with the rear wiper moving from the tailgate assembly to being built into the rear window. At its launch, the second-generation Ford Explorer retained the use of the previous trim nomenclature; the standard trim was the XL, with the XLT serving as the primary model upgrade. Along with the two-tone Eddie Bauer trim, the highest trim Explorer was the monochromatic Ford Explorer Limited. For 2000, XLS replaced XL as the base trim (introduced as an appearance package for 1999). In contrast to five-door Explorers, second-generation three-door Ford Explorers shifted to a separate trim nomenclature. While the XL remained the base model (largely for fleets), most examples were produced under a single Sport trim level (again equipped similarly to the XLT). For 1995, Ford replaced the 3-door Eddie Bauer with the Expedition trim; in anticipation of the full-size Ford Expedition SUV, the trim line was withdrawn for the 1996 model year. For 1999, all three-door Explorers became Explorer Sports; the model was produced alongside the third-generation Explorer through the 2003 model year. Outside of North America, this generation of the Explorer was marketed in right-hand drive configurations. As of 2018, RHD countries (such as Japan) export used examples of the Explorer to other countries (such as Australia and New Zealand) where there is demand for right-hand drive SUVs. Due to Japan’s strict Shaken Laws, used vehicles tend to have low mileage with detailed repair histories. In the United States, the second-generation Ford Explorer has the (dubious) distinction of being two of the top five vehicles traded-in under the 2009 “Cash for Clunkers” program, with the 4WD model topping the list and the 2WD model coming in at number 4.

HONDA

The Honda Elysion is a seven- or eight-seat minivan initially sold only in Japan as a competitor to the Toyota Alphard and the Nissan Elgrand. The Honda LaGreat, marketed in the US as the Honda Odyssey, featured popular styling but was impractical in Japan due to its relatively large size. Subsequently, the Elysion was designed with styling cues from the LaGreat, but was made smaller to be competitive in the Japanese market. The Elysion was introduced to the Chinese market in June 2012. Japanese production of the Elysion ceased in October 2013, but it continues to be manufactured and sold in China. Honda was inspired to name the vehicle the “Elysion” from the classical Greek word Elysium, or heaven. The first generation Elysion appeared at the Tokyo Motor Show, in October 2003 as the “ASM”, and was released for sale on 13 May 2004. A mild body restyle was introduced 29 September 2005, introducing an “Aero” and “VG Premium” trim level. 13 January 2006 saw the introduction of the “G Aero HDD Navi” and “VG HDD Navi Aero” editions. Another styling change was introduced on 21 December 2006, including an interior update. The Elysion was offered with either the 2.4 L DOHC direct injection K24A with i-VTEC producing 160 PS or the 3.0 L SOHC J30A V6 i-VTEC producing 250 PS. The V6 was also available with “VCM” or Variable Cylinder Management. The upper trim level “Prestige” model was available with the J35A V6 used in the Honda Legend, producing 300 PS and available with AWD. However, vehicles equipped with all AWD had their engine power reduced to 279 PS. For two-wheel drive vehicles, this was more power than that was available in the Toyota Estima, which was quoted to be 280 PS. The Elysion was first seen as a concept car called Honda ASM at Tokyo Motor Show in late 2003 and made into a production half a year later with some cosmetic adjustments to its headlight, front grill and interior to make it more commercially friendly. It officially launched in mid-2004 for Japan’s domestic market. At 4840mm, the Elysion’s length is identical as the 3.0L second-generation Odyssey RA6 or about 1 cm longer than XV50 Toyota Camry. Its 1830 mm width is about 3 cm wider than the RA6 or about 2 cm wider than the Camry. The difference is in the clever space management making 70% of total space available as a cabin plus the 1790 mm height, which is about 18 cm taller than the RA6 or about 24 cm taller than the current Odyssey.

