1959 Ford Fairlane 500 Sunliner Convertible

 

These comments are from the Wikipedia article on the Google search

 

First generation (1955–1956)

 

For 1955, the Fairlane name replaced the Crestline as Ford's premier full-size offering. Six different body styles were offered, including the Crown Victoria Skyliner with a tinted, transparent plastic roof, the regular Crown Victoria coupe with lots of stainless steel trim, a convertible Sunliner, the Victoria coupe, and traditional sedans. All featured the trademark stainless-steel "Fairlane stripe" on the side. Power options were a 223 CID (3.7 L) straight-6 engine and a 272 CID (4.5 L) V8. The 292 Y-Block was offered as an option and was called the Thunderbird V-8.

Few changes were made for 1956; a four-door Victoria hardtop and two new, more powerful V8 options, of 292 CID (4.8 L) and 312 CID (5.1 L), the latter available up to 225 brake horsepower (168 kW), were introduced. The Lifeguard safety package was introduced.
Second generation (1957–1959)

For 1957, a new style gave a longer, wider, lower and sleeker look with low tailfins. A new top trim level was reversed, the Fairlane 500. For the first time, the lower-level Custom line had a shorter wheelbase than the Fairlane. Engines 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. Unfortunately, it attracted more attention than sales; the option was expensive, somewhat unreliable, and took up almost all the trunk space when retracted. Even so, it required the roof to be made shorter than the other Fairlanes, and the trunk to be larger. The reason for this was simply that this car was designed, from the ground up, as a Lincoln Continental. Projected losses resulted in a last minute marketing decision to restyle the vehicle, from the bottom of the windows down, as a member of the Fairlane family.

Another facelift for 1958 saw 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 and5.8 L) replaced the previous largest V8s, and a better three-speed automatic transmission was also available.

A new top-level full-size model was introduced at mid-year 1959, the Ford Galaxie.

A Fairlane is featured in the 1965 James Bond film Thunderball, and also briefly in the 2002 Bond film Die Another Day.

 

1931 Hupmobile sedan

                      1931 Hupmobile Sedan  

When I was a young man in Atlanta there was an old lady that had a 1917 Hupmobile that was broke down and I stopped to offer assistance but she said "Thank you but my mechanic will be here soon to fix it." I found out that no one but her mechanic had ever worked on that car. That was in the early 1960s and I did a good bit of mechanic work on other kinds of cars. That was, and still is, the only Hupmobile that I had ever seen. One thing very unusual about that car was that it was chain driven somewhat like a bicycle.

The following information is excerpted from a Wikipedia article on the internet.

Hupmobile History

Robert Craig Hupp (June 2, 1877 in Grand Rapids, Michigan – 1931), a former employee of Oldsmobile and Ford, founded the company with his brother Louis Gorham Hupp (November 13, 1872 in Michigan – December 10, 1961 in Michigan) in 1908. Production began in 1909. In 1910, production increased by more than 5000. Following disagreements with his financial backers Robert Hupp sold his stock in the Hupp Motor Car Company and established the short-lived RCH Automobile Company, later the Hupp-Yeats Electric Car Company. In 1912, Hupp would be one of two automakers pioneering the use of all-steel bodies, joining BSA in the UK.^[1] Hupp's panels were produced by Hale & Kilburn, which was run by Edward Budd.^[2] Carl Wickman, a car dealer in Hibbing, Minnesota, used an unsold 7-passenger model as the first vehicle for what became Greyhound.^[3] In 1913 Frank E. Watts was hired as a designer.
Hupp Motor Company continued to grow after its founder left. A new plant was purchased in 1924 as Hupp competed strongly against Ford and Chevrolet. DuBois Young became company president in 1924 moving up from vice-president of manufacturing. By 1928 sales had reached over 65,000 units. To increase production and handle the growth in sales, Hupp purchased the Chandler-Cleveland Motors Corporation (Chandler Motor Car) for its manufacturing facilities. Hupp advertising began to take cues from the romantic Ned Jordan style of automotive prose. A 1930 Hupmobile advertisement read
"A Hupmobile becomes a little more than just a car. He'll lift the hood as a veteran would, and show Hupp's mechanical fineness. He knows! He's driven Hupmobile since the old outdated out-of-context but still-revered early Hupmobiles with the tall steel spout on its radiator. There's something about Hupp's faithfulness that gets to a man. A feeling that hasn't a name. But it's the same as the feeling a seaman gets for his ship, an engineer for his engine, or a woman for her home. He's got as much use for an adjective as a cowboy for a powder puff. He's rough on claims. Promises of what a car can do. He's the old-time Hupmobile owner. He's seen cars come, seen 'em go. Only he won't talk. He'll act! Give you fact after fact, not in words but in deeds, in bullet speeds and 'Big Bertha' power."

1956 Packard Patrician

                               1956 Packard Patrician
The Packard cars were some of the finest and best built cars in America for several decades of the twentieth century when I was growing up and through my adult years. I owned one Packard for a little while about 1952 or 1953. I saw one car like this one, but I don't remember for certain whether it was a Packard or not, that was fixed up like a small living room with a small bar and whiskey storage, a card table and telephone and maybe some other things in it. I tend to think of this car as one that Al Capone or John Dillinger or "Baby Face" Nelson might have had some 30 or 40 years earlier during the Prohibition Years.

