The year of 1965 was a great one for the Ford Motor Company, with the introduction of a totally new vehicle in their lineup called the Ford Mustang! This beautiful, yet economically minded car, created a new class of vehicle which was dubbed the “Pony Car” (a sporty, 2-door coupe design which incorporated a long hood and a short, rear deck area). The car was introduced unusually early in the model year (on April 17, 1964 at the New York Worlds’ Fair and to rave reviews!) as a 1965 production model, with room to seat 4 people and was based on the affordable Ford Falcon chassis. Many purist’s still refer to these early production models (April thru September 1964) as 1964-1/2, but all were actually produced, titled and coded as 1965 models!

The Mustang also happened to be Ford Motor Company’s most successful new model launch since the Model “A” way back in 1927! The Mustang would become Ford’s third oldest nameplate to date, being surpassed only by the F-Series pickup models and the Falcon which is still in production in Australia. To date, there have been five generations of the Ford Mustang and it is also the longest running, uninterrupted production run of the original “Pony Car” in existence. Other Pony Cars that followed the Mustang have come and gone and some are even seeing a revival today, as new, current models being produced by General Motors and Chrysler.

Ford Motor Company originally estimated that less than 100,000 units would be produced for the 1965 year model, but due to huge sales and consumer demand, over 1 million were actually produced in the first 18 months of production. The car was well built and stylish, not to mention a great car to drive! It also didn’t hurt, that its 1st movie debut was in the hugely popular James Bond film, “Goldfinger”, released in September of 1964!

It’s funny, that there seems to be some confusion as to who actually chose the name for the Mustang but at least two arguments exist:

1.) That Ford’s Executive Stylist at the time, Pres Harris, who was a huge fan of the infamously successful WWII Mustangs of the North American Aviation Company not only chose the name but was instrumental in the design of the body.

2.) That Ford’s Division Market Research Manager of the time, Robert J. Eggert, due to his love of American Quarterhorse breeds, and after receiving a book, as a birthday gift from his wife back in 1960, named “the Mustangs” (by J. Frank Dobie) was responsible for using his influence to name the new car.

Either way, Lee Iacocca is still considered the “Father” of the Mustang project and his team of designers, stylists and all who were involved can be very proud of the little Pony Car that could and DID!

In 1950, Chevrolet introduced its first Bel Air models, but in 1955,56 and 57 (commonly referred to as the Tri-Five Chevys) they made some awe inspiring design upgrades to these full-sized beauties each and every year. The kinds of changes that created true legends, not only of their time but those that will carry on forever. The result of these individually unique, designer’s dreams, was an automobile that would change the way we Americans, and the world for that matter, would love to just jump into our vehicles and go for a ride for no reason at all but pure joy of ownership.

All the 1955 Chevrolet full-sized models received new styling details (including a Ferrari-like grille) that the media could not help but praise and even earned the “Hot-One” designation by enthusiasts as well. Unlike many other manufacturers of the day, Chevrolet’s styling was crisp, clean and new. The top-of-the-line Bel Air models came with all the features found on cars in the lower model ranges but also included: interior carpet, chrome headliner strips on hardtops, large chrome spears on the front fenders, chrome window surround moldings, fully styled wheel covers and of course, the Bel Air script in gold lettering.

They had a 265-cid V-8 engine option, which featured a modernized OHV (over-head valve), high compression design that was so well designed, it remained in production in various forms, for many decades to come and became known as the beloved Chevrolet Small-Block. The base 265-cid V-8 came standard with a two-barrel carburetor and was rated at 162 hp, but later in the year, a Super-Power-Pack option was added, including a 4 barrel carburetor, a higher compression ratio and was rated at approximately 195 hp.

The 1956 Chevrolet full-sized models even received a few styling upgrades, including a full-width grille which encompassed even the front turn indicators and reached from fender to fender. A distinctive two-tone bodyside treatment and graceful wheel openings, front and rear, complimented the restyling touches. At the rear, single housings held the taillamp, stoplamp, and backup lamp (the left taillamp housing even held the hidden gas filler opening and gas cap). Among the now, seven different Bel Air models, was a new Sport Sedan, a pillarless 4-door hardtop (no divider between the front and rear door windows from the beltline to the roof).  From the various 4-door models, the 2-door hardtops and sedans, to the awesome and rare 2-door Nomad wagons many options including seatbelts, shoulder harnesses, and even a padded dashboard were available, and you could even get the hot Corvette based, 225 hp engine.

The 1957 Chevrolet full-sized models were the cream-of-the-crop in the Tri-Five family and usually have been the most desirable of the three years run of designs. The 1957 Chevrolet Bel Air is among the most recognizable American cars of all time and are highly sought after by collectors and enthusiasts to this day. They are stylish, roomy, fun, enjoyable and even came with tastefully subdued tail fins of the period and all that chrome. Oh, and did I mention, the 265 c.i. displacement engine was increased to 283 c.i., and when you added the Super Turbo-Fire V-8 option, you had 283 hp at your feet with the help of a continuous, closed-loop mechanical fuel-injection system. These babies were dubbed “fuelie” cars and are quite rare and bring all the money in today’s market.

