The 1956 Morgan Plus Four (or +4) model, was produced in Worcestershire, England.  It was powered by Triumph’s TR3 (and later TR4) based, in-line 4-cylinder engine displacing 1991cc’s and producing nearly 100hp. Harry Frederick Stanley Morgan (known by his friends as “HFS”) started his company back in 1910, with the idea to produce a light weight, economical, but sporty vehicle for himself to drive.

The original Morgan vehicles were of a three-wheeled configuration. The two wheels up front were outboard, steered, sliding-pillar design and independently sprung, and the rear had a single, driven wheel. They were powered by a 2-cylinder, V-twin style engine. The Morgan Plus Fours were light weight, agile, spirited and most of all . . . just plain fun to drive. The first Morgan 4-4 (4-wheels, 4-cylinders) cars were produced in 1935/6. The updated Morgan 4-4 or Plus Four, four-wheeled models made their debut after WWII and were an instant hit with sports car enthusiasts from around the world, but mostly in the good ole U.S. of A.

The Morgan Plus Four was first introduced to the world in 1951, but it looked nearly the same as it had since 1935/6. It wasn’t until 1954 that the body got a facelift. It became more streamlined and curvaceous upfront with a distinct sloped back rear body. The grill changed from the outward protruding, flat-front, radiator/cowl configuration to a concealed radiator with formed grille and smooth front cowl area. The frame and chassis of the Morgans were light but sturdy units of stamped steel. They supported ash-framed, steel-over-wood designed bodies of various light weight materials (even an all-aluminium body, as the Brits would call it, was available) and are completely hand-built even to this day. It had such upgrades as four-wheel hydraulic brakes, a longer wider stance ( a bit more hefty all-around) and upgraded interior amenities over previous models.

Early competition events were commonplace for the “Moggies” (affectionately nicknamed by their owners and admirers) and they always fared pretty well, even winning the 1913 French Cyclecar Grand Prix at Amiens, France. Morgans, old and new, are entered in competition all around the world even today and always perform quite well. As they have been for over 50 years, Morgans are always in high demand, with waiting lists for new vehicles ranging from 2 to 5 years and were sometimes as long as a 10 year wait.

The 1964-1965 Porsche 356C was the last generation for the model 356 production run (with four generations during its run, model “356” from 1948 to 1955, “356A” from 1956 to 1959, “356B” from 1960 to 1963).  Spanning from 1948 to 1965, it remained basically unchanged by looks, but made dramatic evolutionary and technological changes underneath that curvy exterior.

The 356 model is also the first, full-production vehicle, offered by Porsche. The Porsche 356 model was created by Ferdinand “Ferry” Porsche, the son of the founder of the company, Dr. Ferdinand Porsche. It featured flat, 4-cylinder, air-cooled, rear-mounted engine, rear-wheel drive configuration in a lightweight sporty package with quick-handling, sure-footed suspension.

It quickly became very popular on the racing scenes all around the world. The pan style chassis was attached to the body making a sturdy unitized construction design. Most of the original mechanicals were borrowed from the Volkswagen Beetle (designed by Dr. Ferdinand Porsche himself), and improved over the years to enhance performance and make it more Porsche-like.

Initially and throughout its 18 year run, it took some time to build enough numbers to supply the demand it had created and by the time it had run its course, the little 356 had quite a reputation for driving pleasure, quality of build and racing prowess. It is believed, that over half of the 76,000 units produced, are still in existence today.

The 356 was offered in both coupe and convertible (or cabriolet) models and were about 50/50 split as far as production numbers go. The 356C’s were built with disc brakes at all four corners, the most horsepower (1582 cc and 88 hp in stock form, 95 hp with “SC” model) of all the pushrod pancake Porsche motors and many upgrades in both suspension and creature comfort areas. The 356C, which remained almost completely and painstakingly, hand-built, was certainly the most refined and therefore most desirable of all the 356 models.