The following pictures and articles are taken from the internet Wikipedia encyclopedia

Packard Patrician 400, 1951–1952[edit]

Packard Patrician 1951-1952
Packard Patrician 400 2552 four-door sedan 1952
Overview
Manufacturer	Packard
Production	1951–1952
Body and chassis
Body style	Sedan
Layout	FR
Powertrain
Engine	Packard Straight Eight 327 cu in (5,360 cm3), 150 bhp (112 kW)
Transmission	Ultramatic
Dimensions
Wheelbase	3226 mm (127 in)
Length	5580 mm (219,70 in)
Width	1990 mm (78,3 in)
Height	1580 mm (62.2 in)

In 1951 and 1952, the automaker attempted to use a numeric naming structure that designated Packard's least expensive models as Packard 200 and 200 Deluxe while two-door hardtop and convertibles were designated Packard 250 and its mid-range sedan the Packard 300.
The highest trim level available was the Packard Patrician 400. The Patrician 400 replaced the previous model year's Custom 8 model range. The car was easily identified from other Packards by its chrome trim; in 1951 the model featured three chrome ports on its rear fenders and in 1952 the car featured four chrome ports. Patricians and 300s also sported a slightly revised grille which included chrome "teeth" in its oval area in 1951. That change occurred to the 250 series soon after introduction.
The Patrician 400 was available only as a premium, four-door sedan, outfitted with high-grade upholstery and chrome trimming within. For the 1952 model year, Packard retained the services of noted interior decorator Dorothy Draper to bring a fresh look to the interior color scheme. Wilton carpeting and hassock-style rear passenger foot rests were also included with the car. With a list price of $3,662 it also was the most expensive regular Packard offered. The automobile rode upon a 127-inch (3226 mm) wheelbase shared only with the 300 sedan. All other Packards had a wheelbase of 122 inches (3099 mm).
Power for all Packards still came from their venerable in-line eight-cylinder engines. 200s used a 288 cu in (4,720 cm³) unit with 135 bhp (101 kW); all others had a displacement of 327 cu in (5,360 cm³), delivering 150 bhp (112 kW). The Patrician got the best engine Packard had to offer, too. For unequaled smooth operation, its engine featured nine main bearings instead of five as in the other engines without increase in power.
Until 1954, Henney built a few nine-passenger Executive Sedans and Corporate Limousines on a chassis with 148-inch (3759 mm) wheelbase. Derham in Rosemont built very few Patrician Custom Formal Sedans with leather padded roofs, small backlights and elaborate interiors on the standard Patrician frame.
Introduction of the Patrician was, together with most other Packards (250s were delayed), in August 1950. Production totals for 1951 came to 9,001 Patrician 400 units, and 3,975 units for 1952.

The 400 model name was dropped for model years 1953 and 1954; however the Patrician name continued to occupy the premium trim level Packard from 1953 through 1956.

1955–1956[edit]

Packard Patrician 1955-1956
Packard Patrician 1956
Overview
Manufacturer	Packard
Production	1955–1956
Designer	Richard A. Teague
Body and chassis
Body style	Sedan
Layout	FR
Powertrain
Engine	Packard 6.2 1956 V-8 372.5 cid (6135 cc), 290 ps, 211,94kW
Transmission	Twin-Ultramatic
Dimensions
Wheelbase	3226 mm (127 in)
Length	5580 mm (219,70 in)
Width	1990 mm (78,3 in)
Height	1580 mm (62.2 in)
Curb weight	2075 kg (4551,73 lbs)

For 1955, the entire senior line of Packards received an extensive design update that freshened the last restyling that was done in 1951. Under designer Richard A. Teague, the Senior Packards received a more modern grille design, "Cathedral"-styled rear tail lights, hooded headlight housings and a new exterior trim layout that afforded Packard the ability to offer two- and three-tone paint combinations with the simplest of masking patterns. While Packard could not afford a whole new greenhouse for the passenger compartment, new trim at the base of the rear pillar made it look like it had a redesigned roofline. The cars were also outfitted with a wrap-around windshield, thus bringing it in line with American automobiles of the era. Inside, upholstery and bright work was also freshened and the cars received a new dashboard layout faced with a machined-look stainless steel facing.
For 1955, the Patrician was offered as a four-door sedan only and Packard produced 9,127 of the cars.
Changes for 1956 included a revised headlight housing that exaggerated the front peak further forward. The area around the headlight was painted black to give the effect of greater depth. The car also received a different grille texture. During the 1956 model year, 3375 Patricians rolled off Packard's production line before the model was dropped by the ailing carmaker.
The final Packard built (that was a true Packard and not a badge-engineered Studebaker President) was a black Patrician sedan, and it rolled off the Packard assembly line on June 25, 1956.

                                      1954 Mercury Monterey

When I was in the army, 1953-1956, I thought the 1954 Mercury up hrough the 1956 Mercury was the best looking cars on the road. When I got out of the army in 1956 I was dating a girl in Phenix City, Alabame and we were talking about marriage and I had in mind to buy a 1956 Mercury Monterey for a wedding present for her. As it turned out we split up and didn't get married so I didn't buy the car. I guess that was best anyway since I later met and married my wife and we have now been together for 52 years and still together now. Anyway here is a little information about the car for you to read and ponder about.

The Mercury Monterey is a full-size car model introduced by the Mercury division of the Ford Motor Company in 1952. It would later share the same body style with the slightly more upscale Marquis, and the Park Lane and Montclair until the latter two were extinguished after the 1968 model year. The Marquis-Monterey body was, built on a longer wheelbase and had a longer body than the Ford LTD, Ford Galaxie, and Ford Custom. During its production the car served as the high-end, mid-range, and entry-level fullsize Mercury at various times throughout its run. It was the only Mercury to be in continuous production throughout the 1960s.[1] The Monterey was discontinued after 1974.

