(first posted 5/27/2020, updated 6/28/2023.) Half-model year vehicles are an interesting historical oddity that you don’t see anymore. They briefly gained favor in the sixties as a way to distinguish mid-year model introduction and significant running changes, before falling out of favor in the early 1970s. Let’s take a look at this short-lived trend.
Before we get started, there is one thing that I should set straight right now: Legally, there is not now, nor has there ever been such a thing as a fractional model year. The serial numbering system of every manufacturer I’ve ever seen only supports whole number model years. Furthermore, the federal VIN system introduced in 1981 also only supports whole number model years. Every state that I know of requires a whole number model year on the vehicle title and registration.
That said, fractional model years have been employed over the years by enthusiasts and marketers to unofficially distinguish mid-model year introductions or significant mid-year running changes.
Perhaps the granddaddy of all half model year cars is the 1963½ Ford Galaxie. The 1960 Ford was a rare misfire in the history of full-size Ford models, and buyers stayed away in droves. Minor styling adjustments in 1961 and 1962 did little to improve the situation. Not only was it getting trounced in the showroom, but Ford was also getting trounced in NASCAR, due in no small part to the poor aerodynamics of its “Town Sedan” roof.
By 1963, Ford was desperate for a boost both on the track and in the showroom. Unwilling to wait until the following fall and the 1964 model year, Ford rolled out the “Sport Roof” in early 1963 as a “1963½” model, the ½ added to make it clear to the prospective buyers that this was a significant upgrade to the moribund 1963 Ford. Ford’s gamble paid off, and the Sport Roof was a hit both on the track and off, with 100,500 units sold in 1963, and boosting sales of full-size Fords by almost 20%, despite being available for just a partial model year.
Ford also gave the Falcon half model year treatment in 1963. In February of 1963, Ford introduced the Falcon Sprint as a 1963½ model. The Sprint is the first Falcon to sport a V8 engine, bucket seats, and a hardtop roof (which was also shared with the Futura coupe). In reality, the Sprint was a thinly disguised Mustang precursor, as its running gear would go on to underpin the Mustang in the following year. This really illustrates the power of styling and marketing: Despite being essentially the same car, the Mustang would go on to become an icon, while the Falcon Sprint would end up as little more than a historical footnote.
Speaking of the Mustang, perhaps the most famous half-model year car of all is the 1964½ Ford Mustang. As we all know, the Mustang was first launched to enormous fanfare in April of 1964. Technically, all the introductory Mustangs were 1965 models (they all bore VINs that started with “5” which at the time was how Ford indicated the model year).
Unlike the 1963½ Total Command Performance ad campaign, Ford never used the fractional 1964½ designation for these early Mustangs (at least not publicly). The 1964½ designation was made up by enthusiasts after the fact. In fact, early Mustang ads made no mention of a model year at all, just referring to the car as the “New Ford Mustang.” There were several running changes made during this extended 1965 model year production (about 16 months in total), enough to justify the informal ½ model year designation for the early production models.
Rare early promotional photo showing “1964” Ford Mustang.
For starters, the Mustang was only available at launch in two body styles: A convertible and hardtop. The fastback wouldn’t come until later in the 1965 production run. Two V8 engine displacements were used in the 1964½ model: The 260 from the Falcon Sprint and the legendary 289. Production of the 260 ended after the 1964 model year, so the 289 became the Mustang’s sole V8 option midway in the 1965 production run. There are also other minor differences between the 1964½ and 1965 models, such as an alternator replacing the generator on the 1964½, and a variety of minor detail and trim changes.
Ford made one final dip to the fractional model year well in 1970, and once again it involves the Falcon. This time, however, the 1970½ Falcon would appear more out of necessity than for marketing purposes. Indeed, the 1970½ Falcon is a story of the misalignment between the model year and the calendar year more than anything else.
On January 1, 1970, new safety and crash requirements would go into effect in the US. Ford decided that the Falcon, having been on sale since 1960 and getting long in the tooth, was not worth the effort and expense of updating.
But there was a problem: Ford’s new compact car, the Maverick, was only available as a short-wheelbase coupe for 1970, leaving economy-minded looking for a four-door sedan with nothing to buy. So Ford produced a brief run of compact 1970 Falcons in the 1969 calendar year, before the new standards went into effect. A decontented Torino would serve as the “Falcon” for the remaining calendar year 1970 production, with a fraction added to the model year designation to differentiate the two Falcons. Interestingly, this decision was accompanied by a fair amount of boardroom drama, as Jeff Nelson documents in his history of the 1970½ Falcon.