In fact, in a 2004 article, Sports Car International ranked the 356C as the 10th position of Top Sports Cars of the 1960’s. Certain limited production models, like the 356 Carrera, can bring over $300,000 at auction and almost any 356 model will bring from $20,000 to over $150,000.

Find a classic Porsche 356 that you love!

The De Tomaso “Pantera” was a mid-engined, production “Musclecar” made and designed in Italy (with support from the Ford Motor Company, mostly for powertrain components) and destined mainly for the U.S. market. It was produced from 1971 to 1991 and evolved over it’s 20 year-run into one of the worlds most unique exotics ever produced! This was also, in-part, due it’s odd (at the time) blending of “Italian” design, handling and craftsmanship and good-ole American V8, raw musclepower! I say, odd, because the “purists” do not consider it a “real” Italian sporstcar due to it’s half-breed combination of Italian and American components. However, it has remained a cult-status vehicle in it’s own right and has stood the test of time as one of the most respected, feared (by other makes that cross it’s path) and sought after marques of it’s time! Although this car was designed in Italy at Ghia (another company owned by De Tomaso at the time) by a US-born designer, named Tom Tjaarda, it is steeped in “Italian” history and exoticar styling. The De Tomaso Car Company of Modena, Italy, was founded in 1959 by Alejandro De Tomaso, an Argentinian-born immigrant and at one time, also owned the likes of the Maserati and Moto-Guzzi brands.

The “Pantera”, meaning panther in Italian, replaced the short-lived “Mangusta” model, which was De Tomaso’s second-ever production vehicle (which also was powered by mid-engined Ford V8) introduced in 1966 and running through 1971. Their first, was the even shorter-lived, “Vallelunga” mid-engined model, which used a European Ford, Cortina 4-cyl powerplant. The “Pantera” would also be the first De Tomaso vehicle to use an updated steel “moncoque” chassis, which replaced the aluminum “backbone” chassis of earlier De Tomaso mid-engined vehicles. The V-8 supplied by Ford was the 351C (Cleveland) model and was/is considered by most, to be the best of the Ford small-block, V-8 family. It made it’s first, official public debut in Modena, Italy in March of 1970 and then made it’s U.S. debut a few weeks later at the New York Motor Show to rave reviews. Production was brisk ,at first, and from 1971 through 1973 Modena pushed out over 6,100 units (some 7,260 total production in over 20 years)! But once the big oil “crisis” reared it’s ugly head (also in 1973) and the oil embargo started, not to mention the poor fit, finish and quality control problems they were experiencing at De Tomaso, the Ford Motor Company decided to pull the plug on importing these Italian/American musclecars, which they sold through their Lincoln-Mercury dealerships. De Tomaso continued to build the “Pantera”, mostly by hand (at about 100 per year) until 1991 (some say a few models trickled out until 1993), at which time all production ended and the “era of the Pantera” was over. More than a footnote in automotive history, the “Pantera” is a legendary vehicle which seemed flawed only by it’s human “handlers” of the day.

See all De Tomaso Panteras for sale on ClassicCars.com.

The Chevrolet Chevy II or Chevy II Nova (later just Nova), was one of the quickest, concept-to-production new vehicle projects to be produced by the General Motors Corporation. It was only 18 short months from inception to the first unit rolling off the assembly line on August 16th, 1961. It was barely in time for its release to the public in September, as a 1962 year model.

This was all done in order to compete directly with the now popular, Ford Falcon, a compact car which had become a major success for the Ford Motor Company shortly after its debut in 1960. The Nova quickly became a fierce compact car competitor with four-door sedans, station wagons and they even offered a two-door hardtop and convertible, ahead of the Falcon’s release of those same models. According to Ed Cole, GM’s General Manager of the time, the Chevy II’s mission was to be a back-to-the-basics, simple and affordable vehicle for the masses. He described it to the press as offering the buying public “maximum functionalism with thrift!”.

