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.

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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 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.

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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.

It’s quite a shame that one of the oldest automobile manufacturers (at the time of their demise) couldn’t have withstood the stiff competition of the day, because many believe they would have been an interesting addition to the future of the motoring world. The “Studebaker Automobile Company” (originally called the “Studebaker Brothers Manufacturing Company”) began existence in 1852 as a company which produced high-quality wagons and carts which became known as one of the heartiest, innovative and well-made variety of wagons to ever roam the wide-open lands.

Oddly enough, the first automobiles produced by Studebaker Motor Company were of the electric variety and made their debut in 1902. Their first gasoline driven cars were produced in 1904, with some components purchased from various other suppliers, while the first completely proprietary “Studebaker’s” came off the assembly line in South Bend, Indiana in the year 1912. The next 50 years (right up to and including their 100th anniversary) would prove beyond a shadow of doubt that Studebaker automobiles were not only innovative and sometimes years ahead of the competition, but very well built and completely reliable vehicles. Due to internal issues, some management blunders and the stiff competition of the day, Studebaker, like many other venerable marques over the years, would disappear by 1966.

For their 100th Anniversary in 1952, Studebaker Automobile Company planned to build a totally new vehicle, but due to complications and time constraints, some of which stemmed from the end of WWII and the more current Korean conflict, they settled instead for a facelift of the current models they offered since 1947. The striking looks of the bullet-nosed (or torpedo) designed front end was massaged into a more smooth-looking “clamdigger” design with a lower profile and six-toothed grille. The rear end kept the unique wrap-around or starlight glass effect (which is also the last year this design was used) and boat-tail rear trunk styling while the interior was updated, but most other areas of the 100th anniversary vehicles were left as they had been since the late forties. Studebakers came standard with their venerable in-line, six-cylinder engine with an optional small-block V8 offered and standard manual-transmission with an optional automatic transmission.

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After the dazzling debut and extreme popularity of the 1st generation (1967 through 1969) Chevrolet Camaro, GM’s Chevrolet Division’s designers and engineers (inspired by the likes of Jaguar, Ferrari and Aston-Martin designs of the day) were challenged to give the next generation Pony Car a fresh new look and some added technological upgrades. For the 2nd generation Camaro (1970 thru 1981), there were obvious body style changes made, including lower, wider and longer dimensions. Some chassis and drivetrain upgrades were made and eventual horsepower downgrades were in the works as well (mostly due to pressure from EPA to meet continually restrictive, emissions standards) throughout the model run. Even so, some enthusiasts will argue that the 2nd generation Camaros, nicknamed the “Super Hugger”, were more a true driver’s car and quite possibly, the best all-around Muscle Car ever made.

The newly redesigned Chevrolet Camaro two-door coupe (the convertible was no longer offered), complete with fastback styling, would get a late start as a 1970 model (released in February of 1970). This would eventually make it the most sought after year of the second generation Camaros, due to low production numbers (just under 125,000 units) and more powerful drivetrain offerings.

Some notable changes throughout the second generation Chevrolet Camaro series were:

1970 – Totally new, re-design of body (all of Fastback 2+2 style) and upgrades to chassis, available in base Sport Coupe, RS, SS and Z/28 models. They were approximately two inches longer, an inch lower and just less than an inch wider than the first generation Camaros, with a longer hood and shorter rear trunk/deck area with a Kamm (flat cut-off) back styling with round, inset Corvette-like tail lights. The longer doors were of a full-glass (vent-less) design and gone were the rear quarter-panel, side panel windows. The roof panel was of a new double-panel design to increase roll-over protection and deaden sound. The base models featured a full front bumper, while the rest of the models all had a more aggressive looking, extended, rubberized “Endura” material surrounding a sunken grille, with chromed bumperettes on each side of the open grille. The new instrument panel featured several round gauge clusters, placed directly in front of the driver with other controls and radio near the center. The standard interiors were offered with an all-vinyl material and the dash was finished in a matte black color. An optional upgraded vinyl/cloth interior was offered along with some woodgrain surfaces. The largest engine available was the 396-cid V8 (which actually displaced 402 c.i., but Chevrolet decided to retain the “396” badging) which was rated at 375 hp and was only available in the SS models and came with 4-spd manual transmission, also available in the SS, was the 350-cid, 300 hp V8, again, with the 4-spd manual transmission. The six cylinder engine, available in the base Sport Coupe, was increased to 250-cid, 155 hp, from the former 230-cid powerplant and an optional 307-cid, V8, 200 hp, was also available. The RS models were available with the 250-cid L6, with 155 hp or the 350-cid V8, with 250 hp depending on your option choice. The Z/28 (Special Performance Package) was only available with the new high-performance LT-1, 350-cid, V8, 360 hp, powerplant. Transmissions available were a 3-spd standard, 4-spd standard (with Hurst Shifter) or Turbo-Hydramatic 400/3-spd automatic transmission.