There have been a few other famous half-model year cars (the 1970½ Camaro and the 1984½ Mustang, for example), but in these cases, the fractional designations have been applied by enthusiasts, and not by the manufacturer themselves.
Ford would make one last dip in the half model year well for the mid-cycle refresh of the Escort in 1985, but this would mark the last time that I know of that any manufacturer officially used a fractional model year in their advertisements.
It is easy to see why half-model year cars never really took off. While you do get cars in front of consumers sooner (and outside of the crowded fall launch season), it is basically double the work for your marketing department. You now need to design and produce twice as many brochures and ads, all of which now have half the usable shelf life. You can get most of the benefits of the early launch just by extending the introductory model year from 12 months to 18 (or more) months, which is exactly what all manufacturers do now when launching a vehicle early.
Related Reading
Curbside Classic: 1963½ Ford Falcon Futura V8 – The Economy Compacts Enter The V8 Era
Annual models aren’t really as dominant as they might seem. In the first few decades of autos, most makers changed when they felt like it, and several big makers followed a six-month schedule. In 1934 the industry agreed to go annual, with new models introduced at the NY Auto Show in October. Easier for the media and advertising. Then WW2 messed up the pattern, which didn’t settle down again until ’53.
Annual model changes took place during the calendar year for most brands around the planet British cars were displatyed at the Earls court show for the new model year and released soon after it, I have a 59 registered car that is the 1960 model, my last classic was a 63 Holden released in September as a new model they guy who gave it to me ordered it new at the Sydney motor show soon after release but it wasnt available for delivery until December that year,
Ford Australia of course continued on with the Falcon the 70 model was a restyle of the 69 American model then for 71 they beefed up all the front suspension again and facelifted the old body, 72 they had their own design ready which went on the heavier duty 71 floor pan.
I’ve owned two half-year models that are widely known as such – the first was a 1993.5 Infiniti G20 that occurred when the motorized seat belts were phased out in favor of front airbags – the car also had a mish-mash of various 1993 and 1994 features and while still marketed as a 1993 was known as a newer version but not a full 1994 due to carrying some 1993 parts.
The other was a 1995.5 Audi S6. These differed visually in various ways (steering wheel, audio equipment, key remote technology) from the already refreshed 1995 models and were identical to the 1996 model sold in Canada but were not marketed here as 1996s – the reason was that 1996 vehicles needed to be OBDII compliant in the US and Audi did not think it worthwhile for such a low volume model that was due to be phased out. Canada kept it around through the 1997 model year but the US stopped selling them in 1996 after the 1995.5 supply dried up.
Ahh, I had the pleasure of owning a 1994 G20t with the 5 speed a few years ago… it was my first manual car and I didn’t get to experience it’s full potential in the few months I had it. I was smitten by another Legend and sold it to a friend. I’d love to find another!
On the topic though, I distinctly remember the owner’s video guide (someone ripped the VHS to YouTube) mentioning the car as “the 1993 and a half G20” which seemed odd at the time. Not sure if any touring models were built in that half year but I do remember that 94’s at least had a very early implementation of OBDII
About 15 years ago I had both a G20 with the 5 speed, followed by a same year Integra with automatic transmission. I made several trips back and forth from Tennessee to upstate Pennsylvania in each car with the G20 being the much more fun car to drive. That car took curving roads like the Integra did, but with the Gs manual transmission it allowed you to drift more easily if you felt like it and certainly hold a desired gear longer.
I would love to own another, but only one of the earlier examples.
Ford made at least one more official dip in the fractional year pool in 1985 with the Escort and twin Mercury Lynx. My grandfather’s last car after three decades of Fords was a new 85 1/2 Lynx. It was noted as such on the sticker and, if I remember correctly, Michigan registration documents.
Not only did the Escort/Lynx have the 1985 1/2 refresh, the Escort also had a 1988 1/2 year model for another refresh. The Lynx was dropped in 1988 for the Mercury Tracer.
The 88 1/2 Escort got new plastic bumpers, reshaped taillights, and a reshaped rear window/pillar on the sides of the 3-door, and 14″ wheels now standard. I also think that this was the time that the Escort got the automatic front seat belts.