The name, Nova, was (internally, at Chevrolet, anyhow) a popular choice to represent the new model (but at first, Nova, was only used on their top-of-the-line models), but again, with keeping its new models tied only to names beginning with the letter “C”, it was last minute, when they finally settled on the “Chevy II” name. There would be five generations of the Chevy II or Nova models, ranging from 1962 through 1988, with a brief hiatus from 1980 to 1985. The fifth generation Nova, made from 1986 through 1988, was actually a sub-compact, re-modeled, re-badged, front-wheel-drive vehicle produced as a joint effort between GM and Toyota, and based on their Sprinter model. The Chevy II name was dropped after the 1968 year model and was afterwards, known as the Chevrolet Nova through the end of its run.

The base of the Nova’s through 1979 (the end of the fourth generation run) was a rear-wheel-drive vehicle of unibody construction. Over the years, you could have ordered your Nova with anything from a 153-cid in-line, 4-cylinder (later models, 1975 to 1979, carried the Iron Duke 151-cid in-line, 4-cylinder) to a 402-cid Big-Block, V8 and pretty much everything in-between. What a gas these sleeper cars could be with a little creative “tuning”.

The first generation Chevrolet Chevy II (Nova) ran from 1962 through 1965 and saw the first V8 powerplant available from the factory in 1964, a 283-cid unit, producing 195 hp. It was, however, commonplace in 1962 and 1963 to have a dealer installed V8, placed under the hood. The 1965 received a bit of a facelift and some more ponies, due to various engine options now available, including the SS models, 300 hp, 327-cid Small-Block V8 making the little compact a real musclecar contender. The standard transmission was the 3-speed, on-the-tree manual, an optional 4-speed manual transmission (sometimes dealer-installed) and 2-speed Powerglide automatic transmission.

The second generation Chevrolet Chevy II (Nova) experienced the shortest run of all five generations and ran from 1966 to 1967. They came with a more modern, angular looking body shape (including a semi-fastback roofline) and squared-up styling than the previous models. However, most other features, as offered on earlier models, changed very little and basic dimensions were about the same. The 1967 NovaSS, option package, was the first model of the line to drop all “Chevy II” badging, even though the model was still referred to as the Chevrolet Chevy II.

The third generation Chevrolet Chevy II (Nova, X-Body) enjoyed the longest production run of all the generations and stayed around from 1968 through 1974. A complete, extensive, frame-up re-design came for 1968 and carried-on, basically unchanged, through the end of the series in 1974. The front end housed the newly designed GM sub-frame assembly (similar to that, which was used, on the new Chevrolet Camaro for 1967) comprised of both the front suspension and powertrain, which was then bolted to the chassis of the vehicle. The station wagon (due mainly to lack of interest) and hardtop sport coupe models were discontinued and would not return. Some available options included power steering and brakes, rear shoulder safety belts and head restraints, and Four-Season air-conditioning.

For 1969, Chevrolet finally decided to drop the “Chevy II” nameplates and badging and now their compact car was officially known as, simply, the Chevrolet “Nova”. The four cylinder powertrain was dropped from the lineup for 1971 due to lack of sales and the 250-cid, L6, became the base powerplant. The 3-speed manual transmission and 2-speed Powerglide were still offered standard, but the 3-speed Turbo-Hydromatic automatic and 4-speed manual transmissions were available on most V8’s.

1970 would be the last year for the venerable “SS396” Nova’s, while they were actually increased to 402 c.i. displacement to help meet emissions standards, but due to its strong “SS396” name recognition and to downplay power output to relieve pressure from governmental scrutiny and insurance companies ever increasing premiums, Chevrolet chose to keep the “SS396” badging. A Rally Sport package was offered for 1971 and 1972 which included suspension upgrades, some Rally wheels, special striping and trim options and the largest engine available was now the 350-cid V8.