The Jaguar XK150 sports car was an upgraded version of Jaguar’s infamous, post-war, XK120/140 models and a very desirable vehicle in the XK model bloodline. The beautifully sweeping, yet bulbous body lines were very appealing to the eye, but the hierarchy at Jaguar was not convinced that the car would be as vigorously accepted by the general public due to its more pudgy looks, as compared to the earlier XK120 and XK140 models . . . but it proved them wrong.

Today, it remains one of the most desirable, and I think beautiful, of all the early XK models. The Jaguar XK150 was introduced in 1957 and ran through the 1961 model year with various mechanical, evolutionary and technological upgrades over the 5 years of production, resulting in just fewer than 9,000 units (including some 888 units of the more powerful “S” models) being made. The Jaguar XK150 started out with only two models, the “FHC”, or Fixed-Head Coupe, and the “DHC” or Drop-Head Coupe (and all XK150’s were 2-door vehicles of course). As the Jaguar management felt the XK150 was going to be a success after its launch, they soon got to work adding a true “Roadster” to the lineup in 1958.

The Jaguar XK150 was actually the first production automobile in the world to come with four-wheel, “Dunlop” designed, disc brakes, which helped make it a great performer not only on the street, but also at the racetrack. The two-seater (the FHC and DHC models did have a very small jump-seat behind the front seats) sports cars were steel bodied on a boxed, sectioned steel frame and came with an aluminum hood (or bonnet). The Jaguar XK150 models were front-engine, rear-wheel drive vehicles with the standard engine being an in-line, six-cylinder, DOHC (double over-head camshafts) with 3.4L/210 c.i. displacement producing some 180 hp.  A “performance-tuned” or “S” engine option was made available, starting in 1958, boasting three, 51mm (2″) bore, “SU” brand HD8 model carburetors, pushing out 220 to 250hp.

In 1959, a larger displacement engine was also available on the “SE” (“Special Equipment”) and the now, most rare, XK150 “S” models, which displaced 3.8L/231 c.i. and could be tuned to produce at least 265hp. This latest version was capable of an impressive 0 to 60 mph time of just under 7 seconds (out of a straight six) and top speed of 135+ mph, while maintaining an 18 to 20 mpg fuel efficiency.

The new Jaguar XK150 came with a one piece, curved windshield glass, thinner doors, which made for a more spacious interior and a more comfy, leather-wrapped dashboard. The new, top-of-the-fender, front parking lamps had a small, red pilot light, which reminded the driver that the lights were on and steering was handled by a rack-n-pinion gear. The wheelbase of the Jaguar XK150 was 102 inches, overall width of 62.2 inches and overall length of 177 inches, while the car weighed in at around 3,000 pounds. Over its entire production run, the Jaguar XK150 was available in over a dozen different colors including my favorite . . . British Racing Green.

The 1955 Cadillac Series 62 Convertible was a beautiful, behemoth of a boulevard cruiser that enjoyed quite a reputation for not only great looks and elegant luxury, but was no slouch in the performance category for such a large, heavy (weighing in at approx. 5,000 lbs.) vehicle. This was the fourth generation, 1954 to 1956, in the long run of the Series 62 models from Cadillac (fourth out of seven total generations of the Series 62, beginning in 1940 and running through 1964). This was a lower, more streamlined version of the third generation Cadillac Series 62 models and came with many refinements and updates. Cadillac was at the top of its game, globally, in the luxury car segment and you knew you had “arrived” if you were “well-heeled” enough to be the proud owner of one of these babies!

The hood (and entire body for that matter) was lower and smoother and the grille was styled with an “egg crate” design that was further enhanced by a pair of large torpedo or “Dagmar” protrusions which were attached to the left and right, inverted gull wing bumper extensions. Chrome was used heavily throughout the vehicle to add to the flashy looks, but was tastefully done, not overdone. The headlamps were surrounded by stylish, chromed visors and the parking lamps were moved directly below the headlamps. A chromed ventilation “grille” stretched across the base of the “Eldorado” style, curved or “wrap around” windshield. Touches of the famed automotive designer, Mr. Harley Earl, were evident throughout the vehicle including the larger rear tail light “fins”. The gas filler was still located (or hidden) behind a door, just below the left rear tail light. The rear bumper was updated and the large, vertical ends housed a port for each of the dual exhaust pipes to exit. The rear of the vehicle loomed very large to anyone who pulled up from behind and below the trunk-lid were six chromed, vertical molding “fins” which complimented the two vertical bumperettes on either side of the license plate mount.