And there was an official 1989-1/2 Mercury Tracer, which differed from the ’89 only in replacing the chrome trim in the bumpers and side molding with red trim (and being a bit more expensive). There would be no 1990 Tracer, so the ’89-1/2s were built through late in the calendar year. There is speculation that the 89-1/2s weren’t called 1990 models because of new passive-restraint laws that took effect for MY 1990 that Ford didn’t want to bother meeting with a soon-to-be-discontinued car.
I immediately had the 1988.5 Escort in mind as a more recent 1/2 year. Incidentally, I had the exact 1988.5 Escort GT in your picture. It lacked a bit in refinement, but it was surprisingly fun to drive.
1985 1/2 Escort/Lynx featured the new aero composite headlamps, revised strut mounts, and 1.9l engine. The 4-speed stick was still available, 1986 had the 3rd brake lamp and 5-speed stick. Remember this from my time in the rental business.
In mid year 1973 Ford introduced the LTD wagon. Essentially a Country Squire without the wood on the side. (the Country Sedan was trimmed more like a Galaxy). A friend’s parents bought one when they were introduced.
The third car that my parents owned was a 1963 Ford Country Squire. It followed a 59 Ford Ranch Wagon and a 55 Country Squire. They were all bought used. We found out the 63 was actually a 631/2 model when the muffler had to be replaced! The one for a 63 model wouldn’t fit. That car also had a 289 with a 2bbl carb. It was black with a red vynal interior, power steering & power breakes. It had the “swing away” steering wheel which was a neat feature.
Great topic! I owned a 1998½ Ford Contour SVT – the half-year featured a styling refresh, but I think the main reason for the ½ in this case was that Ford desperately wanted to rush a roomier rear seat to market, since the cramped rear quarters was a big complaint of the original cars.
At the time I assumed the reason for the half-model year was that if the cars were produced early enough, it couldn’t be marketed as the next model year (for example, a car manufactured in December 1997 couldn’t be sold as ’99 model)… not sure if that’s true or not. I loved my Contour, and the fact that it was a fractional model year just added to its unusual nature, but the fraction was rarely, if ever, used in Contour promotional materials.
Sometime recently I read any particular model year car must be offered in (or must correlate to) January of that model’s calendar year. So in other words you could introduce a 2022 model anytime after February 1, 2021 and it could be offered until September / October 2022.
No doubt somebody will know more about this and, sadly, I cannot remember where I read that.
I have seen the same thing somewhere, only stated to say that a model year cannot contain two Januaries.
That would be a more elegant explanation than mine!
Tom now has me wondering about overlapping models, such as the old W-body Impala being sold alongside the Epsilon Impala.
Well, they changed the name to “Impala Limited” when the new one came out, which technically made them two separate models.
“stated to say that a model year cannot contain two Januaries.”
I have seen it stated that a model year cannot exceed 23 months, which makes sense when you add in the one January rule.
Based on the one January rule, a manufacturer cold offer a new model on February 1 of the preceding year, and then build it until December 31st of the “model” year and remain in compliance. I don’t recall it happening, but both the original Mustang and the 1980 GM “X” cars came close.
The longest run I know of was the Jelly Bean-150 with the pre-production prototypes, some of which were used as press vehicles, were produced in 1995 with the serial production starting early in Jan 1996 and running until the typical Aug 1997 changeover.
I remember dealers getting their first examples of the 2014 Mazda6 in December 2012 – they had to wait until 1/1/2013 to sell them.
Can’t contain two January 1st, you can produce them until Dec 31st, so in theory you could produce a 2022 from Jan 2nd 2020 until Dec 31st 2020.
If I remember correctly, the “model year” car cannot contain two January 1s in the production cycle. I remember reading about this when the Dodge Neon first came out. It was introduced in January of 1994 as a 1995 year model car. I thought this was insane that a 95 model would be out so early, and I remember reading about the 2 January 1s in production and that’s why Dodge/Plymouth were able to call it a 1995 model and have a VERY long time that the 1995 model car was on sale.
I did find an actual definition of “model year” in the United States Code — this is from Title 26 (Internal Revenue Code) §4064 that deals with the gas guzzler tax. It’s from a late 1970s Code, but a similar definition appears elsewhere within the US Code too.