INFINITI

The third generation G (V35) was unveiled in June 2001 and released to North America for the 2003 model year, as the G35 on March 12, 2002. It had little in common with the Infiniti G20, shifting from the FWD Primera platform to the RWD Skyline platform. The G35 continued in the same tradition as the original Infiniti M and the J30, which were also RWD models utilizing the same drivetrain as contemporary Nissan Zs. According to Carlos Ghosn, CEO of Nissan Motors, the letter G was chosen “for marketing purposes and its similarity in sound to the letter J”, apparently in deference to the Infiniti J30.[citation needed] Hiroshi Hasegawa designed both the sedan (frozen in 1998) and coupé (finalized in late 2000), with the former being previewed as the Nissan XVL Concept sports sedan in October 1999 at the Tokyo Motor Show and Infiniti XVL Concept in January 2000 at the NAIAS. Over 6 months prior to the Nissan XVL Concept introduction, in early April 1999 at the 1999 New York International Auto Show, Infiniti showcased a prototype of the V35 to journalists as part of an early preview of various other 2001 and 2002 model year Infiniti vehicles. The G35 was assembled in Kaminokawa, Tochigi, Japan, and the first G35 was built in January 2002 as a 2003 model. The G35 was based on the Nissan FM platform shared with the Nissan 350Z sports car and Infiniti FX crossover SUV. The FM platform stands for “front midship” design where the engine is moved back towards the rear of the engine bay which in turn improves the weight distribution. The G35 was Motor Trend’s Car of the Year for 2003. The G35 was also nominated for the North American Car of the Year award that year and was on the Car and Driver Ten Best list for 2003 and 2004. Using the VQ35DE engine, the Infiniti G35 uses a front-midship engine, rear-wheel drive layout (all-wheel drive is available for the G35x sedan) to achieve a 52% front/48% rear weight distribution. Both body styles are available with either a 5-speed automatic (JATCO RE5R05A) Tiptronic or 6-speed manual transmission, although the automatic is the only transmission available for the AWD sedan. The earliest (calendar year 2002) North American G35s were all sedans, sold in two trim levels, Base and Leather. Base models had cloth seat upholstery and 16″ wheels, while Leather models had leather seat upholstery and 17″ six spoke wheels. Leather trimline cars could also have an optional Premium package that included a Bose sound system; stand-alone options such as Xenon High Intensity Discharge (HID) headlights, moonroof, and an Aero package with 5-spoke wheels were offered as well. Early G35 sedans featured a separate vertical panel on the rear face of the trunk with the electric trunk release switch and closely spaced “INFINITI” lettering. Early G35 sedans was the use of an engine-driven viscous clutch fan for engine cooling. The first “refresh” of the G35 sedan (Nov/Dec 2002) replaced the engine-driven cooling fan with all-electric fans, and the trunk featured a smoother style with larger and more widely spaced “INFINITI” lettering. The trunk release button moved to the finisher panel below the left rear taillight assembly. A 6-speed manual transmission became available in 2003 on the sedan (optional on the coupe since production). For the 2003–2004 model years, the V6 produced 260 hp and 353 Nm (260 lb/ft) of torque in the sedan, 280 hp and 366 Nm (270 lb/ft) in the coupe. In the 2005 and 2006 model years (sedan, 2005–2007 for the coupe), those with automatic transmissions (both sedan and coupe) produced 280 hp and 366 Nm (270 lb/ft) of torque, while those with manual transmissions produced 298 hp and 350 Nm (258 lb/ft) of torque (again, both in sedan and coupe form). There is speculation that the output did not actually change, and that Infiniti was simply taking advantage of the outdated SAE standard of rating horsepower. However, manual transmission cars built from 2005 to 2006 (as well as 2007 coupes equipped with the manual) did receive the so-called ‘rev-up’ version of the VQ35, which featured variable valve timing on the exhaust side in addition to the intake side VVT already present. The AWD model of the G35 sedan is called the G35x. Although the automatic transmission for the G35x is manufactured by Aisin-Warner, the AWD technology uses Nissan’s proprietary ATTESA E-TS AWD system. The system will make the car 100% rear wheel drive when driving at a steady speed. When the driver uses the throttle to accelerate from a stop or constant speed, the AWD system can send up to 50% of torque to the front wheels. When the car’s speed becomes steady again, the drivetrain returns the torque to the rear wheels. The AWD system will also transfer torque to the front wheels if the system detects loss of traction. This technology was first used in the 1989 Nissan Skyline GT-R, and has since been used in subsequent Skylines, and other vehicles in Japan and overseas, including the Nissan Bluebird, and Nissan Stagea. There are few differences between the 2003 & 2004 G35 coupes. Both ’03 & ’04 six-speed manual models had the sport option which included Brembo brakes and the Performance Tire and Wheel Package. On the 2005 coupes, three new colours, ‘Athens Blue’, ‘Lakeshore Slate’, and ‘Serengeti Sand’, replaced ‘Twilight Blue’, ‘Caribbean Blue’, and ‘Desert Platinum’ respectively; also, the Willow Cloth interior option was removed, and Stone leather became available. The Infiniti G35 was successfully campaigned in drifting by Team Falken. In the United States, Calvin Wan’s twin-turbo G35 won him numerous Formula DRIFT accolades during its 2004–2007 life cycle, while in Europe, Paul Cheshire competed at many events for Team Falken with his heavily modified 2JZ-GTE powered V35, notably at the Nürburgring Circuit in Germany. The G35 sedan was refreshed inside and out for the 2005 model year and the coupe for the 2005 and 2006 model years. The interior received revised gauges, backlighting, trim and knobs. Aluminum trim replaces “tinted” interior trim, and the dash and centre console layout were revised. Rosewood trim became available as a package on the 2005 models. MP3/WMA playback was added to the now standard 6 disc in-dash CD player, and the cassette player was removed. Brembo brakes were removed for the 2005 and 2006 models, and the brakes were redesigned with larger discs and a different caliper design. This was partly in response to a number of complaints about the previous years’ brakes, which included a class action lawsuit filed in California related to premature wear on 2003–2004 models. A sport-tuned suspension package was standard on all six-speed manual equipped models, which included a viscous limited slip differential and the higher output VQ35DE “Rev-UP” engine (this variant, while retaining the VQ35DE designation, featured variable valve timing on both the intake and exhaust camshafts; the exhaust side VVT was accomplished via the use of an electromagnetic phaser); cars ordered with the automatic transmission retained the standard VQ35, regardless of whether or not the sport-tuned suspension package was ordered. The 2006 models received minor updates. On the exterior there were new headlights, taillights, spoiler, sport side sills, and front bumper. Bluetooth capability was added to the interior for hands-free phone use. Rear active steering was an option for the ’06 coupe. The five-year development program for the V36 began in 2002, with conclusion in 2006 for the sedan and 2007 for the coupe.