For 1972 an optional sunroof could now be ordered as well as Strato style bucket seats with built-in headrests. 1973 saw a minor facelift with a hatchback rear glass area, and once again, to conform to the government mandates to have energy-absorbing, 5-mph bumpers front and rear. For the first time, since 1962, a multi-leaf rear spring (like those used on the new Camaros) would replace the single-leaf type. We would also say goodbye to the long-running, 2-speed, Powerglide automatic transmission. For 1974 the Chevrolet Nova would receive some minor exterior upgrades including larger parking lights and even larger, impact-absorbing bumpers for safety sake (actually adding over two inches of length to the vehicle). The 2-speed Powerglide automatic transmission was now replaced by the 3-speed Turbo-Hydramatic automatic transmission.

The fourth generation Chevrolet Nova (X-Body) would last from 1975 through 1979 and would be the makers most-changed model in its lineup for 1975. With all new sheetmetal “refined along the lines of elegant European sedans” stated in the brochure, but keeping some of the third generations rear suspension components and the same 111-inch wheelbase. The front suspension was similar to that used on the second generation Camaro, with larger diameter stabilizer bar, front disc brakes now came standard and radial tires were used all the way around. Windshields had larger glass area, while coupes and hatchbacks had fixed rear-quarter glass or optional swing-out hinged glass. The new LN (Luxury) models featured creature comforts never before seen on a Chevrolet compact car.

For 1976 the “LN” model was re-badged as the “Concours” to compete with other brands more elegant sounding names (i.e.: Monarch, Granada, etc.) and boasted such lavish appointments as Rosewood vinyl woodgrain interior trim, the first Chevrolet coupe to offer fold-down front, center armrest and it even had an upright, sprung, hood ornament. All other changes throughout the end of the run were merely cosmetic and or diminishing in power and performance. The 1979 Chevrolet Nova would bow to the age of front-wheel drive vehicles and the likes of the Chevrolet Citation.

The fifth generation Chevrolet Nova (1986 to 1988) just one word . . . Forgettaboutit. That’s a story for another generation (no pun intended).

Find a classic Chevrolet Nova that you love!

The 1968 Chevrolet Chevelle “SS396″ was the only year that the Super Sport or SS was its own separate model which can be distinguished by a VIN# starting with a 138.  The only engine available in a 1968 Chevrolet Chevelle SS model was the 396-cid V8 (all with a varying type of 4-barrel carburetor), which came in only three forms . . . 325 hp, 350 hp or 375hp. This is what today’s ‘Internet Bible” (Wikipedia) says a Muscle Car is: “Muscle car is a term used to refer to a variety of high performance automobiles.” The Merriam-Webster definition is more limiting, “any of a group of American-made 2-door sports coupes with powerful engines designed for high-performance driving. The term generally refers to 2-door, rear-wheel drive, family-style, 4+ passenger mid-size cars (and, by some, full-size cars) equipped with large, powerful, V8s, and sold at an affordable price for mainly street use and sometimes both formal and informal drag racing.”

Well, I guess that sums it all up. Or does it? I wonder if the people who wrote those descriptions have ever really driven a true Muscle Car? And if so, would they not have mentioned the way in which your adrenalin starts to flow as soon as that fire-breathing V8 roars to life, sits there rumbling at idle like a nervous cat getting ready to pounce on its prey. And before the car ever moves even an inch, you can just hear, smell and feel the raw horsepower just waiting to be unleashed by the mere pressing of a small pedal on the floor? And what about when you sit in the seat, drivers or passengers, it makes no difference, and you are immediately pinned into that seat the moment you mash your foot into that accelerator pedal and release the clutch, which, in turn, breaks loose those big, oversized, rear tires and you conjure every muscle in your body just to try and pull yourself out of the upholstery long enough to bang the clutch to hit second gear, just as she starts drifting a bit sideways, you again, pull every shred of power you can muster and slam her into third gear, both rear wheels still spinning (because you have “posi-traction” of course) and that big V8 just screaming to be unleashed from it’s mounts and trying to twist itself right outta that frame, which at the moment, is doing all it can to merely control the beast and by now the smoke from the tires is so thick and engulfing the whole car that you can barely see where you’re headed, the look of horror on your unwitting passengers face is priceless (today those videos would go viral on youtube) and for a split second you even wonder . . . is she gonna grab traction and launch us like a slingshot into the future or am I gonna try to pull my foot off that small pedal on the right long enough to regain control before that cop pulls a u-turn and tries to catch up to me to give me another ticket for having far too much fun. As a good old friend of mine once said (and I am sure he stole it from somewhere) “It’s a much fun as a human-being can possibly have . . . with your clothes on!”