Seems to give the carmakers a lot of flexibility, but pretty much precludes giving a car a model year that’s more than one January in the future from the date of production:
There also was a 1988 1/2 Escort which featured updated styling.
I think the only rational explanation for the Torino-based 70 1/2 Falcon was that Ford simply needed a 4 door car in that slot because the Maverick sedan was not due out until 1971. The real mystery is why they offered a 2 door version of the 70 1/2 Falcon because the Maverick surely filled the slot the 2 door Falcon had occupied in 1969.
Chrysler offered a number of “spring specials” in the 50s which offered new colors, trim pieces and even sub-models like the 1958 (and 1/2) Windsor Dartline.
My favorite major mid-year makeover was the 55 Studebaker that simply could not wait until 1956 to bring out the new wrap around windshield.
Good call on the rationale for the 4-door 70 1/2 Falcon. But my favorite 70 1/2 Falcon has to be the one that got the new 429CJ engine. I don’t know if it was even called a Cobra. Without the tell-take shaker hood scoop, it was truly a sleeper, and I wonder if it was offered to compete with the previous year’s Chevelle 300 2-door sedan that could be had with the SS396 engine.
The 1970 1/2 Falcon was just a handy name for a.needed lower price version of the Fairlane/Torino. The.market had unexpectedly turned down and Ford needed to issue cheaper midsize models. This was before manufacturers simply publicized rebates when they wanted to cut prices.
Chev and Pontiac did the same thing that spring with the T37 and non Malibu “Chevelle. “
Interesting to note then there’s one more non Malibu Chevelle in the Great White North, the Chevelle 300 was still sold in Canada in 1970.
http://www.oldcarbrochures.org/Canada/GM-Canada/Chevrolet/1970_Chevrolet_Chevelle_Brochure-Cdn/slides/1970_Chevrolet_Chevelle__Cdn_-08.html
The 1970 1/2 Falcon was just a handy name for a.needed lower price version of the Fairlane/Torino. The.market had unexpectedly turned down and Ford needed to issue cheaper midsize models. This was before manufacturers simply publicized rebates when they wanted to cut prices.
Chev and Pontiac did the same thing that spring with the T37 and non Malibu “Chevelle. “
Wow, the difference on that ’55 Studebaker is subtle. While it certainly follows the trend of the time, ironically it comes off a bit retrograde now.
Unfortunately, it was the rest of that greenhouse that was a four-alarm fire that shone bright all the way through 1961. The priority of getting that windshield out at a half year is sort of negated by keeping it around through part or all of seven model years.
Harold Churchill actually wanted to revive the 1953 to early ’55 windshield on the ’59 Lark, and a styling clay with this design was mocked up. The older, flatter design would have saved $6 per car, and he thought it improved the car’s appearance as well. Unfortunately, Curtiss-Wright had already destroyed the dyes by then, so they had to retain the soon-to-be-unfashionable fishbowl windshield.
https://forum.studebakerdriversclub.com/forum/your-studebaker-forum/general-studebaker-specific-discussion/75748-straight-windshield-1959-larks
Technically the wraparound windshield on the late ’55 Studes was an option, just an option that was mandatory on any car ordered in calendar year 1955. The revised brochure showing the new design on the cover actually continued to show the old flat windshields on all cars of lower-end trim levels, perhaps because early ’55s were still on dealer lots. Studebaker didn’t refer to the vista windshield equipped cars as “55-1/2s”; what I can’t find online is whether the wraparound windshield “option” cost extra.
I have the Saturday Evening Post ad from January 1955 introducing these updated models as the Ultra Vistas. The ad promotes power steering and brakes, power windows and seats, as well as the very rare option of air conditioning.
Was thinking about those “spring specials,” another marketing ploy that petered out in the 70’s, but not before we got the original Chrysler (Newport) Cordoba in 1970. Plymouth had a Silver Special in ’58 as well.
Ah, the “spring special”, another marketing ploy that petered out in the ’70’s, but not before we got the original Chrysler (Newport) Cordoba.
Plymouth also had its own Silver Special in the spring of ’58.
That Loewy body style looked really good as 1953-1954 two door coupes and two door hardtops, but the four door sedans and the ’55 model grilles were terrible.
1962 Plymouth Sport Furys and Dodge Polara 500’s both sported stainless trim that went on other places than highlighting the sculptural elements like the other models – a long upper trim that went from front to rear above the separate front and rear side sculptures. It started turning up on later regular models of Plymouths and maybe Dodges as well in in an apparent attempt to make the design look more mainstream and unified.