1971 – Minor changes were made mostly in the appearance area (colors, stripes, badging, etc.) and the standard interior was now of the vinyl/cloth design. Also in the interior was the addition of the high-back bucket seats with built-in headrests that were not adjustable. Due to tougher emissions standards imposed by the government, most horsepower ratings declined in the performance offerings. The world was beginning the change-over to unleaded fuels and all manufacturers were scrambling to meet these more restrictive emission standards. Due to a corporate-wide, GM strike in late September, 1970, (which lasted 67 days) production was down for the 1971 year models. There were even rumors at GM about the demise of the F Body cars (Camaro and “sister” Firebird) because of declining interest in the PonyCar market and high insurance rates for all performance vehicles. Also, production of Camaros was halted at the Van Nuys, CA plant and were now produced at only the Norwood, OH assembly plant.

1972 – Again, minor changes are made to a faltering model, which again, is hit by a devastating UAW strike lasting 174 days. The internal battle to continue the F body cars went on at General Motors/Chevrolet and finally the supporters of the models won out and convinced the top-brass that it was still a viable vehicle. Only some 68,000 Camaros would be built in 1972, including only about 970 SS-396 models. This was also the last year for the SS models in the second generation run and the Z/28 model would lose the “/” and now be the Z28. Horsepower ratings continued to fall and even more so because the world was changing from gross to net ratings. For instance, the LT-1, 350-cid V8 dropped from 330 hp gross (1971 rating) to 255 hp for 1972 net ratings.

1973 – Standard impact absorbing front bumpers were added due to government safety legislation and again the horsepower ratings dropped and the 396-cid V8 was dropped. A new model LT was introduced and could be ordered along with the RS and Z28 to have all combinations in one car. The LT came with a more luxurious, quieter interior, full instrumentation, Rallye styled wheels, “hidden” wipers, sport mirrors and variable-ratio steering, among other available upgrades. Power windows were again offered, which had not been available since the 1969 year models. After a rough year and recovering from the previous year’s strike, they managed to build over 96,000 units.

1974 – A forward slanting grille was added to accommodate the new aluminum front bumper, which was added to meet further government safety standards. A similar rear aluminum bumper was added for the same reasons and overall the two new bumpers increased the length of the Camaro by some seven inches. The round rear taillights were replaced by elongated, rectangular, corner-wrapped units and sales would increase to over 150,000 units (despite the fuel crisis, which was initiated by the Arab Oil Embargo). Most of the Camaro’s (and Firebird’s) traditional competition would fall by the wayside and from now through the end of its run in 1981, the Camaro would be the reigning PonyCar with no real competition.

1975 – Interiors were changed slightly with new trim patterns and you could supposedly order a leather interior in the LT models (even though none were ever produced) and the walnut trim was replaced with a Bird’s Eye Maple woodgrain. Power door locks were now available and radial tires were standard equipment on all models. The rear window area was changed to a more wrap-around fastback style and gave greater visibility. The “Camaro” nameplate was removed from the rear trunk lid and the front fender scripts were changed to block letters. The “Camaro” badge was removed from the grille and a badge was placed on the cowl above the grille area on the front nose. The Z28 was dropped and would not reappear until 1977. The catalytic converter was introduced as a more efficient means to reduce emissions, which ended the use of a true-duals, exhaust system. Sales were again pretty strong at over 145,000 units for 1975.

1976 – The sales kept climbing as Camaro/Firebird now owned 100% of the PonyCar market and over 182,000 units were produced for 1976. A few appearance updates were made and the LT models received a brushed metal insert on the rear panel. All V8 models were now supplied with standard power-brakes.

