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Posts Tagged ‘muscle cars’

1970 Model of racing sports car-Ford Mustang Boss 302

1974 Ford Maverick American sports car

Replacing the Falcon, the Ford Maverick was introduced in 1970 and became the only car to sell as competitively as the Mustang.

Designed and released five years after the Mustang, the Maverick beat Mustang sales by 5,000 more units sold in its first year.

The name Maverick has been used on several models during the 70′s, the Grabber, Stallion and Sprint. The Maverick name has also appeared on several different SUV’s in both Australia and Europe.
Even after it’s potential was met in the U.S., Australia released an SUV based on the Nissan Patrol GR from 1988 to 1998.
From 1993 to 2001 a completely different Maverick was sold in Europe under the same name. Built at Nissan Motor Espana, despite the badge, the Nissan Terrano II had no Ford parts.
Brazil released their own Maverick version from 1973 to 1979. A rare station wagon version was introduced in 1975 in Brazil though generally the Maverick was only found in 2-door and 4-door versions.

1974 Ford Maverick American Muscle car

Purchase price as US $1,995 in 1970, this original rear wheel drive compact 2-door sedan was built in the USA, Canada and Mexico until 1977.

During it’s first production year, the two –door coupe came with only two available engine options, the 170 I6 and the 200 I6.
1971 brought the introduction of the four-door model with available 250 I6, 302 V8.
Improvement on the vehicle began in 1973 as the 200 I6 and LDO grill became standard on the Maverick. Better more dependable brakes also became a permanent feature along with AM/FM stereo, aluminum wheels and the federal bumper.

In the following year, the high rise in gas prices increased the Maverick’s popularity as sales soared to 10,000 units sold from the previous year.
1976 brought along an updated new grill and front disc brakes that became standard.
The release of the Ford Granada and Mercury Monarch hurt sales, and in 1977 the Maverick reached its prime and was replaced by the Ford Fairmont.

1976 Ford Mustang COBRA II-American Muscle car

The Mustang was introduced at the 1965 New York World’s Fair, Mustang Mania instantly swept the country, and a new automotive market segment was created – the 2+2 or better known as the ‘ponycar.’ Though its mechanical underpinnings descended from the Falcon, the Mustang was completely different. It was a compact, tight, clean package weighing in at a modest 2,550 pounds – a departure from the ever-enlarging American cars of the day. The classic long-hood short-rear-deck combined with a forward-leaning grille, elegant blade bumpers, sculptured body sides, fully exposed wheel openings and restrained use of bright trim gave the car a unique look that belied its affordability. Its looks were backed up with power, providing three optional V8 engines with up to 271 horsepower. Other options included automatic transmission, power steering and brakes, styled chrome wheels and air conditioning. Not surprisingly, the entry-level modes were a minority of the production.

1976 Ford Mustang COBRA II sports car

To say that the first Mustang was a success is an understatement. Following the introduction, the Mustang was on the cover of both Time and Newsweek. A week before introduction, Ford ran ads with the air times for the first television commercials, which all three networks broadcasted simultaneously. Mustang was selected as the Official Pace Car for the 1964 Indianapolis 500, and more than 22,000 orders were taken the first day. By its first anniversary, over 418,000 Mustangs had been sold, breaking the all-time record for first year sales of a new nameplate.

The original platform was used, with numerous modifications, up to 1973. The Pinto-based Mustang II was built from 1974 until 1978. A new fox body platform began in 1979 and was largely unchanged through 1993. In 1994 the SN-95, a modified version of the Fox body, debuted and was produced until 2004. The 2005 Mustang is built on the first entirely new platform in 25 years.

1976 Ford Mustang COBRA II Racing car

On the track, the Mustang name was quickly establishing itself in many motorsports arenas. In 1965, Mustang assumed the role as Ford’s rally car. Carroll Shelby, famed builder of the Cobra, created race-ready cars for SCCA’s production class B competition against the likes of Chevrolet’s Corvette and the Jaguar E-Type. Shelby’s goal was accomplished when the GT 350 took the B-Production Championship from Corvette. Shelby Mustangs were also successful in the world of drag racing. Ford campaigned several highly modified A/FX altered Mustangs equipped with 427 ‘Cammer’ motors in National Hot Rod Association drag racing events. 1966 brought the creation of the SCCA Trans Am professional racing series for V-8 sedans of 305 cubic inches or less. Mustang took the Trans Am Manufacturers’ Cup in 1966. The Shelby GT 350 repeated the previous year’s success as B-Production Champion.