In 2004, Mercury resurrected the Monterey nameplate for a minivan, essentially a re-badged Ford Freestar with added features and modified cosmetic details.
Early History

The Monterey (model 72C) was introduced in 1950 as a high-end two-door coupe as part of the Mercury Eight series in the same vein as the Ford Crestliner, the Lincoln Lido coupe and the Lincoln Cosmopolitan Capri coupe in order to compete with the hardtop coupes General Motors had introduced the previous model year. Montereys had either a canvas covered top for $2146 or vinyl for $2157. Standard features included leather faced seats, simulated leather headliner, wool carpets, chrome-plated interior garnish moldings, two-toned dashboard, special black steering wheel, fender skirts, dual outside rearview mirrors, full wheelcovers & gold winged hood ornament. For $10 more all leather seats were an option. Two special colors were offered, Turquoise Blue with dark blue top and Cortaro Red metallic with black top. Black with yellow top was also available. Few Montereys were sold.
1952-1954
Mercury got a styling and engineering redesign for 1952, such at 18% more window area.[2][4] Monterey became a separate series and Mercury's top model line, a convertible and four-door sedan were included in the new series lineup. The heater and vent controls where changed to levers and placed on a plane set perpendicular to the dash behind the steering wheel.[5] A station wagon bowed for 1953, the same year a Siren Red Monterey Convertible became Ford's forty-millionth car produced.[6] 1954 saw the introduction of the new 161 hp (120 kW) overhead valve Ford Y-block V8, as well as the bubble-top Monterey Sun Valley, which had a Plexiglas front half roof which was similar to that of the Ford Crestline Skyliner.[2] The 1954 Montereys also received other alterations, such as new, lower taillights.

                                      1939 Mercury convertible

These comments are excerps from the Wikipedia article about the Mercury cars.

In 1937, Edsel Ford started a new company, more luxurious version of his company's mainline car, intended to bridge the enormous price gap between the highest trimmed Ford and the base Lincoln. The designs of the new car were done by E.T. 'Bob' Gregorie. There was debate within the company if this new intermediate car should be a new Ford model or spun-off into a new marque. Over 100 different model and marque names were considered before "Mercury" was finally selected.^[4][5]
The 1939 Mercury 8 began production in 1938, with a 239 cu. in. 95 horsepower (71 kW; 96 PS) flathead V8 engine. Over 65,800 were sold the first year, at a price of $916 (approximately $14,000 in 2010 dollars).^[6][7] It was an all new car, sharing no body panels with either Ford or Lincoln. Its body was six inches wider than Ford and rode on a 116.0 inches (2,950 mm) wheelbase, four inches longer than Ford.
From the very beginning, Mercury was a division that seemed to have a brand identity that was constantly in the process of finding its place in the North American automotive market. Sometimes, Mercury was presented as a performance division of more mainstay Ford products, while at other times, it was meant to match sales with Detroit crosstown rivals Buick, Oldsmobile and Chrysler during the 1950s through 1980s. Many times, Mercury models shared platforms with Ford products, such as the Mercury Cougar (shared with the Ford Mustang, Thunderbird, and Elite), the Mercury Bobcat (shared with the Ford Pinto), or the Mercury Comet (shared with the Ford Falcon, Fairlane, and Maverick).

 

                                   1969 Pontiac GTO, The Judge

 

1969 Pontiac GTO

The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column (which locked the steering wheel when the key was removed, a Federal requirement installed one year ahead of schedule), and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge. Front outboard headrests were made standard equipment on all GTOs built after January 1, 1969.
The previous economy engine and standard 350 hp 400 CID V8 remained, while the 360 hp (270 kW) 400HO was upgraded to the Ram Air III, rated at 366 hp (273 kW) at 5,100 rpm. The top option was the 370 hp (280 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, plus various internal components capable of withstanding higher engine speeds and power output. Unlike the highest rpm big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters.
By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed power and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per 10 lb (4.5 kg) of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000 rpm—100 rpm lower than the less-powerful Ram Air III.
The Ram Air V (500+ HP) engine was introduced in 1969 to professional racing, not for sale to the general public except as conversion parts, and not in cars in showrooms, and was sold and delivered in a crate. It was a special 400 4-bolt main block with newly designed high compression tunnel port heads, radical cam, and a special high rise intake manifold. A prototype GTO so equipped could go 0–60 mph in 5.7 seconds or less, and the usual quarter-mile time of 13's seconds at 101.76 mph was lessened to 11's at 123 mph (198 km/h). Ram Air Vs were not installed in GTOs at the factory.
The most significant event of 1969 for the GTO was the launch of a new model called "The Judge". The Judge name came from a comedy routine, "Here Come de Judge", used repeatedly on the Rowan & Martin's Laugh-In TV show. The Judge routine, made popular by legendary showman Sammy Davis, Jr., was borrowed from the act of long-time burlesque entertainer Dewey "Pigmeat" Markham. Advertisements used slogans like "All rise for The Judge" and "The Judge can be bought". As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. The package was US$332^[7] more expensive than a standard GTO, and included the Ram Air III engine, Rally II wheels without trim rings, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable downforce, but it was of little value at legal speeds except for style. The Judge was initially offered only in "Carousel Red", but midway into the model year a variety of other colors became available.
The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and the Plymouth Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them being The Judge. The rarest 1969 GTO, omitting color options, was the Ram Air IV Judge Convertible - only five were built (Year One catalog).

 

 

                              1967 Chevrolet Corvette 427 Convertible

The following data is taken from a much larger Wikipedia article from a Google search. Many of the articles associated with the cars on this blog come from the Wikipedia articles and sometimes from other free lable sources. I am concientiously trying to avoid infringing anyone's copywrited or private data.