1977 – The reintroduction of the Z28 was mostly due to the extreme popularity of the Firebird Trans-Am of 1976 and was a mid-year addition for 1977 Camaros. This late addition was an immediate success and very popular with a 350-cid V8, 4-barrel carburetor and producing 185 hp. Most of the Z28’s were supplied with creature comforts, like air-conditioning and automatic transmission. The Borg-Warner Super T-10, 4-spd manual transmission was still available, as well as the new intermittent wiper system. Over 218,000 units were produced for 1977 and the first time that Camaro outsold the Ford Mustang. A stripped-down Z28, in the hands of a capable driver, could outperform the Pontiac Trans-Am and even the Corvettes on any highway or even a twisty canyon road.

1978 – The Camaro would receive new bumpers front and rear for 1978 with rubberized, body-colored covers and the hood would now contain a “scoop”. Sales again increased to over 272,000 units and make a strong statement to those who had doubted it just a few years ago.

1979 – The “LT” model would be replaced by the more luxurious “Berlinetta” model for 1979. A re-designed instrument cluster, with flatter looking fascia, would replace the aging dash area in front of the driver. The “Z28” came with a new front spoiler and fender flares and some new decals. The rear window now had an electric “defogger”, embedded in the glass. Another record year for sales with over 282,000 units being produced, breaking all previous sales by first or second generation Camaros.

1980 – The old reliable standard 250-cid L6 motor would be replaced by the new 229-cid V6. The Z28 hood got a new rear facing, raised, functional scoop with a solenoid actuated flapper valve, which opens under a full throttle position. New, optional grey 5-spoke rims were available for the Z28 and standard on all Z28’s was a newly styled upper and lower front grille and revised, colorful graphics. All speedometers now read a maximum of only 85 mph, reduced from the previous reading of 130 mph. Total sale figures fell to just over 152,000 units for 1980.

1981 – Virtually unchanged from the 1980 models, the 1981 Camaro would be the last of the second generation Camaros and the end of an era. Changes made were mainly government mandated, in order to increase fuel efficiency, while reducing emissions. A new computerized control system was used (CCC or Computer Command Control) with an oxygen sensor, electronically controlled carburetion system including a throttle position sensor, coolant temperature sensors, barometric pressure sensors and manifold absolute pressure sensors, along with the dreaded check engine lamp. This was only the beginning of changes that would take us out of the mechanical age and into the electronic age of today. The automatic transmission was also fitted with an electronically controlled, lock-up torque converter. This modernization (emissions restrictions) reduced the output rating to 175 hp for the 350-cid V8 in the Z28 and was now only available with an automatic transmission. The RS model was dropped this year and would not reappear until 1989. Total production fell again, to just over 126,000 units.

It was a great run for the second generation Chevrolet Camaro and they not only proved themselves as daily drivers that were loved by many, but also as great racing machines that dominated many series and all sorts of racing venues all over the world. The IROC series for one was totally dominated by the Camaros of the day.

The full-sized, Chevrolet El Camino was first launched as a new model in 1959 in response to Ford’s full-sized Ranchero model (launched in 1957). The El Camino was continued (and discontinued) in 1960, and would only compete head-to-head (and win with 22,246 units sold to Ranchero’s 14,169 units sold) with the full-sized Ranchero in 1959. Ford decided to downsize the Ranchero for 1960 and base it on their new, smaller, Falcon chassis.

Chevrolet would drop the full-sized El Camino from their line-up for 1961 to 1963.  It re-emerged in 1964 based on a new, mid-sized Chevelle chassis and remain in production until 1987. GM’s Chief Designer, Harley Earl, actually suggested a “coupe-pickup” designed vehicle as early as 1952, but GM’s top brass did not act on that idea until Ford came out with the Ranchero in 1957. The El Camino name is of Spanish origin meaning “the road”.

Since the “First Generation” Chevrolet El Camino was based on a car chassis (as opposed to a truck chassis) all the trim options available in the corresponding model, Impala, Bel Air, Brookwood, Biscayne, etc. (and later on SS) were available. These creature comforts and more plush interiors were not yet available on the full-sized truck models of the day (other than the short-lived, 1955 through 1958 Chevrolet “Cameo Carrier” full-sized pick-up models) and were very well received by the public.

The El Caminos also featured the first Chevrolet built pick-up, with an all-steel (sheet metal, instead of wood) corrugated bed floor. A 235-cid L6, 283-cid V8 (in several variations and hp ratings) and even a 348-cid V8 (also a few variations) were available and all were offered with either a manual (3 or 4 speed) or 2-speed, Powerglide, automatic transmission. Initially, sales were good, then fell off by nearly 1/3 for 1960 (producing just over 14,000 units), possibly due to the fact that the cab only held up to 3 persons (at a time when the country was experiencing a major growth spurt due to the baby-boomer era). Maybe, a concept ahead of its time (as a crossover type vehicle), the Chevrolet El Camino would leave the scene for a few short years and re-emerge in 1964 based on the new, mid-sized Chevelle platform.