With the introduction of Chevy’s Camaro, Pontiac’s Firebird, and Ford’s sister division 2+2, the Mercury Cougar, the rest of the industry both brought serious competition to the Mustang and further legitimized the 2+2 ‘ponycar’ market. Ford foresaw the coming competition, and designed the 1967 Mustang to accommodate its 390 cubic-inch V8. In addition to the mechanical changes, the Mustang was restyled inside and out. This began the era of the growing Mustang, as it gained a couple inches in length and width nearly every year until 1973. A GT 350 H was introduced, a special edition made specifically for Hertz Rent-A-Car outlets. Stories of ‘Rent-A-Racers’ being returned with telltale signs of racing use are still told today. The options list grew as well, andFord’s largest engine quickly went from the 390 to the 428 Cobra Jet. Shelby also upped the ante with the GT 500 in 1967 and the GT 500 KR (‘King of the Road’) in 1968. The GT 350 also continued on. In racing, despite new competition from the Camaro, Plymouth Barracuda, and Mercury Cougar, Mustang again won the Trans Am Manufacturers’ Cup. Capping the year, Shelby’s GT 350 once again took the SCCA B-Production crown. Perhaps the most famous Mustang of the time was the 1968 Highland Green 390 Mustang fastback driven by Steve McQueen in the movie Bullitt. Many still consider the final chase scene to be the best ever filmed.

1967 Shelby Mustang GT 500 sports car

This 1967 Shelby Mustang GT500 Fastback was offered for sale at the 2007 Christies auction of ‘Exceptional Motor Cars at the Monterey Jet Center.’ It is white with blue stripes and black vinyl interior. Power is from a V8 engine that displaces 428 cubic-inches and is capable of producing 524 horsepower. The engine breathes through dual Holley 650 CFM four-barrel carburetors and has stopping power provided by four-wheel disc brakes. There is a four-speed manual gearbox with a solid rear axle and front independent suspension.

The late 1960s was an all-out horsepower war by most American marques. GM had their Camaro, Chrysler their Hemi-powered cars, and Ford with the potent GT500. The GT350R versions were true race-bred machines while theGT500 had many power features, big engines, and comfortable interiors.

The GT500 was first put into production in 1966 and carried a sticker price of $4,195. They were instantly popular, outselling the 289-powered engines nearly 2-to-1. These were the final Mustangs to be built by Shelby-American, as all future models were constructed by Ford, with some input from Shelby.

This example spent its early life in Texas where it had a lime green exterior and black vinyl interior. It had an automatic gearbox, power steering, power brakes, shoulder harness, AM radio, fold down rear seat, and deluxe wheels. The original sticker price for this machine was $4,000.

1967 Shelby Mustang GT 500 American Muscle car

The Ford Mustang first appeared in 1964 and was immediately popular for its style and its capabilities. The largest engine offering of the time was the 289 V-8 K-code small block engine which was sufficient but enthusiasts wanted and demanded more power. The base engine was a six-cylinder power plant. The body style configurations included coupe, convertible and fastback. In its first year of production over 500,000 examples were produced.

Ford turned to SCCA racing to stir even more popularity for the car and to prove its true potential. Unfortunately, SCCA rules for sports cars required two seats which the Mustang failed to qualify for since it had seating for four. The Mustang was a new breed with plenty of room to grow and improve. Ford turned to the legendary Carroll Shelby who had aided them in securing a LeMans victory with their GT 40s. He was also well known for his Ford powered Shelby Cobras which had dominated the SCCA circuit for many years.

In order to qualify for homologation requirements, 100 examples needed to be produced by January 1st, 1965. Amazingly, the cars were ready to go by the due date, all painted in Wimbledon White livery with Guardsman Blue stripes. Well, they weren’t entirely ready but they did pass the inspection.

1967 Shelby Mustang GT 500-super sports car

Shelby lost the lease for their factory at Los Angeles International Airport near the close of 1967 so operations were moved the Ionia, Michigan under the control of the Ford Motor Company.