Even more obscure: 1955 Plymouths had a round radio speaker on the right front of the dashboard echoing the speedo on the left. Early 1956 models had the 1955 spider web speaker grill instead of the 1956 Plymouth script version and/or the 1955 rather than 1956 deluxe steering wheel. I think they were probably just using up excess 1955 stock. No brochures show the dashboard – maybe those things weren’t ready. I only know this from the family ’56 Plymouth and decades later owning one. Probably a lot of that sort of thing went on at Chrysler.
Around 1983, a buddy picked up a well-worn ’70 1/2 Falcon for a winter beater. Being ignorant of this oddball at the time, I swore it was a Torino on which some previous owner had swapped badges.
I was always a car guy as a kid and I could name any car made after introduction of “post war” cars from 1947-49. When that “Falcon” came out in 1970, I wanted to scream “No, it’s a Torino”. I didn’t care what labeled they were porting one it. It’s a low level Torino. Put the Falcon and the Torino side by side. It’s the same car.
Wife used to chuckle when I’d refer to my Porsche 944 as an 85 1/2, thinking I was being a typical Car Guy. Among the numerous mechanical differences from the ‘85, the new interior was a far cry from the carryover 924 bits. The absence of the ‘86’s third brake light was the only discernible difference from later models.
I had two friends that bought 1985.5 944s. I don’t recall ever seeing one identified as a 1985. My mother bought a new 1987 924S that was delivered in early summer or 1986, with the dashboard that the 944 used before the change. IIRC, 1985.5 was also when phone-dials became the standard wheels on 944s.
I owned one of the early E36 series BMW’s imported to North America (Canada). It was built in May of 1992, as a 1992 model, not 1993 or 1992.5. There were small differences that meant being careful when buying replacement parts.
The 1969 A12 Six Pack Super Bees and Road Runners are commonly referred to as “69 1/2” by Mopar fans and in the magazines but I don’t think thats what Chrysler called them
“The 1960 Ford was a misfire …”
Although the 1960 full-size Ford had those quirky horizontal fins that did it no favors, the main reason for its sales decline was the success of the new Falcon. Unlike the unique Corvair, which appealed to a different demographic than the big Chevy, the traditional Falcon was seen as a smaller version of the big Ford and captured many potential big car sales.
Correct. The Falcon cannibalized full size Ford sale; overall Ford production remained about the same.
I think the 1960 Fords are beautiful cars. Some of the objection to them at the time was no big round tail lights, which had been a Ford thing (originally smaller) since 1952. It was the only year of a two door hardtop with a roofline similar to 1957 Chrysler products, and the only year with a station wagon with a wrap around upper tailgate instead of a roll down window with curved side windows.
Starliner
This one has aftermarket (?) reflectors installed in the shapes on the bumper that echo the tail lights, making for a sort of split semi-circle.
I’ve read they were a Ford acccessory.
Didn’t this system have editing previously? Anyway, round tail lights except for the 1958’s.
Still the 1960 full-size Ford was more lucky than the 1960 full-size Plymouth who have its sales grabbed by the Valiant who was a separate division(but became a Plymouth the next year) and a smaller and more attractive full-size Dodge Dart who entered into Plymouth’s territory and add the styling who got a rear who looked like a 1957 model then some joked “suddenly it’s 1957”.
Chrysler had a bunch of mid-year models. I will add them in separate posts because we can only put one picture in at a time. One that I cannot find on the internet to display was from, I think, the 1976 Dodge Coronet Spring Special cars. They were Coronet Custom models with the standard bench seat but offered in three patterned weave upholstery and door panel accents, blue and white, yellow and white and green and white. I remember the green one as being called “Spring Green.” What I have attached is the 1974 mid-year Dart Hang Ten and the Dart Sport Convertriple. They featured hatchbacks and red highlights to the interiors where red had not been offered on Darts as an interior selection.
Here is a 1978 Dart Sport Convertriple – also a mid-year model.
I’m guessing that’s a typo.. you meant 1975 or 1976 and not 1978. A-bodies (at least in the US) stopped production in 1976.
Here is a 1972 mid-year Dodge Charger “Topper” with free vinyl roof.