1967 Chevrolet corvette

The second generation (C2) Corvette, commonly referred to as the Sting Ray, was smaller than the first generation and was later referred to as mid-years.[13] The car was designed by Larry Shinoda with major inspiration from a previous concept design called the "Q Corvette," which was created by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell.[14] Earlier, Mitchell had sponsored a car known as the "Mitchell Sting Ray" in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the final version of the C2 would look like.[15] The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing.[16]

Production started for the 1963 model year and ended in 1967. Introducing a new name, "Sting Ray", the 1963 model was the first year for a Corvette coupé and it featured a distinctive tapering rear deck (a feature that later reappeared on the 1971 "Boattail" Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional hood vents, and an independent rear suspension.[17] Corvette chief engineer Zora Arkus-Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp (270 kW) and was raised to 375 bhp (280 kW) in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models.[18] On 1964 models the decorative hood vents were eliminated and Duntov, the Corvette's chief engineer, got his way with the split rear window changed to a full width window

1970 Plymouth GTX

                               1970 Plymouth GTX


The 1970 GTX received a minor redesign (new grille and rear taillights) but sales still suffered as the car did not look much different from the Road Runner. Stylists made the lines smoother, and a "power bulge" hood was introduced, as well as non-functional rear brake air scoops. The convertible model was dropped in 1970. The Air Grabber hood was brought back, but instead of having two narrow openings running length-wise as in 1969, it had one opening scoop located on the power bulge. The GTX was available with the standard 440 4 barrel, as well as the 440+6 barrel (three two barrel carburetors) and the 426 Hemi. The 440+6 could compete closely with the Hemi, up to highway speeds. In keeping with the GTX marketing strategy, the 1970 model included many standard features. The only other Plymouth luxury/performance model was the full-size Sport Fury GT, built on the C-Body platform. The GT was added to the lineup in 1970. The GT received nowhere near the recognition of the GTX, even though they shared many performance features. The Sport Fury GT was the full-size member of The Rapid Transit System. The Sport Fury GT was often viewed as more of a mature gentleman's performance luxury car.

1970 Chevrolet Chevelle SS 454

                               1970 Chevrolet Chev elle SS 454


1969 Chevelles were billed as "America's most popular mid-size car." They showed only minor changes for 1969, led by revised front-end styling. A single chrome bar connected quad headlights, and a slotted bumper held the parking lights. Taillight lenses were larger and more vertical, flowing into the quarter panels. Front vent windows began to fade away now that Astro Ventilation was sending outside air into several Chevelle models. The Chevelle lineup slimmed down to Nomad, 300 Deluxe/Greenbrier, Malibu/Concours, and Concours Estate series, the base 300 series was history. No longer a series of its own, the SS 396 turned into a $347.60 option package for any two-door model. That meant not just a convertible, sport coupe, or pickup, but even the pillared coupe and sport coupe in the lower-rent 300 Deluxe series (except the base 300 Deluxe El Camino pickup). Fewer SS396-optioned 300 Deluxe coupes and sport coupes were built than their Malibu counterparts and they are solid gold for collectors. The Super Sport option included a 325-horsepower 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem and a black rear panel. More potent editions of the 396 engine also made the options list, developing 350 or 375 horsepower (280 kW). Chevelle station wagons came in three levels: Concours, Nomad, and Greenbrier—the last a badge formerly used on the Corvair van. A new dual-action tailgate operated either in the traditional manner or as a panel-type door. Wagons stretched 208 inches (5,300 mm) overall versus 197 inches (5,000 mm) for coupes. New round instrument pods replaced the former linear layout. Chevelle options included headlight washers, power windows and locks, and a rear defroster. Chevy's midsize production rose this year, with Malibus far more popular than their less-costly mates. Fewer than seven percent of Malibus had a six-cylinder engine, while more than 86,000 got an SS 396 option. All '69 Chevelles got a new locking steering column one year ahead of the Federal requirement,^[8] and headrests required for all cars sold in the U.S. after January 1, 1969.
In addition, in 1969 Chevrolet developed a steam powered concept vehicle, designated the SE 124 based on a Chevelle fitted it with a 50 hp Bresler steam engine emplace of its gasoline engine. The Bresler was based on the 1920 Dober steam engines concept.^[9]
In 1970, sheetmetal revisions gave the bodies a more squared-up stance and interiors were redesigned, too. The 1970 Chevelle came in sport coupe, sport sedan, convertible, four-door sedan, a couple of wagons, and coupé utility (the El Camino) body styles. Only 3 of these (Malibu sport coupe, Malibu convertible and El Camino pickup) were available with a choice of one of 2 SS options; RPO Z25 with the SS 396 (402 cid) engine and RPO Z15 with the new 454 cid engine. The SS options were limited to the Malibu 2-door sport coupe, Malibu convertible and El Camino pickup. The base model Chevelle was now named Chevelle (which causes confusion) in lieu of the former base 300 Deluxe and was only as a sport coupe or 4-door sedan.
Station wagons were the entry level Nomad, the Chevelle level Greenbrier, the Malibu level Concours and an upscale Concours Estate. New options included power door locks and a stalk-mounted wiper control. Engine choices ranged from the standard 155 horsepower (116 kW) six-cylinder and 200-horsepower 307-cubic-inch V8, to a pair of 350 V8s and a pair of 402 engines. RPO Z25 SS equipment option included one of these 402 cid engines but was still marketed as a 396. The second 402 cid engine was available under RPO, rated at 330 hp with single exhaust, and was available in any V8 series except an SS optioned Malibu or El Camino. 1970 also saw the introduction of the 454 cid engine and was only available with the RPO Z15 SS Equipment option. The base 454 cid engine was rated at 360 hp (which was also available with cowl induction) and the optional LS6 version at 450 hp.