In 1968, a convertible option was added to the Shelby line-up, available with either a 302- or 428-cubic-inch eight-cylinder engine. The High Performance 289 cubic-inch V8 was no longer offered on the Ford or ShelbyMustang versions of the . The 302 was standard on the GT350, equipped with an aluminum intake manifold and Holley 600 CFM carburetor capable of producing 250 horsepower. 1968 also marked the year that Ford took over production of the Shelby vehicles with operations moving to Livonia, Michigan.

The styling modifications for 1968 were minor. The front of the vehicle was restyled resulting in an aggressive appearance. The headlights switched back to the single seven-inch unit configuration with Lucas fog lamps positioned inside the grill. The hood was once again a fiberglass unit with repositioned scoops and air-extraction louvers.

1968 Black Ford Thunderbird

The Ford Thunderbird is an American automotive icon first introduced in 1955. During the early 1950′s, military men were returning from fighting in World War II. In Europe, the style of vehicle was very different from the Detroit American car. The graceful but sporty MG, Triumphs, and Jaguar’s, to name a few, had found their way into the hearts of many of these serviceman. The American automobile manufacturers noticed this trend and felt there was a strong market to support a small sportscar.

1968 Ford Thunderbird American Muscle car

The Thunderbird was first debuted to the public at the 1954 Detroit Auto Show, though it was still in concept form. The production version varied slightly. In September of that same year, the first production Thunderbird was completed and ready for sale. It was only available as a convertible. A popular option, the removable hardtop with circular portholes was available. During its introductory year, over 16000 examples were produced.

A 292 cubic-inch V8, depending on the configuration, ranged in horsepower from 193 through 212. A year later, the horsepower rose to a base of 215 and a high of 340 from the 292 and 312 cubic-inch engines. Ventilation was improved with the addition of side vents. The exhaust pipes were moved to the ends of the bumper. By moving the spare wheel to the outside, the trunk space was enlarged and the Continental Kit was born. Production for 1956 was down just a little but still strong with over 15,600 examples being produced.

1968 White retro car- Ford Thunderbird

The Thunderbird received styling changes in 1957 with a reshaped bumper and an enlarged grille. In the rear, the tailfins grew in size and became more pointed. The round tail-lights also grew in size. The spare tire was again housed inside the trunk. The big news was under the hood with versions of the 292 and 312 cubic-inch engines being offered. The base engine was the 292 offering just under 200 horsepower. The top of the line configuration was the F-code 312 with the NASCAR racing kit performance package, boosting horsepower to 340. The F-code, in non-NASCAR racing kit form was popular; with the help of a single four-barrel carburetor and supercharger it produced around 300 horsepower. The E-code 312 engine option, another popular engine choice, was equipped with two four-barrel carburetors and produced 270 horsepower. In total, 1957 was a great year for the Thunderbird, both in performance and in sales with over 21300 examples being produced. The 1957 season actually had three extra months of production because the 1958 models were not ready to be sold. On December 13, 1957, the last of the first series of Thunderbirds was produced and marked the end of two-seater Fords until the 1982 Ford EXP. A two-seater Thunderbird would not reappear until 2002. In total, over 53,160 examples had been produced from 1954 through 1957.

1972 Buick Riviera Classic Retro car

The Buick Riviera is a nameplate that was used for many decades by the Buick Company, lasting from 1963 through 1999 with a total production reaching 1,127,261. TheBuick Company has been in business since 1902; actually David Dunbar Buick had a company that affixed porcelain to cast iron. In 1899 the plumbing business was sold and the Buick Auto-Vim and Power Company was formed. The purpose of this company was to produce gasoline engines, mostly for farm and marine use. In 1902 the company was reorganized as theBuick Manufacturing Company. As such, the Buick name is one of the old continuous automobile producers in American history – and the world.

1972 Buick Riviera-American muscle car

The Riviera name has been in use for nearly four of those decades. But its history also goes much deeper, as the name ‘Riviera‘ first appeared on a Buick in 1949. It was used to designate the new two-door pillarless hardtop, known as the Roadmaster Riviera. A couple of years later, in 1951, the Riviera was used to designate the Super 4-door sedan. The Super Riviera had a wheelbase that was 4-inches longer than the standard Buick Super and featured luxurious appointments such as extra interior trim. The Roadmaster still outclassed the Riviera, but it was close.

