It’s time to do some catch up with the finds CC Cohort contributors have been uploading in the last few weeks. First, a ’62-’71 Jeep Gladiator shot by Matt Wilda. True to its name, this oldtimer wears a Jeep-tough look and is still putting up a good fight. We’ve covered these SJ trucks in more detail before, and if you wish to revisit those, they’re HERE and HERE.
Saddest find of the week, a ’49 Mercury caught in the fields by Hyperpack. Sad, but scenic, and a rather sharp number back when it appeared in ’49. While a lot of time has passed, hard not to look at these and not think they’re James Dean cool. If you’ve seen Rebel Without a Cause, that is.
For something with more of an Old World charm, we’ll go to this Mercedes-Benz 220S shot by robadr in British Columbia. These ’54-’59 W180 models were Mercedes’ full-sized luxury offerings of the time, and predecessors to the better known tailfin Heckflosse W111 models. I’ve only seen very few of these in the Western Hemisphere, throwbacks to a time when the brand was making inroads into this region.
Also, we got interior shots on this one. So, how about we take a look?
Yes, old Mercedes-Benzes aren’t cheap to maintain. But if one does so, the quality of their materials can surely be felt for years to come. I’ve seen plenty of pre-1990s old Mercedes and even if their mechanicals are shot, interiors generally look well preserved. I assume the upholstery has been redone in this one, but the dash pieces look in good condition, with just a hint of patina that speaks to their originality.
For something far more humble, how about this Fiat Panda? The cheapie and clever Panda was quite a neat product by the inventive Fiat of the late ’70s, though forbidden fruit in the US. That is, until recently. This one was found in New York State by J.C. and wears the model’s ’91-’03 facelift.
Let’s stick with the no-longer forbidden fruit theme with this ’91-’96 Honda Beat captured by Hyperpack. Found at Reichlin Imports in Pennsylvania, the Beat was part of the hot Kei JDM car movement of the ’90s. Originally a Pininfarina styling proposal, acquired by Honda and tailored to the company’s known traditions. The RWD rear-midengine wonder was an awfully happy revver; providing 63HP at 8100RPM. All to move briskly a 1,680-pound car.
Probably not your cup of tea, but bliss-sounding to those who grew up admiring the house of Honda in the 1990s.
Another mid-engine affordable wonder, this Fiat X1/9 caught by Matt Wilda. It sports a neat two-tone with early 1980s vibes. In ’83, Fiat fled the US scene, but the X1/9 remained as a Bertone badged model until ’89.
The specs on these Bertone styled vehicles sound somewhat modest today; depending on year and engine size (1.2L or 1.5L), from 60 to 75HP in a car of about 2,000 pounds. But to those who enjoy them, their balanced handling and fun driving make up for it all. And as we know, the mid-engine revolution didn’t quite reach us all, but was fun nonetheless while it lasted.
Miss the Chrysler minivans of the 1990s? Last visit I made to the US, I don’t recall seeing many, but here’s one captured by roshake in Hungary. As some of you may recall, all throughout the 1990s Chrysler made quite an effort in expanding its market in the Old Continent. So survivors like this early ’90 Plymouth Voyager aren’t incredibly common, but not rare either in those lands.
How about the ’70s, you ask? I don’t have many 1970s factory spec material today, but here’s a clearly non-stock 1974 Comet caught by tbm3fan. Who knows what’s under the skin, but the color is very ’70s correct.
Another Jeep-tough product, caught in imposing form by Hyperpack. This 4WD Longbed belongs to the J10 generation, and it’s wearing the face refresh the model got in the 1980s.
I was never that much of a fan of the semi-luxury GT-oriented 300ZXs of the 1980s, but this was the Z of my teenage years. Though initially good sellers, these seem to have become the rarest of the Zs in recent times. Shot by Hyperpack.
There’s always an old Volvo to be found, like this one captured by J.C. However, old Volvos may be common, but old beater Volvos have become quite rare. Or so I gather by looking at the Cohort. That said, this one straddles the line, since the doors don’t quite match the rest of the car’s color and seem to come from a donor.
Let’s close for today with this unique find, caught by robadr. Want to arrive in something unique and eye-grabbing at an event? How about this ’53 Chrysler Windsor 8-passenger sedan?
These stretched vehicles served as commercial vehicles providing transport for hospitals, hotels, and even taxicabs back in the day. Elsewhere, in the stretched body business, Chrysler did offer a luxury model with the New Yorker 8-passenger sedan. Meanwhile, true limos for the Pentastar were about to be Ghia-sourced starting in ’56.
The last Chrysler and De Soto limousines were 1954 models. In 1955, the Imperial was offered as a limousine, was made in Italy using a two-door hardtop Imperial and four-door door panels. Only 25 were made. President Eisenhower was chauferred in one of them in one of t hem in the days before heavily protected presidential automobiles.
This Windsor isn’t technically a limousine; it’s an 8-passenger sedan. These were decidedly not luxury vehicles, especially in low-end six-cylinder Windsor form. They were commercial vehicles, used for a variety of uses such as hospitals, hotels, airport/train station transport, and not uncommonly as taxicabs.
These were the minivans of their time. The New Yorker 8-passenger sedan was closer to a limousine, but even it wasn’t technically one as a limo had a divider between the driver and the rear compartment.
Indeed, it’s hard to imagine a world without minivans. The text on that Windsor has been updated.
Chrysler specialized in lower-cost limos for taxi service. Most were made under the DeSoto brand, but Dodge and Plymouth also included them for a while. They stopped after ’54 because NYC changed its rule requiring limos for taxis.
Caddy was the main maker of high-cost limos for the rich, and continued after ’54.
The minivan resumed the Chrysler tradition, serving the taxi market again.
Please allow me to correct you on one point: The Benz 220S shown is not a W108, but a W180.
Great pics!
The Jeep Gladiator remains one of the most masculine, rugged-looking pickups ever. Contrasting with the Ram behind it. Which has gradually become more streamlined, mainstream, and homogenous-looking, with each generation after the ground-breaking big rig-like second generation Dodge Ram of 1994.
Hope someone saves the Merc.
Great shot of the Panda. Colours, textures, go wonderfully together.
At the time, I did not like the ’80’s two-tone and flat-faced wheels look, applied to the Fiat X1/9. It belongs with bold, ’70’s trending paint colour. And attractive, expressive alloys.
The ’80’s era Jeep pickup, significantly lacks the character and style of the Gladiator. With the more modern and generic nose applied.
Ford Maverick/Mercury Comet, both overstyled, for what they were.
I kinda miss seeing, the iconic styling of the original Chrysler minivan. Once, so incredibly prolific.
Spring is when the interesting cars return to neighbourhood streets. 🙂
Nice shots, all .
Most these days forget that James Dane’s Mercury in that movie had wide white walls, not cheap then nor now .
I like the cheerful white Mercedes ‘Ponton’, thise were indeed good cars, sadly the bottom line Diesels were 20’s and could barely get out of their own way .
I keep hoping someone will find and photograph a DeSoto taxi, they had a long wheel base and sun roof to boot . I used to know where a decent one was settling into the sand, by now I’m sure it’s a hanta virus hotel .
The Gladiator really was a sharp looking rig .
-Nate