 

1968 Pontiac Firebird Convertible

This information article was excerpted out of a much larger article in the Wikipedia online encyclopedia.

First generation (1967–1969)

First generation

Production	1967–1969 (Firebird) 1969 (Trans Am)
Assembly	Lordstown, Ohio, United States Norwood, Ohio, United States
Body style	2-door coupe 2-door convertible
Layout	FR layout
Platform	F-body
Engine	230 cu in (3.8 L) Pontiac OHC I6 326 cu in (5.3 L) Pontiac V8 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8
Wheelbase	108.1 in (2,746 mm) (1967)
Length	188.8 in (4,796 mm) (1967)
Width	72.6 in (1,844 mm) (1967)
Height	51.5 in (1,308 mm) (1967)[2]
Related	Chevrolet Camaro (first generation)

1968 Pontiac Firebird coupe

1969 Pontiac Trans Am

The first generation Firebirds had a characteristic Coke bottle styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its 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 initially 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 carburetor. The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). Most buyers opted for one of the V8 engines: the 326 CID (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the "H.O." (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 CID (6.6 L) from the GTO with 325 hp (242 kW). 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 L) engines were subsequently replaced by 250 CID (4.1 L) ones, the first developing 175 hp (130 kW) using a single-barrel carburetor, and the other 215 hp (160 kW) with a four-barrel carburetor. Also for the 1968 model, the 326 CID (5.3 L) engine was replaced by one with a displacement of 350 CID (5.7 L). An "H.O." version of the 350 CID with a revised cam was also offered starting in that year, developed 320 hp (240 kW). 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 (250 kW) respectively. The 350 "H.O." engine was revised again with a different cam and cylinder heads resulting in 330 hp (250 kW). During 1969 a special 303 cu in (5.0 L) engine was designed for SCCA road racing applications that was not available in production cars.^[3]
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 blinkers 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 made of an Endura bumper housing the headlights and grilles. 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 fall debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year (the other 1970 Pontiac models had been introduced on September 18, 1969). By late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.

Most of these information articles come from the Wikipedia online encyclopedia.

1969 Dodge Charger RT


The 1969 model year brought few modifications. Exterior changes included a new grille with a center divider and new longitudinal taillights both designed by Harvey J. Winn. A new trim line called the Special Edition (SE) was added. This could be available by itself or packaged with the R/T, thus making an R/T-SE. The SE added leather inserts to the front seats only, chrome rocker moldings, a wood grain steering wheel and wood grain inserts on the instrument panel. A sunroof was added to the option list as well, and saw only 260 sold installations. The bumble bee stripes returned as well, but were changed slightly. Instead of four stripes it now featured one huge stripe framed by two smaller stripes. In the middle of the stripe an R/T cutout was placed. If the stripe was deleted, a metal R/T emblem was placed where the R/T cutout was. Total production was around 89,199 units.



Bo & Luke Duke popularized the 1969 Dodge Charger in The Dukes of Hazzard
The television series The Dukes of Hazzard (1979–1985) featured a 1969 Dodge Charger that was named The General Lee. "The General" sported the Confederate battle flag painted on the roof and the words "GENERAL LEE" over each door. The windows were always open, as the doors were welded shut. The number "01" is painted on both doors. Also, when the horn button was pressed, it played the first 12 notes from the de facto Confederate States anthem "Dixie". The car performed spectacular jumps in almost every episode, and the show's popularity produced a surge of interest in the car. The show itself purchased hundreds of Chargers for stunts, as they generally destroyed at least one car per episode.

[edit] Charger 500



Dodge Charger 500
In 1968, Dodge watched their NASCAR inspired Charger R/T fail to beat the Ford cars (the Ford Torino Talladega and the Mercury Cyclone Spoiler II) on the high-banks oval-tracks. The Dodge engineers went back to the wind tunnel and found the tunneled rear window caused lift and the gaping mouth induced drag. Dodge engineers made the rear window flush with the rest of the roof and put a 1968 Coronet Grille up front. The original Charger 500 prototype was a 1968 Charger R/T with a 426 Hemi. The prototype was painted in B5 Blue with a white stripe.

The Charger 500 prototype had a Torqueflite transmission, a white interior and 426 Hemi. The Charger 500 was tested for production, got the greenlight and was one of three models introduced in September 1968. The Charger 500 was standard with the 440 Magnum but the factory literature claims the 426 Hemi was standard. The Charger 500 had the Torqueflite standard and the same equipment standard as the R/T.

The Charger 500 sold for $3842.00 MSRP and was available with the 426 Hemi for an extra $648.20. It had the options A11 and V88. Stripes were available with red, black and white colors. Air conditioning was optional on the 440 Magnum for an extra $357.65.

A total of 500 Charger 500s were made but only 392 were bought for street use. The rest were bought by racers and gutted, stripped, modified and/or repainted. Only 67 Charger 500s were built with the 426 Hemi; 27 with 4-Speeds and 40 with Torqueflites.

The Charger 500 did not achieve the results expected of it on the NASCAR superspeedway circuits and lost to Ford Motor Company entrants, but it was successful on the shorter under 1 mi (1.6 km) tracks.

[edit] Charger Daytona

Main article: Dodge Charger Daytona



Dodge Charger Daytona
Dodge was not satisfied with the results of the Charger 500. The car was not enough to beat the other aerocars on the NASCAR circuit. After months of research and development, including the aftermarket shop Creative Industries Inc., the Dodge Charger Daytona was introduced on April 13, 1969. Within hours of its unveiling, Dodge had received over 1,000 orders, despite the price point of $3,993.00 MSRP.