1972 Model of luxury car- Buick Riviera

Buick again used the ‘Riviera‘ name in 1955, this time for its four-door pillarless hardtop vehicles. For the next few years, the ‘Riviera’ hardtops would be available on all Buick lines, which included the Buick Special, Buick Century, Buick Super and the Buick Roadmaster.

The name ‘Riviera‘ appeared alongside other model names until 1963, when it finally became its own model. Buick had been watching the market change during the 1950s with popular personal luxury car introduction such as the Ford Thunderbird. The Thunderbird had done really well at targeting a unique niche; its two-door sporty performance was similar to that of a Jaguar E-Type and Chevrolet Convertible, but not to the extreme. It married both comfort and performance into a package that was highly sought after by the American public.

The first generation of the Riviera had a distinct and memorable design; the third generation followed suite. It had a ‘boat-tail’, fastback two-door hardtop design courtesy of Bill Mitchell’s guidance and designed by Jerry Hirshberg. The wheelbase was extended to 122-inches and powered by a 455 cubic-inch V8 engine. In order to comply with EPA emission standards, the compression ratio was lowered and horsepower now rated at 255. The Gran Sport had a slightly higher rating, at 265.

The design of the third generation Riviera was not well received, as sales were at 33,810. This was nearly identical the following year, with 33,728.

In 1974 the ‘boat tail’ roofline was replaced with a more conventional design. Most of the front end design was retained, such as the grille which came to a point and jutted forward. Slight modifications were made to keep it modern, but by doing so it lost some of its distinction. A landau half-vinyl roof was available on the list of options, as was the Stage One package which had replaced the Gran Sport in the prior year. A total of 34,080 Gran Sports had been produced.

In 1975 the front-end was modified, losing its forward-jutting appearance and incorporating quad rectangular headlights into its design. In the rear, the parking lights in the fenders wrapped around the sides. Sales for 1975 were 17,306 and raised slightly for 1976, at 20,082.

The Stage One was no longer available in 1975; in its place Buick offered the S/R which did have performance features, just not as potent as its predecessors.

The trend towards large cars had been appropriate with larger engines. As emission standards, government regulations and oil embargos had lowered the horsepower rating for the engines, most marques reduced the size and weight of their vehicles. For the Riviera in 1977, the size decreased and now built atop the B-platform. The wheelbase measured 115.9-inch wheelbase and a length of 218.2-inches. The standard engine was a 5.7-liter V8 which offered 115 horsepower. A more powerful 6.6-liter Oldsmobile engine was available, improving horsepower to 185.

1978 was Buicks 75th anniversary and to celebrate they offered a special ‘LXXV’ option for the Riviera which included a special two-tone paint scheme and additional luxury amenities.

Combined, sales for 1977 and 1978 were nearly 50,000, at 46,673. Of the two years, 1977 was the stronger with a total of 26,138.

In 1979, the Riviera was redesigned and reconstructed. It had a front-wheel drive layout for the first time, sat on a 114-inch wheelbase, and shared a design with the Oldsmobile Toronado and the Cadillac Eldorado. Motor Trend named it their ‘Car of the Year.’ A variety of engines were available including the Buick 350, and a turbocharged V6 engine that displaced 3.8-liters and produced 185 horsepower. The 350 was dropped in 1981 and replaced with an Oldsmobile 5-liter unit with 140 horsepower. By this time, the V6 252 cubic-inch engine was now standard.

In 1982, the big news was the addition of a convertible. This was the first time a convertible was offered on the Riviera. The following year, the Riviera Convertible was asked to pace the cars of the Indianapolis 500.

In 1986 the design and construction again changed, now having a unit body construction. The wheelbase measured 108-inches with a length of 187.2-inches. The engine lurking beneath the hood was a V6 which had a SAE rating of just over 140. A four-speed Turbo-Hydramatic 440-T4 was the only gearbox available. Disc brakes were standard. The Buick Riviera was ranked fourth on Motor Trend’s Car of the Year for 1986.

Sales were low for this generation of the Riviera. The best year was in 1986 which saw 22,138. Things went south from there, with 1989 being one of the better years with 21,189 units produced. For 1993, only 4,555 units were produced, partially due to its shortened model year.

