The second generation 1968 Dodge Charger was a complete redesign based on the mid-sized chassis (or B-Body with 117-inch wheelbase).  All 1968 Chargers were two-door, fastback coupes (the fastback was much toned-down compared to previous models). They, however, retained their signature blacked-out front grille with hidden headlamps. The former mechanical, rotating headlamps were replaced by a vacuum operated, “eyelid” type lamp cover instead. Also, the former body-wide, tail light panel was revised and replaced with a pair of dual round lamps at either end (outlined in chrome trim).

The doors and hood each contained a pair of racy-looking indents (faux wastegates if you will) with rear facing “tails” or “sweeps” which made the car look like it was going fast, even as if it was standing still. Both front fenders and rear quarter panels were rounded out and gave a bulbous, muscular look to the whole car. The chromed, racing style, “quick-fill” gas cap was located on the upper rear quarter panel. The new fastback body backlight was inset and had a rearward swooping panel that led into the trunk and quarter panel area on each side.  It bore the resemblance of the trailing-wing or “flying-buttress” styling cues of the day.

The 1968 Dodge Charger started out with a base 318-cid V8, 230 hp (rated), 2-barrel carbureted engine.  Later in the production year the venerable 225-cid “Slant” 6-cylinder with 1-barrel carburetor was also made available. The 383-cid big-blocks in both 2-barrel, 290 hp (rated) and 4-barrel, 330 hp (rated) were carried over from the 1967 first generation Dodge Chargers.  A new R/T (Road/Track) version came standard with a 440-cid Magnum V8 and a 4-barrel carburetor pushing 375 under-rated hp. Of course, as if that wasn’t enough, you could still opt for the awesome 426-cid Hemi V8 with two-4 barrel carburetors producing in excess of 425 hp (again under rated and only a $605 option at the time).

Dodge pulled some extra muscle power appeal from their war chest for 1968 R/T’s and announced the Scat Pack option, which included heavy duty suspension and brakes; special rear trunk bumble bee striping (wrapped around the rearmost area from side-to-side); a double wide racing stripe outlined by two thinner stripes and a special decal with a muscular looking bumble bee that had a V8 strapped to its back. The Torqueflite “727”automatic transmission came standard and mounted in the floor console with the option of a four-speed manual linked to a Hurst shifter.

The 1968 Dodge Charger had an all new “space-age” looking interior with many new safety features (some federally mandated and others just for sake of innovation). The cockpit style gauges were placed in front of the driver and angled for easy viewing at any speed. A tachometer was optional and the rallye style clock was standard.

The sporty looking door panels carried new map pockets (or ticket collectors, as the case may be). The front seats had safety latches to allow easy access for rear seat passengers. It also prevented the seats from unintentionally folding forward, especially in the case of impact. The ashtray was tucked into the dash for safety and the center of the steering wheel was padded (also for the unfortunate event of an impact). There was a new power window safety lockout switch to prevent accidental finger crunching. The ignition also had to be turned on for the windows to operate at all. Front seat head restraints were provided and seat/shoulder belts all the way around (at least at the driver and passenger sides, front and back, center rear lap only). Instrument padding was extended to cover the knee area of the steel dash for added protection. To help aid rear visibility, a rear-window defogger was added. There were 6 basic interior colors and 17 exterior colors and an optional vinyl top which was ordered on three out of four units.

Some 96,100 Dodge Chargers were produced, far more than the estimated 35,000 they thought they would need to build. Of those, only 470 units were built with the Hemi engine option. Wow, no wonder they are such desirable vehicles in today’s marketplace. The Hemi version was capable of 0-60 in 5.3 seconds and run through the 1/4 mile traps in 13.8 seconds at 105 mph. Not bad for a car that weighed over 4,300 pounds. Man, those were the days, and I for one, am lucky and proud to have grown up in that era! Dodge stated that “This is no dream car. It’s a real ‘take-me-home-and-let’s stir-things-up-a-bit’ automobile.”

The 1961 to 1969 Lincoln Continental was designed by Elwood Engle and his team of designers in order to capture a larger part of the luxury car market from its biggest rivals. The overwhelming success of this vehicle prompted, then President of Ford Motor Company (and first ever President of the Ford Motor Company outside of the actual Henry Ford family), Robert S. McNamara, to continue the Lincoln Division.  He was considering dropping it, along with the Edsel line, due to previously sluggish sales.