Chrysler made many attempts at improving the aerodynamics of the 500 by adding noses rumored to be up to 23 in (580 mm) long. The Charger Daytona finally received an 18 in (460 mm) nose. The full size Charger Daytona was tested with an 18 in (460 mm) nose at the Lockheed-Martin Georgia facility. The test was a success and the project was greenlighted. The nose piece was only part of the innovation. The Charger Daytona also received a 23 in (580 mm) tall wing in rear. This wing was bolted through the rear quarter panels and into the rear subframe. The Charger Daytona's wing also helped out in an unintended way, by giving the car directional stability as well.

The Charger Daytona engineering model was tested on the Chelsea, Michigan Chrysler Proving Grounds on July 20, 1969. Driven by Charlie Glotzbach and Buddy Baker, it was clocked at 205 mph (330 km/h) with a small 4-bbl. carb. The Charger Daytona's nose made 1,200 pounds of downforce and the wing made 600 pounds of downforce. The Dodge styling department wanted to make changes to the Charger Daytona as soon as they saw it, but was told by Bob McCurry to back off; he wanted function over finesse.

The Charger Daytona introduced to the public had a fiberglass nose without real headlamps and a wing without streamlined fairings. The media and public loved the car, but were mystified by the reverse scoops on the front fenders. The PR representatives claimed it was for tire clearance. Actually, they reduced drag 3%.

The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb·ft (650 N·m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential. The Charger Daytona also came with the 426 Hemi with 425 hp (317 kW) and 490 lb·ft (660 N·m) for an extra $648.20. The 426 Hemi was also available with the no cost option of the A833 4-Speed Manual. Only 503 Charger Daytonas were built, 433 were 440 Magnum 139 4-Speed and 294 Torqueflite; 70 were 426 Hemi power, 22 4-Speed and 48 Torqueflite.

In the end, the Daytona was brought down by the decision to make the 1970 Plymouth Superbird the only 1970 aerocar, however apparently two Charger Daytonas were built using 1970 sheet metal. While Daytonas were raced through the 1970 season, only one Daytona still raced until 1971 (in the 1971 Daytona 500) when NASCAR decreed that engine displacement of wing cars would be limited to 305 ci. That particular car, driven by Dick Brooks finished in seventh place.

 

1970 Mercury Cougar Eliminator

 

The third year of production, 1969, brought several new additions to the Cougar lineup. A convertible model was now available in either standard and XR-7 trim. These highly anticipated soft tops proved quite popular and today are considered, by many, among the most desirable of the '67-'70 production run. On the exterior, the grille switched from vertical bars to horizontal bars, and a spoiler and a Ram Air induction hood scoop were added as options. A new performance package appeared and several disappeared. The XR-7G and the 7.0-L GT-E disappeared, but the 390 and 428 V8s remained. The 290 hp (216 kW) 351 Windsor V8 was added to the engine lineup. The Eliminator performance package appeared for the first time. A 351-in3 four-barrel V8 was standard under the hood, with the 390 four-barrel V8, the 428CJ and the Boss 302 available as options. The Eliminator was the new top-of-the-line performance model of the Cougar lineup. It also featured a blacked-out grille, special side stripes, front and rear spoilers, an optional Ram Air induction system, and a more performance-tuned suspension and handling package. It also came in a variety of vibrant colors, such as White, Bright Blue Metallic, Competition Orange, and Bright Yellow. Only two Cougars came with the Boss 429 V8, making them the rarest Cougars ever built. Both were factory drag cars built for "Fast Eddie" Schartman and "Dyno" Don Nicholson.

The 1970, the Cougar appearance was similar to the 1969 model, but numerous changes were made inside and out. It now sported a new front end which featured a pronounced center hood extension and electric shaver grille similar to the 1967 and 1968 Cougars. Federally mandated locking steering columns appeared inside, and the aforementioned new nose and taillight bezels updated the look on the outside. The 300 hp (224 kW) 351 "Cleveland" V8 was now available for the first time, though both the Cleveland and Windsor engines were available, if the buyer selected the base model two-barrel motor. The 390 FE engine was now dropped, and the Boss 302 and 428CJ soldiered on.

1965 Oldsmobile Cutlass 88 Convertible 4-4-2

With the GTO receiving GM corporate sanction, Oldsmobile followed suit with a big-engine 442. The B09 option was renamed 442 and the price was lowered to $190.45 for F-85s and $156.02 for Cutlasses. The new 400 CID (6.6 L) engine became standard, and the definition of "442" was restated as 400 cubic inches, 4 barrel carburetor (a 515 cfm Rochester 4-Jet), 2 exhausts. Output for the big engine rose to 345 hp (257 kW) and 440 lb·ft (597 N·m). The standard transmission became a three-speed manual with the four-speed as an option, and Oldsmobile's two-speed Jetaway automatic transmission was added as an alternative. The '65 was the first 442 to use a Hurst shifter, which was included when the HD 3 speed manual transmission was ordered. The heavy duty 3 speed was a mid year introduction and used a floor shifter, unlike the early 3 speed that used a column shifter.

Other touches added to the '65 were chrome body side scoops adorned with 442 badging, chambered dual exhaust pipes, chrome single snout air cleaner, and 442 badging on the dash. Late in the year option N98 was added, which were chrome reversed 14 in × 6 in (360 mm × 150 mm) wheels. It also offered standard bucket seats when optioned on the Cutlass and a 6,000 rpm tachometer, mounted in the console, more as decoration than for usefulness. The console was optional, which made the tach optional. Retractable front seat belts were optional. The turning radius was 41feet.

Modern Rod tested a 1965 F85 442 with the four-speed manual, slicks, and headers and obtained a quarter mile acceleration of 13.78 seconds at 102.73 mph (165 km/h); Car Life's automatic '65 ran the quarter mile in 15.5 seconds at 89 mph (143 km/h), with a 0 to 60 time of 7.8Olds 4-4-2 seconds. Offered in four body styles, sales rose to 25,003, including 3,468 convertibles.