The Riviera name was not used in 1994 but re-appeared in 1995 on a G-body platform. The car had a 231 cubic-inch V6 engine and an optional supercharger which had 225 horsepower. Horsepower increased in 1996 to 240. The design was very modern featuring a rounded and curveacous body. The wheelbase measured 113.8-inches and had a length of

1972 Buick Riviera American sports car

On October 4th of 1962, Buick introduced their Riviera as a 1963 model. It carried a base price of just over $4,330 with most customers adding additional equipment and driving the price in the $5,000 range. Production was limited to just 40,000 units.

Considering other American luxury-performance machines of the time, the Buick was one of the best. It had luxury, low weight, superior performance, and style. Motor Trend traveled from zero-to-sixty in eight seconds and reached the vehicles top speed at 115 mph. The large V8 engines did not help the vehicles gas mileage which was about 14 mpg.

The Riviera‘s second year of production saw little changes. The ‘R’ emblem now appeared on the Riviera and would stay there for the next thirty-six years of production. The most dramatic change was with the gearbox, which saw the Twin Turbine replaced for a three-speed Super Turbine 400, also known as the Turbo Hydra-Matic. The 401 engine was no longer available; in its place was the 425 cubic-inch unit which offered 340 horsepower. A second engine was available, the Super Wildcat, which used dual Carter AFB four-barrel carburetors which boosted power to 360.

1968 Buick Gran Sport Classic retro car

The Buick Gran Sport was produced from 1965 through 1975 and began life as an option on the Skylark. Under the hood was a powerful 401 cubic-inch eight-cylinder engine producing 325 horsepower and 445 foot-pounds of torque. Zero-to-sixty took just under eight seconds while the quarter-mile could be reached in about 16.6 seconds. The option proved to be highly successful with around 16000 examples being produced in its introductory year. The two-door hardtop was the most popular with over 11,000 being produced. A two-door coupe and convertible was also available, both with over 2,000 examples selected.

The second year brought more horsepower and updated styling. The 401 cubic-inch engine now produced 325 horsepower and 340 horsepower depending on configuration. The Skylark had been given a slopping rear sail panel which the Gran Sport was easily identified by its dark grilles, hood scoops, front fender vents, and GS badging. These improvements did not bring the desired results as sales fell to just under fourteen-thousand. The two-door hardtop configuration was again the popular choice with almost 10,000 being produced.

1968 Buick Gran Sport sports car

The revitalize interest in the vehicle introduced two versions of the GS, the GS400 and GS340. The numbers in the name symbolized the cubic-inch size of the engine. The 401 cubic-inch engine was replaced by an improved 400 cubic-inch unit. Though slightly smaller in size, it was smoother, sportier, and more responsive than the power-plant it replaced and still produced the same 340 horsepower rating as its predecessor. The GS 340 was equipped with a 340 cubic-inch engine that produced 260 horsepower and 365 foot-pounds of torque. Performance and versatility continued with the introduction of a three-speed automatic gearbox; a three and four speed manual gearbox was also available. Sales held steady but below expectations, with production almost equal to the prior year.

The chassis of the GS was revamped for 1968, becoming smaller in size. Though it became smaller its overall weight increased due to the design and materials used. The 400 cubic-inch engine remained the same while the 340 was enlarged to 350 cubic-inches. Power output rose to 280.

American muscle car from 1968-Buick Gran Sport

For the 1970, sales increased to over 20,000 units. This trend would not continue due to new government safety and emission regulations. Rising gasoline prices and an impending oil embargo brought manufacturers adjusting the model line up and engine offerings to compensate. All engines for the Buick GS were detuned. The 350 cubic-inch was rated at 260 horsepower; the 455 cubic-inch was rated at 315 horsepower; and the 4551 cubic-inch Stage 1 produced 345 horsepower. The GSX package was now offered in multiple colors. Sales reflected the drop in horsepower in 1971, with just over 9000 examples being produced. The two-door hardtop was by far the favorite, with over 8,000 examples being sold. Less than a thousand convertibles were produced.

1981 Buick Regal classic American car

Frequently sharing the same body and power-train as the Century, the Buick Regal was a mid-size vehicle that was produced by General Motors’ Buick division from 1973 through 2004. Slow to react to develop in the lower priced mid-size personal luxury market, Buick wanted to market to compete against the Olds Cutlass Supreme, the Grand Prix and the Monte Carlo.