The “Second Generation” Chevrolet El Camino was produced from 1964 through 1967 and, as mentioned, was based on the all new Chevrolet Chevelle chassis as a mid-sized, coupe/pickup, type vehicle. Available engines were a 194-cid L6 with 120 hp, a 230-cid L6 with 155 hp and a 283-cid V8 with 2-barrel carburetor and rated at 195 hp, and a 4-barrel version (complete with dual exhaust) rated at 220 hp. Later in the production run for 1964 was a 327-cid V8 rated at either 250 hp or 300 hp depending on option package and again, coupled to manual (3 or 4 speed) and automatic transmissions.

For 1965, a minor facelift was given to the front end (with a V’d grille shape similar to the newly designed, full-sized Chevrolets).  An even more powerful 327-cid V8 rated at 350 hp was an option as well as all the engine offerings for 1964.

The 1966 El Camino received another minor facelift with some massaged sheet metal and slant-cut front fenders where they mated, at the more aggressively angled, grille area. The interior was freshened-up, including a horizontally sweeping speedometer and instrument cluster. And finally, an optional 396-cid V8 (big-block) was offered, in several variations from 325 to 375 hp.

For 1967, the El Camino again carried the features of the Chevelle forward of the B pillars and was given a more pronounced grille area, front bumper and available trim work (an optional vinyl roof was even offered). Air-shocks were still standard equipment in order to compensate for load weight and disc brakes were now an available option.  A new TH400, 3-speed Turbo-Hydromatic, automatic transmission for the 396-cid engines was also available. An energy-absorbing steering column and dual-reservoir, brake master-cylinder were now standard equipment due to federal mandates.

The “Third Generation” Chevrolet El Camino was produced from 1968 through 1972 and featured a completely new, longer, Chevelle-based chassis and body re-design. All new sheet metal and more aggressive looking, forward-styling, enhanced the performance look and sporty feel of the new models. Again, power front disc-brakes and now, a posi-traction rear axle were available as options. The interior was totally re-designed with cloth/vinyl or full-vinyl bench seat or optional full-vinyl Strato bucket seats and center console. Deep-twist carpeting was standard and interior trim was shared with the Chevelle/Malibu models.

For 1969 the El Camino front grille area and surrounding body area was more rounded in appearance and kept the quad headlamps (now with a single-bar divider). The parking lamps were located in the slotted bumper. This is the first time a 350-cid V8 would be available in the El Camino. A revised instrument panel with round instrument design replaced the previous horizontal look and power windows and door locks were an option. The Super Sport package, including various versions of the 396-cid V8, now featured a blacked-out grille with “SS” emblem in the center and double, raised bulges running front to rear (from the mid to rear) of the hood, leading to a chromed grate.

The 1970 El Camino saw some interior redesigns and new exterior sheet metal that gave the bodywork a more squared-off look. The 396 badging was kept, even though the displacement was increased to 402-cid and the LS6, 454-cid big-block V8 with some 450 hp was now available.

For 1971, the El Camino received a new front end redesign, with single-unit, Power-Beam, headlamps like the Chevelle now used and integral park/turn/side-marker lamps. As the Feds were cracking down on those air-polluting emissions, GM was forced to add the dreaded smog pumps to their engines and reduce compression and horsepower at the same time.

The 1972 El Camino came with a front fender safety, side-marker/parking lamps and a re-vamped, twin-bar grille. Again, due to global standardization and ever tightening emissions mandates, all vehicles would now use net instead of gross horsepower ratings and the power decrease was across the board. The SS models would become diluted and now any V8 engine could be ordered with this option.

The “Fourth Generation” Chevrolet El Camino was produced from 1973 through 1977 and again, was based on the Chevelle, (A-body) station wagon chassis. It was the largest and heaviest vehicle of the entire series and featured the government mandated, safety, impact-absorbing bumpers front and rear. Two trim packages were offered, the base model and the SS. Front disc-brakes were now standard and the wheel track, front and rear, was increased by one inch for better stability. Coil springs at all four wheels were computer-selected by weight of added options to make for smoother ride and handling properties. Several new features included a double-panel acoustical roof, sturdier designed side-door guard beams for structural integrity, flush-style outer door handles, better fitting glass seals for wind-sound reduction, full, flow-through power vent system, inside hood release and contour-molded foam seats and backs. Visibility was increased by thinning out the front glass pillars and longer trips between fuel stops with a new 22 gallon fuel tank.