MAZDA

The first Mazdaspeed 3 was launched in 2007. Although sales were not that great, the car was well received, so when Mazda updated the underlying Mazda 3, it was no surprise that a second generation of the model was developed. It launched in 2010. The 2010 Mazdaspeed3 retained the MZR 2.3 DISI Turbo engine. New ECU tweaks provided for a more useful power curve; additionally the gear ratios were revised. The 6-speed manual transmission has a wider 2nd through 5th gear ratio than the previous generation. A torque-sensing conical limited-slip differential (LSD) is standard. The second generation Mazdaspeed3 comes with larger diameter stabilizers with longer mount spans and wider Dunlop 18-inch tyres. Front brakes have large diameter 12.6-inch ventilated discs. A functional hood scoop was added to allow for a denser charge to the top-mounted intercooler while also keeping heat soak to a minimum, a common complaint with the 1st generation Mazdaspeed3. The newer generation MZR engine contained updated pistons with a “dish” around the spark plug area. This was probably to keep the fuel mix concentrated around the spark plug for better combustion. The car weighed more than its predecessor at 3,284 pounds (1,490 kg), but this was offset by the ECU and gear updates. From a standstill a 2010 Mazdaspeed3 can reach 60 mph (97 km/h) in 5.2 seconds, and the 1⁄4 mile (402 m) in 13.9 seconds at 102 mph (164 km/h). The suspension and steering have been changed to improve performance, most notably with the addition of electric-assisted steering. On the 2013 models, the wheels were powder coated a black hue, and the mirrors and rear valance were black. The U.S. EPA rates the 2013 Mazdaspeed3 at 18 mpg‑US (13 L/100 km; 22 mpg‑imp) City and 25 mpg‑US (9.4 L/100 km; 30 mpg‑imp) Highway on premium fuel. The 2013 model year was the final year of production for this generation of Mazdaspeed3 vehicles.