The Hudson Motor Car Company, “Super Wasp” models, also known as the “Series 58”, were introduced as a new model for 1952 and carried on through 1956 (actually produced under the parent company, American Motors Corporation, in Kenosha, WI for 1955 and 56).

The Hudson “Super Wasp” models were differentiated from the base “Wasp” models by featuring upgraded interior designs and materials, a more powerful 262-cid, “L-Head”, in-line, six-cylinder engine with a single, two-barrel carburetor pushing around 127hp and a chromed, “air-vent” styled, hood ornamentation with special “Super Wasp” scripts added to the front fenders, trunk lid and glove-box door. Of course, they also featured the framework that made Hudson a famous marque of the times, with a chassis design way ahead of it’s time, the “Step-Down” or “Mono-Bilt” unitized construction process, in which the frame wrapped around the outside of the vehicle, just inside the outer body panels. This design added to the success of the Hudsons, mostly the Hornet models, on the racetracks and especially in the quickly emerging NASCAR racing circuit and was actually a safer design for the occupants of the vehicle in the unfortunate event of a crash.

Marshall Teague (one of the most famous tuners and race drivers for Hudson) became synonymous with Hudson performance in the 1950’s and Hudsons’ dominated much of the 1950’s racing events, winning 12 of 13 AAA events in 1952 an almost impossible feat, in itself, for a new-comer to the racing scene. Hudson cars/teams also won 27 of the 34 NASCAR Grand National races in 1952, 22 of 37 in 1953, and 17 of 37 in 1954. The Hudson Hornet proved to be nearly invincible in all of stock-car racing and many other events. Teague finished his 1952 AAA season with a 1000-point lead over his closest rival, winning those 12 of the 13 scheduled events.

History: (as provided by the knowledgeable staff at Daniel Schmitt & Co. Inc.) in The Hudson Wasp (Series 58) was introduced for the 1952 model year as an upgraded version of the Hudson Pacemaker, replacing the Hudson Super Custom models from 1951. The Wasp was available in two- and four-door sedan, convertible, and a 2-door hardtop designated the Hollywood. The Wasp was built on Hudson’s shorter 119-inch (3,023 mm) wheelbase using the company’s unitized, “mono-bilt” step-down chassis design with an overall length of 201.5 inches (5,118 mm). Hudson’s mono-built unitized structure used a perimeter frame which provided a rigid structure, low center of gravity and side-impact protection for passengers. Hudson automobiles remain highly regarded for their advancement of automotive design, particularly the innovative “Step Down” design, introduced on the 1948 Commodore. Unlike traditional body-on-frame construction, which forced passengers to climb up to enter their vehicles, Hudson designers placed the entire passenger compartment down inside the chassis, surrounded by a sturdy perimeter frame. Hudson recognized the marketing value of racing, and engineers including Vince Piggins, who went on to Chevrolet, developed a line of “severe usage parts” which transformed the robust Hornet into the definitive stock car of the early 1950s.

Find a classic Hudson Wasp that you love!

The third generation Chevrolet Corvette (or C3, built from 1968 to 1982) went through many changes and technological advances during the 15 years of production. Even though the USA, and the rest of the world for that matter, was experiencing the first real fuel shortage crisis and facing continually restrictive EPA regulations throughout the entire series, the sales of the first true American Sportscar continued to increase by huge numbers.