This information came from a Wikipedia article on Google.

The Mercury Cyclone Spoiler II was a car produced by the Mercury Division of Ford Motor Company during the first few weeks of 1969, only. The Mercury Cyclone Spoiler II was a special, more aerodynamic, version of the Mercury Cyclone. It was produced, specifically, to make Mercury even more competitive in NASCAR stock car racing, and it was sold to the public only because homologation rules required a certain minimum number of cars (500 in 1969) be produced and made available for sale to the public. All production examples were constructed during the first few weeks of 1969.

The Mercury Cyclone Spoiler II was built in only two trim packages: The Cale Yarborough Special - a white car with red interior and exterior trim, and the Dan Gurney Special - a white car with blue interior and trim.



Cale Yarborough Spoiler II


Dan Gurney Spoiler II
A largely equivalent vehicle was also produced under the Ford brand as the Ford Torino Talladega.



Cyclone Spoilers, Spoiler IIs, and Talladegas


Cyclone Spoilers, Spoiler IIs, and Talladegas in Indy


Cyclone Spoiler II in Dan Gurney Trim
The 1969 Mercury Cyclone Spoiler II was based on the Mercury Cyclone "Sportsroof" (Ford's trade name for a fastback) 2-door hardtop. To make the car more aerodynamic at high speeds, a sleeker front section was added. Regular production Mercury Cyclones had a then-fashionable inset grille and headlights, which fared poorly in the wind tunnel. The Mercury Cyclone Spoiler II had this nose replaced with one that extended the car's length by about six inches, with a flush-mounted grille from a Ford Cobra, identical to the grill used on the Ford Torino Talladega giving it a much more aerodynamic front end. The close-fitting bumper was actually a rear bumper from a 1969 Ford Fairlane that had been cut, narrowed, V'ed in the center, and filled on the ends to create a crude air dam, further improving the aerodynamics of the car at high speeds. In a well kept, secret, design move, the rocker panels were reshaped and rolled to allow Mercury teams to run their racing cars about an inch closer to the ground while staying within NASCAR rules; this also greatly enhanced the top speed of the car by lowering its center of gravity, and further reducing its wind resistance. All production (homologation) models of the Mercury Cyclone Spoiler II were equipped with a 351 Windsor engine, automatic on the column, and front bench seat.

Racing versions of the car were initially fitted with the Ford FE 427 side oiler engine that had been Ford's main racing engine since 1963. Later in the season, the Boss 429 engine was used by many of the teams, after it had finally been declared "officially homologated" by NASCAR president, Bill France. Ironically the Boss 429 engine was actually homologated in the 1969 Ford Mustang Boss 429. In a very unusual move, Ford homologated the engine separately from the car in which it was to race. Many experts think this may have been done in order to get the bodywork of the Mercury Cyclone Spoiler II officially homologated at the beginning of the 1969 race season, as the Boss 429 was not yet in production in sufficient numbers to homologate it.

The Mercury Cyclone Spoiler II was very successful on the racing circuit: winning 8 Grand National races during the 1969 and 1970 NASCAR seasons

The Plymouth Road Runner was a performance car built by the Plymouth division of the Chrysler Corporation in the United States between 1968 and 1980. In 1968, the first muscle cars were, in the opinion of many, moving away from their roots as relatively cheap, fast cars as they gained options. Although Plymouth already had a performance car in the GTX, designers decided to go back to the drawing board and reincarnate the original muscle car concept. Plymouth wanted a car able to run 14-second times in the quarter mile (402 m) and sell for less than US$3000. Both goals were met, and the low-cost muscle car hit the street. The success of the Road Runner would far outpace the upscale and lower volume GTX, with which it was often confused.

The Boss 429 is arguably one of the rarest and most valued muscle cars to date.^[1] In total there were 859 original Boss 429s made. The origin of the Boss 429 comes about as a result of NASCAR. Ford was seeking to develop a Hemi engine that could compete with the famed 426 Hemi from Chrysler in NASCAR's Sprint Cup Series (then known as "Grand National Division"). NASCAR's homologation rules required that at least 500 cars be fitted with this motor and sold to the general public. After much consideration, it was decided by Ford that the Mustang would be the car that would house this new engine.
The Boss 429 engine was derived from the Ford 385 engine. The Mustang's body however was not wide enough to encompass the massive Boss 429 engine and as a result, Ford hired Kar Kraft out of Dearborn, MI to modify existing 428 Cobra Jet and Super Cobra Jet Mach 1 Mustangs to properly fit the new Boss 429 engine. Kar Kraft was contracted by Ford to create the Boss 429, because Ford was stretching itself thin across a number of projects, such as the Boss 302 and it's Trans Am version that competed in the SCCA Trans Am Series of races in the same years the Boss 429 was being produced for NASCAR. Kar Kraft at the time was also in the process of creating the Trans-Am Boss 302 as well. Production on the Boss 429 began in 1968 in Brighton, Michigan at Kar-Kraft's factory; the cars were transported to this plant directly from the auto maker's plant and the work began. Kar Kraft made extensive modifications to the Mustang, including widening the shock towers and extended out the inner fenders to allow this massive engine to fit. The mounts for the front suspension were chopped and displaced to create room for the block and exhaust manifolds.[1] Next the battery was repositioned to the trunk and a stiff sway bar was added to rear end. In addition, a hole was cut in the hood and a manual controlled hood scoop was added to these cars. These cars were rated conservatively at 375 hp (280 kW) and 450 lb·ft (610 N·m) of torque. Actual output was well over 500 horsepower (370 kW). That's what the general belief is across the general public, some even believing it to be 600 or more. It has been proven from many dyno tests over the years with stock engines though numbers tend to vary. Even the 429 Drag Pack from Ford at the time (which was a modified normal 429 and not the Boss version which made more power) had 493 horsepower (368 kW) as seen on stock engine dynos all over the video website, YouTube. The manufacturers and dealers only listed 375 hp (280 kW) because of legal issues and rising insurance costs so customers would be lured into buying these cars without the stiff fees from an insurance company.^[2]
Both model years featured a toned down exterior, as compared to other Mustangs of the era (see Boss 351, Boss 302, Mach 1), in that the only external identification of the car were the Boss 429 decals on the front fenders, aft of the front tires. The rest of the car featured a very clean look that was atypical of most Mustangs that Ford had produced which could be deceiving to some people.
To show just how special these cars were, they were given special NASCAR identification that was placed on the driver's side door. Each car was given a "KK" number which stood for Kar Kraft. KK #1201 was the first Boss 429 and KK #2558 was the last Boss 429 made.^[1]
Unfortunately sales started to drop off for the 1970 Boss 429 Mustangs and with higher production costs, gas costs, and other internal Ford problems, it was decided that 1970 would be the last year of the Boss 429. After the re-introduction of the Boss 302 Mustang in 2012 and 2013 model years, rumors have started to float around that Ford may bring back either the Boss 429 or Boss 351 with the next generation Mustang starting in 2014. At this time, nothing has been announced from Ford.
In present day, these cars are highly sought after. As of 2008, auctions on eBay and at Barrett-Jackson have brought bids of over $375,000.