The engines available for 1973 were the (base) 307-cid V8 with 2-barrel carburetor and 115 hp, the optional 350-cid V8 with 2-barrel carburetor and 145 hp, the optional 350-cid V8 with 4-barrel carburetor and 175 hp and lastly the 454-cid V8 with 4-barrel carburetor and 245 hp. The 3 or 4-speed manual transmission and the Turbo-Hydromatic, 3-speed automatic transmission were available. The SS was now reduced to a mere trim option and included a blacked-out grille with “SS” center emblem, special instrumentation and interior badging, body-side striping, bright roof-drip moldings, body-colored outside sport-mirrors, front and rear anti-roll bars, rallye rims with special, raised white-letter 70-series tires, and was only available with the 350 or 454 V8’s.

For 1974, the El Camino had a revised (Mercedes-style) grille, a new trim package called the Classic was available.  It offered a more luxurious interior with cloth or vinyl upholstery and carpeted door panels and woodgrained panels on dashboard. The 350-cid V8 was now the base and a 400-cid V8 was introduced and the 454-cid V8 was still an available option.

The 1975 El Camino saw another new grille design, dual remote-operated outside mirrors and radial tires with refined suspension for a smoother, quieter ride. Creature comforts such as intermittent wipers, “Econominder” instrument package complete with vacuum gauge (to monitor fuel consumption) and cruise-control were offered, along with some standard features like H.E.I. ignition, which improved performance and minimized maintenance. The 250-cid L6 with 105 hp was offered as the base engine and this would be the last year for the 454-cid V8 which was now reduced to 215 hp due to emission standards choking the life outta that big-bore monster.

The 1976 El Camino remained unchanged for the base models and only a cosmetic change of new “stacked” rectangular headlamps was evident on the Classic models. The 1977 El Camino again remained visually unchanged from the previous year but lost the availability of the 400-cid V8.

The “Fifth Generation” Chevrolet El Camino was produced from 1978 through 1987, which was the last year for the series. The El Camino, once again, shared some suspension components and front-end sheet metal with the Chevelle Malibu, but this time, had its very own specifically designed chassis. Four models were available through the final run of the “coupe/pickup” including the El Camino, Royal Knight, Conquista and Super Sport. A totally new, slimmer, angled and chiseled looking body style emerged for the final 10 year run with a one-inch longer (117-inch) wheelbase. The doors were borrowed from the Chevrolet Monte Carlo and the tailgate and rear bumper were shared with the Malibu Station Wagon. The slightly protruding, grille area included new larger, single rectangular headlamps. As downsizing was now the norm, the base engine was a 200-cid V6 with 94 hp, with optional powerplants of 231-cid V6 (Buick manufactured) with 105 hp, 305-cid V8 with 145 hp and the 350-cid V8 with 170 meager hp.

For 1979 El Caminos, very little was changed, aside from the visibly divided grille panel and under the hood was a new 267-cid V8 with 125 hp. For 1980, the El Camino remained nearly identical cosmetically, but again, under the hood the 200-cid V6 was bumped to 229-cid and hp rating increased to 115, the 305-cid V8 now with 155 hp and the 350-cid V8 was discontinued. Most vehicles now came with the automatic transmission but the 3-on-the-tree was standard.

For 1981, the El Camino sported a new vertical designed grille and under the hood a new GM “Computer Command Control” system to help reduce emissions even further and again, horsepower ratings were down across the board. The automatic transmission also received a lock-up type torque-converter for better highway mileage.

The 1982 through 1987 El Caminos remained basically the same and were treated to a quad-rectangular (side-by-side) headlamp arrangement and cross-hatched grille pattern. A dismal performing, dog of a diesel motor (350-cid V8 with 105 noisy hp) was an option for 1982 through 1984. In 1983, the 267-cid V8 was dropped and from 1984 to 1987 the SS model borrowed the front end of the Monte Carlo SS and offered the 305-cid V8 with 190 hp. In 1985, Chevrolet transferred production of all El Camino models to their plant in Mexico and through 1987 the 262-cid V6 was the standard engine. Somehow ironic, the long running El Camino model would end its life south of the border at a plant in Mexico.

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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).

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