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The C3 series was a toned-down version of the popular Mako Shark II concept vehicle,easily one of the most famous and recognizable concept/show cars of all time (designed by Bill Mitchell and his team at Chevrolet, including the young Larry Shinoda). The Mako Shark II, concept/show car, was first shown at the Motorama show in 1965 to rave reviews and was a newer version of the Mako Shark I from 1957. The “Stingray” fender scripts were used from 1969 through 1976. Even though everyone referred to all 1963 through 1982 Corvettes as Stingrays, the scripts were absent from all 1968 units and from 1977-1982.

There were two body styles of the newly-designed C3 Chevrolet Corvette, which included a convertible model with a hinged hard cover to conceal the top when in the down position and the T-Top model, which was the first dual-panel, removable roof design to debut in the U.S. marketplace. In fact, the T-Top model proved to be so popular, that the convertible models were discontinued altogether after the 1975 production year and would not return until 1986. The T-Top design was unique, and actually became a secondary design choice, mainly due to the creaks and groans (due to body-flex) produced by the initially designed, single-panel removable roof ( a design flaw the engineers could not seem to quiet). The chassis and engine offerings remained unchanged from the previous C2 series Corvettes and horsepower only diminished over the years, mainly due to strict EPA restrictions. The Big-Block engines were discontinued after 1974.

Of course, the usual upgrades to creature comforts (including leather seats and “cockpit” styled dashboard) and the technological advancements were continuously made over the years through the end of C3 production. The Corvette went through a period of metamorphosis from raw-powered, street and racetrack monster to more of a mild, yet sexy, boulevard cruiser. The horsepower rating of the final year (1982) of the C3 production run was a mere 200 hp. This meager horsepower rating actually increased over the previous years 190 hp rating. This was only due to the introduction of the first fuel injected (Chevrolet’s, Cross-Fire, electronic throttle-body system) Corvette since 1965. Keeping in mind, that in 1972 General Motors (and most other automobile manufacturers), changed to the SAE “Net” horsepower rating system, as opposed to the previously used SAE “Gross” horsepower rating system (270 hp gross = approximately 200 hp net). This resulted in lower, but more realistic horsepower ratings. This horsepower rating system is still in use today, as a global standard.

Some other highlights during the C3 production run, were the introduction of rubberized front and rear bumpers after the 1973 model (which actually had the new “rubber” nose, but retained the chrome rear bumperettes) to meet government safety standards for slow speed impact. There was also the addition of catalytic converters incorporated into all exhaust systems starting in 1975 which marked the end of a true dual exhaust system as we know it (thus,1974 was last year for true dual exhaust systems). This required the installation of steel floorboards, to replace the previous fiberglass units, due to the higher heat created by the catalytic converters. In 1978, the Corvette fastback styling returned, with an elongated, unopenable, rear glass area which included a larger storage area in the rear deck. The 1980 Corvettes, lighter in weight, introduced a more aerodynamically advanced body design which reduced wind drag and improved performance. In mid-year of 1981 the new Corvette specific production facility was finally ready, and all Corvette production was moved to Bowling Green, Kentucky where it remains to this day.

Zora Arkus-Duntov, also known as the “Father of the Corvette”, officially retired in 1975 and was replaced by Dave McLellan as Corvette’s Chief Engineer. However, Mr. Duntov would always be “unofficially” involved with the Corvette until his death in 1996. He remains the most influential figure of the first true American Sportscar in history. His unwavering input and support over the years, resulted in creating and refining the American icon that is the Chevrolet Corvette.

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The first generation Pontiac Firebird (1967 to 1969) offered two different design options to consumers: a 2-door hardtop coupe and a convertible model. This new vehicle made by Pontiac, shared the new General Motors “F-Body” chassis with its also new for 1967 sibling, the Chevrolet Camaro. The debut of the Firebird marked Pontiac’s entry into the popular Pony Car arena.

The new Pontiac Firebird had a 108.1-inch wheelbase, weighed in the area of 3,000 pounds and showed up on the scene some five months after the Camaro made its debut. This short delay helped John DeLorean (who was, at the time, the youngest head of a division in GM’s long history) and his team of Pontiac designers and engineers, put some distinguishing touches on a vehicle who’s design closely mirrored that of the Chevrolet Camaro.