The Regal was introduced in 1973 as a top line coupe located in the GM intermediate A-body line, the Century. This same year also marked the unveiling of the first major restyling of the GMs intermediate A-body design since 1968. This was also the first major restyling for the intermediate based G-body that was used in both the Monte Carlo and the Grand Prix.

The original Regal shared the front and rear styling of the Century, though subtle distinctions separated them and included differing grilles and taillight lenses. The same ‘Colonnade’ pillared hardtop roofline and greenhouse were shared with the Grand Prix, Monte Carlo, Cutlass Supreme, and the lower-priced Buick Century Luxus coupe. The newly fashionable opera windows were also featured in the Buick Regal rather than the traditional roll-down windows. A new four-door Colonnade sedan was debuted in 1974 until 1977, while the Colonnade hardtop coupe was featured in the Regal line in 1973.

More often, Regal interiors were found to be much more luxurious than lesser Century models and featured wood-grain trim on both dashboard and door panels, and notchback bench seats with center armrests with velour, cloth or vinyl upholstery, and door-pull straps. A 60-40 split bench seat with armrest was featured as an available option, and for 1976 and 1977 the coupe showcased the S/R option with included reclining bucket seats with corduroy upholstery.

1981 Buick Regal stylish retro car

Very minimal changes were made for the first five years. A substantial facelift was given to the coupe only in 1976, the sedan kept the original sheetmetal from 1973 through 1977. These changed included square headlights that were recently legalized and were horizontally-mounted on coupes, and vertically on sedans.

Standard equipment in 1973 and 1974, the Buick’s 350 in? (5.7L) V8 was made optional from 1975 through 1977 while the larger 455 cubic-inch V8 was optional in 73 and 74 only. Previously offered on the Skylark from 1964 through 1967, the 231 cubic V6 engine from Buick became standard for both Regal and Century models beginning in 1975. Buick Regal’s and Century’s became the only mid-sized vehicles to offer V6 engines from 1975 to 1976. In 1975, the Century designation was dropped from the Regal line.

Showcasing a newer version of Buick’svenerable 231 in? (3.8L) V6, a downsized Regal appeared in 1978 and lasted for the next nine years. Giving an unexpected reputation for performance, the Regal was still unfortunately held back with a soft suspension, the unavailability of a manual transmission and small wheels and tires. This was mainly due to the fact that the Regal was targeting the intermediate personal luxury market rather than the sports car segment.
A new, aerodynamic profile was given to the Buick Regal in 1981 along with a much needed facelift. This facelift prepared the Regal for competition on the NASCAR racing circuit. As the V6 was growing in popularity, V8s for street use were still available, but they had shrunk to 265 in? (4.3L). A new Century appeared on the market in 1982 and was featured on the front-wheel drive A-body, but the Century sedan and wagon, former rear wheel drive were not discontinued. Re-badged as Buick Regals, these new models were featured for the first time with the name on a full model lineup. A 307ci (5.0L) V8 was offered as an option in 86 and 87.

Aiming at the performance market, T-Type Regal coupes were showcased in 81. This was minor in comparison to the introduction of the Regal Grand National, named for the NASCAR Grand National racing series that was featured in 1982. With a 4.1 liter V6 with 125 hp or an optional 180 hp turbocharged 3.8 V6 engine, the Grand National didn’t appear again until 1984. Remaining standard, the turbocharged 3.8 continued to be refined with fuel injection and inter-cooling, and in 1987, it reached 245 hp (182 kW).

A lightweight WE4 (Turbo T) option, an extremely rare option today, was available in 1987 with only a total of 1,547 units of this variant produced. Featuring the same blackout package as the Grand National, these units were painted black, including the bumpers, head light, grill and tail light trim. The interior trim package, exterior badging, aluminum bumper supports, aluminum rear brake drums and the wheels were the main differences that set apart the base Grand National and a WE4.

Gaining a reputation as a modern muscle vehicle, the Grand National was acquiring quite a popular status by 1985. Unfortunately the days of the G-body was drawing to a close. The GNX was featured for its final year in 1987 at a US$11,000 premium. Advertised as the ‘Grand National to end all Grand Nationals,’ the GNX was under-rated by Buick at 275 hp with a substantial 360 lbf-ft of torque. The following years model converted the chassis to front wheel drive which wouldn’t be able to put down that much power.