This huge, rectangular, flat-paneled, aircraft carrier sized, boxy looking beast was truly a vision of beauty to behold. At 212.4-inches in length, 78.6- inches in width and 53.6-inches in height, it was still smaller than the previous design run which ended in 1960. The wheelbase was 123-inches for 1961 to 1963 and grew to 126-inches for 1965 to 1969, which added more legroom to the rear seat passengers. Amazingly, the weight was kept nearly the same (from nearly 5,000 to over 5,700 lbs during the production run from 1961 to 1969), but still the heaviest make of all U.S. luxury car offerings.

Initially, the Lincoln Continental was available in either a four-door sedan or convertible, with “suicide” rear doors (with opening at the leading edge of the rear door, which were actually used to ease entry and exit for the rear-seat passengers).  A two-door sedan was introduced in 1966 to rave reviews. Although 1967 marked the end of the convertible model, the 2 and 4-door versions continued until 1969 before the next generation Lincoln would make its debut in 1970.

All the Lincoln Continental models (this was actually the first time in history that Lincoln and Continental would be used together outside of the “Mark” series) would come nearly fully equipped with all the goodies Lincoln had to offer at the time. Another historical first (for a car made in the USA) was the offering of a 2-year, 24,000 mile, bumper-to-bumper warranty by Lincoln on all its models.

On the convertible models, the trunk lid would mechanically open from the leading edge. This came with a hidden nightmare of electronic and hydraulic issues that would frustrate many technicians in years to come whenever they needed repairs. Many grille and tail-end changes were made over the 9-year run and the interiors/features evolved with the times. The huge V-8 increased from 430-cid to 462-cid in 1966 and then went to 460-cid in 1968, while always being supported by a three-speed, heavy-duty, automatic transmission.

This uniquely designed vehicle was showered with accolades, both inside and outside the automotive industry and even received the prestigious “Bronze Medal” from the haughty Industrial Design Institute (which rarely recognized the automotive industry). This American Icon of heavy metal engineering and design has been used by Hollywood in many movies, TV shows (most recently seen in the hit series “Entourage”).The Lincoln Continental has been driven by hoards of celebrities and was even the chosen by J.F.K as the Presidential parade vehicle (code named SS-100-X). This was all due to the refinements, unique innovations and the distinguished look that Lincoln Continental had provided to a “hungry-for-change” buying public.

The Lincoln Continental was beautifully designed by Elwood Engle and his team, under the direction of Robert McNamara (who, incidentally, went on to become the Secretary of Defense for both J.F.K. and Lyndon B. Johnson’s Presidential terms).  The convertible models are especially coveted today and will bring all the money at any event they show up in any “salable” condition!

The Dodge Viper RT/10 first appeared in 1989 with rave reviews, at the NAIA Show (North American International Auto Show) in Detroit, being quickly rushed into production shortly thereafter. Designed by a hand-selected group of engineers, nicknamed “Team Viper”, they began development in March of 1989, of what would soon become the production vehicle. Their goal was to create a new American made 2-seater sports car, which would be steeped in traditional, iconic designs of such cars as the Anglo-American AC Cobra that could go from zero to 100 mph and back to zero in under 15 seconds. Oh and of course, could compete with the dominating and legendary Chevrolet Corvette.

Even the seasoned legend, Carroll Shelby, was involved with initial design cues and even more-so when the GTS Coupe was introduced in 1996. The Dodge Viper would be considered, at least internally at Chrysler Corporation, as a modernized version of the infamous Cobra from days gone by.  At the time, Dodge had a cast-iron blocked, V10 engine available in their line of pickups which was too heavy for use in the new sports car.  To solve this problem,  Lamborghini (a Chrysler subsidiary at the time), was asked to help develop an aluminum-block, V10 engine.  With the engine design issue in the rear view mirror, a prototype Viper could be pushed out. This happened at the 1991 Indianapolis 500, when the pre-production Viper appeared for the first time, with the one-and-only Carroll Shelby behind the wheel.