[edit] 1969 Model

In 1969 there were 859 Boss 429s made by Ford Motor Company. 2 of which were Cougars for Lincoln/Mercury Race Division. There were five different colors available in 1969 (Raven Black, Wimbledon White, Royal Maroon, Candyapple Red, and Black Jade) and the only color for the interior was black. The hood scoop was the same color as the car. All these cars were a manual transmission and there was no air conditioning available due to the size of the engine. Though not originally offered as an option, it is common to add a spoiler and window louvers commonly see on 1969-1970 Mach 1's and Boss 302's.

[edit] 1970 Model

In 1970 there were 499 Boss 429s made by Ford Motor Company. There were five new exterior colors (Grabber Orange, Grabber Green, Grabber Blue, Calypso Coral, and Pastel Blue) and the interior was available in Black or White & Black. The hood scoops for this year were all painted matte black regardless of the color of the car. These cars also had a manual transmission and no AC was available, again due to the size of the engine. The Hurst Shifter was also standard equipment for this year. Also in 1970 there was an extremely rare dealer-installed option of a six-pack intake and carburetors, however very few of these were ever sold (approx. 2 were installed). It is unknown if these made any difference in performance, though likely.

 

                           1968 Chevy Camaro SS 396 Convertible


The styling of the 1968 Camaro was very similar to the 1967 design. With the introduction of Astro Ventilation, a fresh-air-inlet system, the side vent windows were deleted. Side marker lights were added on the front and rear fenders which was a government requirement for all 68 vehicles. It also had a more pointed front grille and divided rear taillights. The front running lights (on non-RS models) were also changed from circular to oval. The big block SS models received chrome hood inserts that imitated velocity stacks.
The shock absorber mounting was staggered to resolve wheel hop issues and higher performance models received multi-leaf rear springs instead of single-leaf units. A 396 cu in (6.5 L) 350 hp (261 kW) big block engine was added as an option for the SS, and the Z28 appeared in Camaro brochures. The 427 cu in (7.0 l) was not available as a Regular Production Option (RPO). Several dealers, such as Baldwin-Motion, Dana, and Yenko, offered the 427 as a dealer-installed replacement for the factory-supplied 396 cid engine.
Production numbers:

RS:	40,977
SS:	27,884
Z28:	7,199
Total:	235,147|[4]




1969 AMC AMX

The following article was taken from a wikipedia write-up on a Google search.

The AMC AMX is a two-seat GT in style and approach sports car that was produced by American Motors Corporation for the 1968 through 1970 model years. The AMX was also classified as a muscle car, but "unique among other American cars at the time due its short wheelbase".[2] The AMX was also the only American-built steel-bodied two-seater of its time, with the 1955-1957 Ford Thunderbird being the last ones.[3] To a degree, the AMX was a competitor with America's only other two-seater of the era, the Chevrolet Corvette[4] for substantially less money.[3] With a one-inch (2.5 cm) shorter wheelbase than the Chevrolet's 2-seater, "the AMX was often seen by the press as a Corvette competitor."[5]

Fitted with the optional high-compression medium block 390 cu in (6.4 L) AMC V8, 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 was achieved. After three model years, the two-seat version was discontinued, and the AMX's now signature badging was transferred to a high-performance version of its 4-seat sibling, the Javelin, from 1971-1974.

American Motors capitalized the respected reputation of the original AMXs by reviving the model designation for performance-equipped coupe versions of the compact Hornet in 1977, Concord in 1978, and subcompact Spirit in 1979 and 1980.

1931 SS Jaguar

This fantastic first edition of the famous Jaguar began as the optimistic dream of a young 20 year old entrepreneur named William Lyons that had started building side cars for motorcycles that he named as the Swallow sidecars. When he was able to enlarge his business and start making full size cars this was his first production model. With his keen eye for design and beauty and untiring energy he designed and built this car that immediately sold out the orders that were delivered and created a huge backlog of orders waiting to be filled. At that time Lyons just had himself and one partner helping him to build these cars and production was very slow.