I was never particularly keen on the ’71-’72 Charger roof, but the ‘topper’ canopy roof looks pretty good on that one.
The Audi B5 A4 has two half-year model changes in a row. 98.5 introduced the 5-valve V6 and new taillights, and 99.5 updated the taillights again, the sidemarkers, and the headlamps.
The rear badging moved positions as well in one of those.
2001.5 VW Passat: the “B5.5” facelift.
1999.5 VW Jetta: the Mk4 redesign.
2005.5 VW Jetta: the Mk5 redesign.
2005.5 Audi A4: B7 replaces B6.
2004.5 Volvo S40: redesign based on Ford/Mazda platform replaces Mitsubishi platform.
1999.5 Nissan Pathfinder: facelift.
2006.5 Kia Optima: redesign.
2015.5 Volvo S60 and XC60: entertainment system updates.
I owned a third-generation Toyota Supra (A70), which was introduced and advertised as a 1986.5 model.
They did it for the fourth-gen, too. I have a 1993.5 Supra, there is a medallion on the ashtray cover denoting it as a “premier edition”.
It’s worth noting that the Asian manufacturers, particularly Toyota, have none of this midyear nonsense. Even further is that they don’t adhere to introducing new models it the 1st quarter of the new financial year in the fall, with their new models coming out at the beginning of the ‘calender’ year, i.e., January 1st.
While it’s true this could be considered a disadvantage in that their new model year vehicles come out several months after the domestics, it certainly makes it much simpler to determine the actual model year of an Asian vehicle.
I do not believe that is the case, for example if you go to the Toyota website right now, the cover pic is the new 2021 Venza “Arriving Summer of 2020”. We bought our 2016 Highlander late in 2015 which was refreshed for 2017 but on sale in fall of 2016, the current (new) Highlander went on sale in December of 2019 as a 2020 and there are numerous other examples.
Above in the comments are several examples of actual mid-year Japanese models with differences, notably the 1993.5 Infiniti G20.
Our 2012 Sedona was purchased in early September of 2011, which meant that it had been built quite some time earlier, accounting for the voyage over from South Korea and its trek inland to the upper midwestern US.
While it is true that Toyota has had a lot of late introductions recently, they do often introduce models at the traditional time and occasionally do early introductions as Jim mentioned on the return of the Venza.
However I learned back in my early days of wrenching that a Japanese vehicle with an Aug production date was almost always the next model year while an Aug production date for a US built car would mean it is the current calendar year model. Now of course there are often running changes so you need the day and month to get the right part in some cases, and that can occur almost any time of the year.
I think the 1959 Ford Galaxie could be considered a 1/2 year offering. Although it never was called a ‘59 and 1/2,, its “marriage” of the famous TBird roof styling onto a Fairlane 500 body was introduced in January of ‘59, and effectively became its own trim level.
One not mentioned are Panthers which Ford had two long model years with a significant mid run change.
The first were the switch to the Aero in 1992 which started production in Apr 91 with some major changes that took place between Dec 91 and Jan 92. The most notable change was to the electronic transmission and the addition of speed and rpm limiters.
The next were the 03s another major generational change again production started early, Apr 2002 and at the typical Aug/Sep change over a few changes were made, unfortunately cost cutting in some instances, like deleting the fuel door release. But others were cases of them using some 2002 parts on the 2003 like the power lock wiring, where you can’t interchange the switches.
But neither were called out by Ford and advertised as 1/2 year models like the Galaxie, Falcons, and Escorts.
As I’ve mentioned in the past, before there was a federal law that required model years International tended to follow the Australian method of using a change to the letter code to denote the new model which could appear at any time of the year. Which is why there are so many designations for their pickups, K, KB, L, R, S and multiple instances of A, B, C, and D. You also need to know where that letter is, a 1000D is different than a D1000.
My uncle was a Chevy guy. He was also a very good body man who specialized heavy frame repair. Back in the 80s, he asked me to keep an eye out for beater and wrecked Camaros, as he would rebuild them and flip them, or build them into dragsters, as he was also into drag racing. He preferred 1st gen Camaros; he said 2nd gen were heavier. He made an exception for ‘70-1/2 Camaro because he said they retained the 1st gen front subframe Which he claimed weighed a few hundred pounds less than the subframe on ‘71 and later Camaros.
I don’t know, myself; just what he said. I wonder if this applied to Firebirds, too? I’ve never heard of a ‘70 Firebird referred to as a 1/2 year.