The Dodge Viper came to market for the first time in 1992. Its design included a front mounted engine with rear wheel drive and 4-wheel independent suspension. It had a modern, sleek, low, wide and nimble look as well as a powerful V10 engine. The first generation Viper also featured low-profile tires and a body with seemingly never-ending curves, capturing the attention of sports car enthusiasts everywhere.  The first generation Viper was truly a beast of a beauty to be admired by car lovers the world over.

As modern as the first generation Dodge Viper was in many respects, it was also primitive in some areas, such as no roll-up windows. Instead, a pair of clear, flexible, zip-up, fabric trimmed plastic windows could be put in place where glass would normally appear. No hard top roof was present in the design either. A flexible soft top roof was available instead,  which was mainly useful for inside storage only. The first generation Viper also lacked outside door handles, requiring you to reach inside to open the doors, in order to climb into the cockpit. All the seemingly commonplace creature comforts were eliminated in order to keep weight to a minimum. No traction control or ABS brakes were available either.  All this “dieting” helped the 3,284 pound, 400 hp, V10, 488-cid, six-speed manual transmission Dodge Viper go from zero to 60 mph in just 4.3 seconds. The first generation Viper was also capable of traveling a quarter-mile in only 12.9 seconds with a speed in excess of 180 mph.

Just how do you suppose the historically famous Italian company, Pininfarina, ever became involved in the styling designs of the 1950’s Nash automobiles? It would have been enjoyable to be around in the days of the late forties and early fifties when these sometimes garish and over-the-top designs were created. The designs were often borrowed from furniture and appliance manufacturers. They were slathered onto the artsy designs of some of the heaviest, yet most stylish, “gunboats” to ever grace the pavements of the world.

The Italian design and coachbuilding company Pininfarina was famous for their work with the likes of Ferrari, Maserati, Alfa Romeo and many other prestigious companies. They were commissioned by the Nash Motor Company to design these special edition Ambassador “bathtub styled” beauties aptly named the Nash Ambassador “Pininfarina” Country Club Coupe.

The 1969 through 1976 Triumph TR6 was known as the quick, nimble, what-a-blast-to-drive and totally British sports cars of the day.  The Triumph TR6 was mostly unchanged throughout the 8 year production run. (unfortunately the end of a great era for Triumph and all true British sports cars, as we knew them).  The Triumph TR6 was only produced as a front engine, rear-wheel drive, 2-door convertible sports car.

The new-for-1969 body was only slightly redesigned by the famous Karmann group of Germany (while maintaining many components, both body and chassis wise, from the previous TR4/A and TR5/TR250 models). The front-end was widened and modernized, while the rear-end was given an angular, “Kamm-back” styling (which was becoming popular at the time). The only engine available was the 2,498cc (152.4-cid or 2.5L), in-line, 6-cylinder with twin “SU” (or later Stromberg) carburetors, producing around 105hp (the European market, and “British” only versions were available with P.I., or “petrol-injection” and produced in the area of 150hp). This torquey little, OHV, pushrod design, 6-cylinder, was coupled to a fully synchromesh, four-speed, manual transmission (and an optional, electrically switched, “overdrive” transmission was also available).

The wheelbase was a mere 88 inches, the overall length was only 155.5 inches, the total width was 61 inches and it was only a short 50 inches high.  It weighed a paltry 2,300 lbs (+/-). The Triumph TR6 was a great little “Sports car” package, that could reach 0-60 in approximately 8.2 seconds, run through the 1/4-mile traps at around 16.3 seconds and attain a top speed of around 120 mph. Nothing earth shattering, but a lot of fun, none-the-less!

The interior of the Triumph TR6 was typically “British” in styling and appointments. It had plenty of odd switches and levers, full instrumentation and comfy, sporty seats. It was cozy, yet, actually roomy enough for a person over 6-ft tall. It had the typical wood veneer dash board of the day, plush carpeting all over the place and a nice-feeling steering wheel. With the redesigned rear-body area by the aforementioned Karmann group, there was a lot more room for luggage and/or groceries than in most previous sports cars of this size.

For mid-1973, and again, due to U.S. Government safety mandates, a huge pair of (and most people agree ugly) black rubber bumper “over-riders” were added to both front and rear bumpers (to meet the 5 mph impact ratings). The Triumph TR6 was of steel frame/steel body design for its entire production run and had a semi-trailing arm rear, independent suspension with coil springs and knee-action, lever-style shocks. The front disc brakes and rear drum brakes were more than adequate, with the power assisted booster system. The steering was handled nicely by a rack and pinion style system, with huge 15-inch wheels/tires (Redlines were the cats-ass) all the way around.