Under the hood of the 1955 Cadillac Series 62 was a 331 c.i. V8 pushing 250 (stated) hp attached to a three-speed, Hydra-Matic, automatic transmission and reaching a zero to sixty mph speed in, comparable to size and weight, a very comfy 11 seconds. The wheelbase was stretched to 129 inches and the overall length of the monster was about 223 inches, the overall width was about 80 inches and the overall height was about 62 inches. A 12-volt electrical system was now standard, as well as power steering, automatic windshield washers, tubeless tires and aluminum alloy pistons. Very large drum brakes (12″ x 2.5″) were on all four wheels to help bring this lead sled to a halt (that and a prayer) and the turning radius was around 24 feet or about three full lanes of pavement!

Find your dream 1955 Cadillac Series 62 Convertible now.

The Dodge Dart actually started life as a smaller, full-sized vehicle for 1960 and 1961.  In 1962, the Dodge Dart was downsized and offered as a mid-sized vehicle. It ended up as a compact vehicle from 1963 to 1976, which marked the end of its 17 year run.

The 1970 Dodge Dart was available in a 2-door coupe, 2-door hardtop and a 4-door sedan. The convertible models were dropped after 1969. For 1970, the Dart was freshened up with new sheet metal, front and rear. The grille and rear end designs were fashioned to look more like their full-sized counterparts. Trunk space was reduced to nearly half the size of the 1969 models and the tail lights were rectangular units set into the angular, wedge-shaped, chrome rear bumper.

Engine choices for the 1970 Dart included the following:  198-cid or 225-cid, “slant” 6-cylinder engine to a 318-cid, V-8, 2-barrel carbureted or 340-cid, 4-barrel carbureted, V-8 power plant, which produced some 275 hp. The 383-cid V-8 was dropped after 1969 to keep the Dart from interfering/competing with the new Challenger models in the muscle car arena.

After 1969, the Swinger 340 was the only true performance model in the Dart lineup. The Swinger name was also added to all Dart 2-door hardtops, with the exception of the high-line custom models and the GTS package.The Swinger 340 came with a pair of cool looking, slanted, but non-functional hood scoops. It was also equipped with front disc brakes, 14-inch bias-ply Fiberglass-belted tires on fashioned steel Rallye rims (keeping with the rage of the day). The Swinger 340 also came with beefed-up Rallye style suspension upgrades, including a 3.23:1 rear axle ratio and the rear 1/4 panel bumble-bee stripe and 340 decals. Options included: all-vinyl bucket seats, a center floor-console, a 6000 RPM tachometer, flat-black painted hood scoops and cool hood-pins, a custom vinyl roof in either black or white, power brakes, power steering and power windows were also available. Oddly enough, the only radio offered was an AM radio!

I did not own a Dodge Dart, but I did have a 1970 Plymouth Duster 340. It was a very quick and fun car to drive. That 340 motor could be tuned to produce some real arm-stretching, neck-snapping, slingshot like “G-forces” when you stuffed your foot into it! I had a blast with that little car and hold fond memories of the days cruisin the strip, red-light racing (stoplight to stoplight) and sitting in muscle car row at the outdoor theater!

The Plymouth GTX was produced from 1967 to 1971 and in that short period of time went through three different design changes (3 generations). The Plymouth GTX was based on the Belvedere mid-sized chassis and was introduced as a more refined, more luxurious, bettering performing Muscle car. Although it was based on the 116-inch wheelbase Belvedere chassis, the GTX was only available with upgraded heavy-duty suspension.

The heavy duty suspension was needed in order to handle the standard 440-cid, “Super Commando” V8 with a 4-barrel carburetor, producing a potent 375 hp.  The optional 426-cid “Hemi” V8 which produced a whopping 425 hp in box-stock form was also available.  Later, an option of three 2-barrels or a “Six-Pack” dubbed “440+6” was also available, making around 395 hp. The Plymouth GTX was only available as a 2-door hardtop or convertible and came standard with the TorqueFlite 3-speed automatic transmission or an optional 4-speed manual transmission.

For 1969, the GTX received a subtle facelift including an optional, and now functional, “Air Grabber” hood with dual side-facing air vents. The hood and “Air Grabber” vents were also painted (by over 3/4 of its total area) with two flat-black racing stripes on top of the body color. Those flat black stripes, a bit thinner of course, were also applied to the rocker panel and fender/quarter panel areas as well. Also new for 1969 was a heavy-duty battery, a higher performance camshaft with larger valves and ports to match, chrome exhaust tips, red or white colored reflective safety stripes on front and rear areas and probably the biggest new option of a Hurst shifter was now available. Several rear-end gearing options were offered to enhance performance and front disc brakes were also available.

However, as popular as the GTX was, mainly due to performance “bang for the buck”, sales dropped in 1969. This was somewhat due to the fact that the ever popular Road Runner, was now available in a convertible model as well (this would also be the last year a convertible would be offered in GTX garb).  15,602 GTX units were produced in 1969 and only 700 were convertibles and Hemi’s accounted for 207 units. You can see why these cars today can bring pretty big money at the sales and auctions around the globe!

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.