1981 Buick Regal American Muscle car

The plug was eventually pulled on the GNX as Buick didn’t want one if its own vehicles outperforming their flagship, the Corvette. Though the muscle cars of the 1960s had the power to beat the GNX, the tires of the time couldn’t transform this into speed.

Appearing on the GM W platform, a new Regal appeared in 1988 in a version which both departed and returned to the traditional Regal style. Returning to the original concept, being offered as a coupe only, and aimed specifically to the personal luxury buyer, the new Regal became the first front wheel model and had no serious performance option or edition. This new model also did not have a V8 engine, and the V6 no longer offered a turbocharger.

In 1990, the Regal once again had a four-door sedan version that ran with few changes for the next nine years. A Grand Sport appearance package was added in 1991, and the Regal was offered in both base Customer and upscale Limited trim lines. Giving the vehicle some performance that would differentiate it from the Oldsmobile Cutlass Supreme and the Pontiac Grand Prix, the 3.8 L V6 was unique to the Buick W-body. In 1992, anti-lock brakes were made a standard option on all but the base Custom cars and the following year the grille was redesigned. At the same time, an electronically-controlled automatic transmission and LeSabre-like rear lights and bumper was added.

In 1994, the motorized seatbelts remained a standard, and a driver’s-side airbag was the new addition. The Limited coupe was taken off the lineup, standard ABS was deleted on all models, along with power windows. The following year, the Buick Regal featured a brand new interior along with dual airbags. Gaining an additional 35 hp in this large engine, though 1996 was the final year of this model, production remained the same into 1997. Only the Custom coupe remained in 96.

Simply morphing into versions of the same vehicle by 1997, both the Regal and the Century were built on the same revised W platform as the Pontiac Grand Prix, Chevrolet Impala and the Oldsmobile Intrigue. Mostly cosmetic difference separated the Regal and the Century, though the Regal kept a longer length, and a four-door sedan was the only model available. The Regal was considered to be the up-market version, and featured larger engines along with fancier trim, and a newer version of the 231 (3.8 L) V6. The Regal showcased a variety of amenities that included expansive interior space, a Monsoon 8-speaker surround system, dual climate control, and heated leather seats, while the Century became mainly a reliable, economy-based vehicle based upon the W-body. Throughout this version’s seven-year run, very few changes or updates were made.

1950 Chevrolet Fleetline Classic American car

While the 1949 Fleetlineswere newly stylish with their rounded grilles, low-profile hoods and smooth fenders, their engines were holdouts from the mid 1940s. To its credit, the overhead-valve, 216.5-cu.in. straight-six was an advanced design in an age when many competitors still used outmoded L-head valve configurations. This engine, with its 3-1/2-inch bore and 3-3/4-inch stroke, produced 90hp at 3,300 rpm while breathing through a single-barrel Carter carburetor; it was mated exclusively to a column-shifted three-speed synchromesh manual transmission. DeLuxe prices ranged from $1,492 for a two-door to $1,539 for a four-door.

1950 Chevrolet Fleetline Exotic car

The Fleetline model was only built for three years. This example, shown at the 2006 Hilton Head Concours, has 27,300 miles on the odometer. All mechanical components are original an un-restored. The paint and interior have been restored. It has had the same owner since 1983. It has been a first place winner at Super Chevy for the past eleven years.

1950 Chevrolet Fleetline retro car

Driving Impressions
The Fleetline Chevrolets are blessed with a comfortable, smooth ride that was perfectly suited to the then up-and-coming interstate system: The bench seats are good perches at chair-height. Because the suspension isn’t tuned for roadholding, the tires squeal with little provocation, but overall grip is comparable with other family cars of the era. The column shifter in manual-transmission cars can be notchy, but durable automatic Powerglides shift smoothly, with little of the jerkiness sometimes felt in contemporary Hydra-Matics.