Apparently, John DeLorean was somewhat annoyed that the Camaro was released first, because the new Firebird was one of his pet projects that he hoped would be as popular as the 1964 Pontiac GTO that he also engineered, which is often referred to as the first Muscle Car.

There were five different engines available (engine displacement also identified each model) for 1967 Firebirds, which Pontiac referred to as their “Magnificent 5”.  You could start with the base model which had an innovative “overhead cam” (or “OHC”) 230-cid, in-line 6-cylinder, with a 1-barrel carburetor that produced about 165 hp.  The next step up was the “Sprint” model that offered a 230-cid, in-line 6-cylinder, with a 4-barrel carburetor that produced about 215 hp. Both 6-cylinder models were available with a 3 or 4-speed manual transmission or a 2-speed, automatic transmission.

The 326-cid V8 model with a two-barrel carburetor capable of producing about 250 hp, was also an option. Next in line was the Firebird V8-H.O. (High Output) model which also featured a 326-cid V8 with a 4-barrel carburetor rated at 285 hp.  At the top of the heap was the 400-cid V8 (borrowed from the GTO) with a 4-barrel carburetor that was capable of producing at least 325 hp.  Another option was the 400-cid, “Ram Air” engine which contained a tuned camshaft with heavier valve springs, making the otherwise non-functional hood scoops, functional. This engine design modification was not reflective of any additional horsepower output in any of the marketing brochures for the Firebird at the time. Subsequently, this option was rarely ordered, also making it an ultra rare option to find in today’s classic car buyer’s market. Ultimately, all V8’s came standard with the heavy-duty 3-speed manual transmission, with an optional 4-speed manual transmission and 2 or 3-speed automatic transmission.

The unique and definitive Pontiac styling on the Pontiac Firebird included a split chrome grille with embedded quad-headlamps, “beaked” hood, rear quarter panel “split-gills” and slotted , “slit-style” tail lights (also borrowed from the GTO). All of these details made the Firebird stand-out in a crowd of new Pony Cars. Many performance options and creature comforts were also available including several different rear axle ratios, front disc brakes, power steering, full gages, floor consoles and the first-ever, hood-mounted tachometer.

The 1968 Pontiac Firebirds saw little change from the 1967 models. Some noticeable differences were the loss of door vent-windows and some minor interior revisions that were made. Pontiac “Arrowhead” side-marker lights were added to the rear 1/4 panels and the front turn signal/parking lamps were revised to curve around to the sides of the vehicle for the 1968 Pontiac Firebird, new federal vehicle laws that were implemented in 1968.  The rear shocks were also staggered  on the 1968 Pontiac Firebird, with one mounted to the front side of the axle and the other to the rear side of the axle, in an effort to increase ride quality.  The rear leaf-springs were also changed to the “multi-leaf” design, in order to reduce annoying “wheel-hop” upon quick acceleration. Most of the other changes, were in the available drivetrains, such as the “OHC” 6-cylinder, that grew from 230 to 250-cid and the 326-cid V8 that grew to 350-cid, both producing increases in horsepower production.

The Pontiac Firebird had a major facelift in 1969 (similar to the new GTO), with a new front end design. The rear-end area was changed slightly, while the interior was again revised and an exciting new Trans Am performance and appearance package was introduced in March of 1969. The Trans Am name, which was borrowed from the SCCA racing series, also meant that Pontiac had to pay the SCCA a license fee of $5.00 for every car sold, in order to use the Trans Am name. All the Trans Am optioned vehicles produced in 1969 (only some 689 coupes and only 8 convertibles, again super rare) were polar white with blue racing stripes. A 5 foot long trunk-lid mounted low-profile spoiler, special decals and the exclusive hood with driver operated, functional intake scoops, were included in the package. Also exclusive to the Trans Am, were the front fender scoops or vents, which were intended to help evacuate captured, engine-bay air.