NISSAN

The Nissan Elgrand is a minivan manufactured by Nissan Shatai for Nissan since 1997, available in three generations, with model codes E50 (1997–2002), E51 (2002–2010), and E52 (2010–present). The E50 Elgrand was also configured and produced as a light commercial vehicle from 1998 to 2017. The Elgrand’s main competitors are the Toyota Alphard, the Toyota Vellfire, and the Honda Odyssey. The second generation E51 Elgrand was launched in May 2002 and primarily competes with the Toyota Alphard and Honda Elysion. The Jumbo Taxi and Paramedic did not move to the new platform, instead remaining on the previous E50 chassis. The E51 Elgrand is quite different from its predecessor, now equipped with power sliding doors, turn signal repeaters built into the side mirrors, a rear roof spoiler, and 16- (XL) or 17-inch (HWS) aluminium alloy wheels. The new front fascia, with a chromed grille, gives the Elgrand a sportier look. The E51 was only available through Nissan dealerships in Japan, with limited exports to Hong Kong and Brunei. The E51 is a popular grey import vehicle in Australia, the United Kingdom, Canada, and New Zealand. The E51 Elgrand uses either the 2.5l or 3.5l V6 VQ-series engine combined with a five-speed automatic transmission with Tiptronic shift for better response. Additional transmission controls include Power and Snow settings, as well as a four-wheel drive option. It employs a multilink rear suspension with ventilated disc brakes all around. Interior features include captain-style seats, an eight-speaker sound system with an optional nine-speaker system by Bose Corp., and a TV/DVD player with a 9-inch (230 mm) screen. The Elgrand is also equipped with an eight-inch (203mm) LCD monitor in the dashboard for the Carwings Vehicle Information System (also known as VIS). Optional extras include heated front seats, power curtains and finer levels of interior trim, such as woodgrain trim panels and a woodgrain steering wheel. The interior seating arrangement can be configured for dining by adjusting the front captain-style seats facing the back, and folding the second row of seats flat onto the seat cushions. Like most newer models produced by Nissan, the Elgrand comes with the “Keyless-go” feature for enhanced user convenience. Higher spec Elgrands like the Highway Star, Rider, X, and XL versions come with an internal GPS system dedicated for use in Japan. An optional GPS system for Hong Kong and Guangdong Province in China was available. The GPS system was not a satellite-based system, but a disc-operated CarWings system that played off a concealed DVD player via tracking the position of the vehicle via wheel sensors, against an inputted start and end position of a journey with high accuracy. CD Discs were only ever created for Japan and direct export countries. But alongside this was the innovation of reversing camera with turning guidance lines, lane control and assisted braking. In 2008 this was upadted to a four-view camera technology that provided an aerial all-round view when reversing. Other innovations including voice-activated controls, BOSE Audio or 5.1 channel surround sound audio systems, auto voice-activated phone calls, and a satellite controlled clock. Options included cruise control, a multi-deck CD-player and BOSE all round 9-peaker stereo, as well as a TV set in the rear with a 7″ LCD screen. There were also several windshield options available, ranging from a standard type through to a water repellent, laser-etched, tinted screen. The water repellent screens have a holographic sticker to identify this additional option. The third generation model was launched in 2010.

VOLKSWAGEN

Final car to include is the Mark 7.5 which my friend Dan bought last month. I think this is a cracking car, and know he will enjoy it, too. The chance to get another ride in was an added bonus to an interesting event.

I am so pleased that I decided to go to this event. It was not exactly what I was expecting, but in a good way. I would not have been surprised to have found something dominated by Corvettes and Mustangs as there are lots of these in the UK and their owners are always keen to show them off, but as the report has illustrated, there were surprisingly few of either of these model and plenty of other cars, of all ages, some more familiar than others. It is quite remarkable to think that so many of these cars probably live very close to home and yet you rarely see them out and about, more’s the pity. On the evidence of this event, though, finding other American car shows in the area and popping along could well be something I would enjoy, so I will be trying to do just that in the coming weeks and months.