Sketchy records indicated that some 96,000+ Triumph TR6 cars were produced from 1969 through 1976 and over 83,000 of those ended up in North America. That made the TR6 the most popular and most produced Triumph in the TR series history (the TR series ran from 1953 through 1980).  The Triumph TR6 is a very desirable and somewhat valuable and unique collectible vehicle in today’s market. Many of these cars have rusted away to nothing, leaving very few original units out there in good condition.

In 1929, Mr. Errett Lobban Cord (or E.L. Cord to most people) founded the Cord Corporation as a holding company for the many companies (over 150 total) which were under his control at the time. These companies included the likes of the Auburn Automobile Company (which also produced the Cord line of automobiles), Duesenberg Inc., Lycoming Engines, Checker Motors Corp. (makers of the famous “Checker Cab”), the Stinson Aircraft Co., New York Shipbuilding Corp. and American Airways (which would become American Airlines).

The 1937 Cord model 812 was a medium-priced but high-end vehicle (even in its day). It was the first American automobile to have front-wheel drive along with independent front suspension. Lacking the usual transmission hump and driveshaft tunnel (running lengthwise through the center of the vehicle), meant that the new Cord model 810’s (1936 models without supercharger) and 812’s (1937 models with or without optional supercharger) were low enough to eliminate the need for running boards, which were commonly used to aid in entry to the vehicle. The use of a unitized body construction for strength and rigidity was innovative and aided overall in reducing weight and increasing performance.

The unique design of the 1937 Cord model 812, which is iconic to this day, was the brainchild of Gordon M. Buehrig. He is also famous for his work at Auburn Automobile Company and was heavily involved in the design/production of the famous 1935 model 851 Boattail Speedster (some of which, may have been influenced by the brilliant, but short-lived designer, Alan Leamy).

Mr. Buehrig and his team of designers and engineers went to work on designing a vehicle that was different than the norm-of-the-day in many ways. Some examples of these differences are the hidden door hinges, front opening hood (hinged at the rear) for easier access, hide-away headlamps operated by dash-mounted hand cranks and a concealed fuel-access cover on the right rear body panel. The “coffin-nosed” front end and “louvered”, wrap-around grille design were exclusive touches which, without a doubt, informed you it was a Cord automobile coming your way.

The 1937 Cord model 812 came with an optional Schwitzer-Cummings centrifugal “Supercharger” (with 6 psi of “boost”) mounted to a Lycoming V-8 of 288.6-cid. It produced somewhere in the range of 170-195hp (depending on tuning) and sported the large, tell-tale, highly polished and corrugated exhaust tubing exiting from the engine compartment and into the top of the voluptuous, front, pontoon styled fenders. This powerful engine was connected to the forward-mounted, four-speed transmission, which was activated by an electronically controlled vacuum-servo. This was operated by a gear-selector lever mounted on the steering column. Leaving the floor of the vehicle uncluttered, hydraulically actuated drum brakes all around and a pistol grip handbrake lever under the left side of the dashboard actuated the parking brake.

The 1937 Cord model 812 sported some pretty cool creature comforts for the era including variable speed windshield wipers (most vehicles still had hand operated wipers, if any at all) and an AM radio (which would not be available, as standard, on most vehicles until the 1950’s). It also had a horn button located in the center of the steering wheel (which was also a first in the industry and most other manufacturers would later adopt this style) and a beautiful, engine turned dashboard with full instrumentation including a tachometer, an “oil-level” gauge and switches galore.

The convertible top could be collapsed and completely hidden from view inside the rear deck area.  This added to the increased interior compartment size which easily seated five people. The new Cord model 810/812 prototype made its debut at the New York Auto show in 1935 to rave reviews due to the sleek styling and ravishing great looks alone. People were climbing on top of each other and anything else they could find (other vehicles, for instance) just to get a glimpse of it. Unfortunately, the Great Depression would signal the end of Mr. Cord’s “automotive empire” in 1937.  What he contributed to the automotive industry, in a few short years, was pure genius and his ideas and designs were of legendary proportion!

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.

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