Maintenance/Support
Because of the popularity of these Chevys, there is a great base of new and used parts available from a number of restoration specialists and salvage yards. Most interior fabrics and trims are also reproduced. Die-cast exterior trim pieces are sometimes reproduced, but poor-quality pieces may require much fitting to use. Because the straight-six engines were so durable and used in many applications, they are highly regarded and quite easy for DIY mechanics with good shop manuals to tune and repair. While not as popular as later 1950s classics, Fleetlines enjoy strong club support from the Vintage Chevrolet Club of America and a number of encouraging internet web sites. VCCA also has its Historical Preservation Of Chevrolet Features (HPOC) group that showcases factory-original vehicles to aid in correct restorations

1950 Chevrolet Fleetline, Luxury car

Considerations
While Fleetlines are adequately powered by their Blue Flame Sixes in either 216.5- or 235-inch forms, these splash-lubricated engines were not engineered to withstand high-rpm driving. Modern super-highway speeds can result in worn bearings and burned-out valves. Babbitt bearings can be professionally replaced by insert bearings to increase durability, and aluminum pistons from 1953-54 engines can be refitted to reduce reciprocating mass. Some owners install the low-geared Powerglide rear end behind their three-speed manual transmissions to ease highway driving, an easier modification than shortening the driveshaft to fit an overdrive. Frames are weakest where the rear axle kicks up, so be sure to check there for rust; inspect the inner and outer rocker panels, rear dogleg, headlamp bucket, and the three floor/body supports on either side of the car for similar deterioration. Stainless steel belt molding clips are easily damaged during removal, and NOS versions are very difficult to locate.

Desirability
Because the overall Fleetline body style didn’t change from 1949 to 1952, desirability comes down to personal choice. Single-piece bumpers (instead of the riveted three-piece ones used elsewhere) were installed only on cars built in California or Canada, and these are highly sought and aren’t reproduced. Whether you prefer the early grille, simple dashboard and fairly restrained use of chrome trim on the 1949 models, the smooth grille, simple badging and two-gauge dashboard of the 1951s or the rarest two-door 1952 sedans, any of these choices will offer you a smooth-riding, distinctively styled rolling piece of early Fifties Americana.

Values
Contradicting their far greater build numbers, two-door Fleetlines actually hold their values a bit better than their four-door siblings. The added utility of four doors seems to be offset by the two-door’s smoother, less cluttered style. Powerglide-equipped sedans with 235-inch engines handle modern traffic a bit better than those with the smaller sixes, and these vintage Chevys are very reliable if owners keep their age limitations in mind; either cars work well as back-road Sunday drivers and Fifties Night cruisers. Whether in Special or DeLuxe trim, these two- or four-door sedans range in value from $2,500 to $8,500; final year and very low mileage examples may bring closer to $10,000. Whether you lived through those “Golly gee, Beaver” Fifties, or the era’s mechanical simplicity and honest style appeal to you, a fastback Fleetline is a great way to… See the U.S.A. in your Chevrolet!

1959 Chevrolet Corvette Stingray Racer, silver sports car

The Stingray was then retired from racing and modified by Mitchell. A passenger seat was added, among other things, and it was exhibited as an experimental show car even while Mitchell regularly drove it personally on weekends.

The Stingray‘s body design strongly influenced the styling of the next generation Corvette (1963). It also was a test bed for many technical developments with a four-speed manual transmission, extensive use of aluminum and a de Dion rear suspension.

1959 Chevrolet Corvette Stingray Racer, red racing car

In 1960, driven primarily by Chicago dentist Dr. Dick Thompson, it won the Sports Car Club of America (SCCA) C-Modified class championship. More importantly, it introduced the folded-crease styling that would become a trademark of Mitchell’s 1960′s designs and the beginning of the path to his revolutionary 1963 production Corvette Stingray. ‘When it came time to face-lift the Corvette,’ he told Crippen, ‘I took the lines right off that car.’

1959 Chevrolet Corvette Stingray Racer luxury roadster

The Corvette StingRay Racer was designed by Bill Mitchell, GM Vice President of styling, and Larry Shinoda in 1959. The basis of the Stingray was an engineering test mule chassis for the foundation of an official Chevrolet race effort culminating with the 24 Hours of LeMans. But, soon after its race debut, the Automobile Manufacturer’s Association had banned manufacturer-sponsored racing, and the SS had been relegated to test track duty.

The Stingray featured a 92-inch wheelbase and was nearly 1,000 lb lighter than a 1960 production car. Its fuel-injected 283-cubic-inch (4.6-liter) V-8 engine produced 315 hp at 6,200 rpm. Billed as a car ‘built to test handling ease and performance,’ Mitchell arranged to race the car quite extensively. In the hands of Dr. Dick Thompson, it made its debut at Maryland’s Marlboro Raceway on April 18, 1959, finishing in fourth place. It went on to win an SCCA National Championship in 1960.