The 70.5 subframe is same as any later G2 Camaro.
The Nissan Hardbody Truck was called a 1986 1/2
Starting in maybe 1958 with their new found reputation for building crap cars plus the recession Chrysler started issuing half year models, a practice that went on with them for years. There was at least a low end Plymouth with a bunch of extra trim marketed in 1958 1/2.
The 1962 Plymouth and Dodge bucket seat models (Sport Fury and Polara 500) both had trim that de-emphasized the actual sculpture (which was trimmed on the top bench seat models) and suggested lines and features that weren’t there. Both had for example a full length trim strip along the upper body. Somewhere along the way that strip started showing up on the bench seat top line models.
I love it! it’s a mad, mad, mad world baby!
And also halfway through 1962 Dodge slapped the 62 Chrysler finless rear end on a 1961 Dodge and called it the Custom 880. Unlike the downsized Dodge and Plymouth, they were BIG.
I don’t think any of these Chrysler product half year model were marketed as year 1/2 though.
I was just defending the American model year system to a colleague the other day but now I realise just how messy it can be.
I wish Australia and the US were aligned somehow, though. It bothers me when a product launches in both countries simultaneously but we’ll call it a 2020 and y’all will call it a 2021.
We had our model code system that technically a lot of automakers followed but hell if anybody knows the alphabetical model code for anything other than Ford or Holden products.
Towards the end, local Holdens even started doing the whole “model year” schtick… in addition to the existing model codes. So what previously might have warranted a changed alphabetical designation was suddenly the same designation but with, say, MY09.5 attached to it.
It seems it’s just messy either way. Though I do have a fondness for the old way, where a VX Commodore was a partial refresh of the VT. Imagine, if you will, that y’all used that over there from the ’70s onwards. So a ’77-79 Caprice might be a NS Caprice, and then after the ’80 refresh it became an NT Caprice, then with the aero body it was an NU Caprice etc.
Two cars that I find kind of confusing are the original Lincoln Continental which apparently started production March or April of 1939 and then continued up until December of 1940. It seems that almost all of the Lincoln Continentals built in 1939 are referred to as being 1940s, but every once in a while you’ll see one labeled as a 1939.
The other one is the 1957 Ford Thunderbird which supposedly had an extra-long model year before the 4-seat 1958 model was introduced. I think it was introduced in September of 1956 and managed to stay in production through December of 1957.
In both cases, there was only one January during their production runs.
I bought a 1997 1/2 Altima in May of 1997. Some ignition improvements, I think.
Do the Mustang summer special cars count? Commonly referred to as half year models but I’m not sure if they were ever officially recognized as such
The first car I bought was a 1974.5 MGB. It had the rubber bumpers and raised ride height of the 1975 cars but the motor from a 1974. That meant I got twin SU carbs rather than the single Zenith, which made it much easier to recover the horsepower that was being lost to emissions during this era. Plus I got to learn how to balance the carbs using a piece of tubing, which was oddly pleasing in its low tech simplicity. A mixture of parts from older cars and some aftermarket bits brought the ride height back down and taught me about suspension tuning. Learned a lot from that car, not least of which was why everyone said I was crazy to buy it. Shortly afterward a friend bought a TR7, making my purchase look a lot smarter in comparison.
My Dad bought a ’73 Country Sedan, which replaced his ’68 Country Squire. He bought it in early ’73, I remember because he also just bought our first pop-top camper earlier in the year, and had to have a hitch put on the ’69, only to have to have the same thing done to the ’73 a few weeks later (my Dad wasn’t one to plan car purchases, he’d wake up one day decide to buy a car and buy it that very day).
Our ’69 was pretty basic, despite being a Squire, compared to the ’73 Country Sedan, which had the 400 2bbl, air conditioning, AM/FM Stereo, power locks, and trailer towing package (first car he was to own with those features). The Squire was a 351 with disk brakes, but don’t think it had any other options. I don’t know if my Dad had an aversion to the woodgrain contact paper on the Squire, or if he would have bought one without it, but I’m thinking they offered it after he bought the Country Sedan. We’d moved from Vermont to Virginia a few years before, and with the camper we started venturing south, to the Carolinas and into Florida, which is the big reason for the air conditioning, but the other options were just nice. The Country Sedan was a metallic brown…I know brown cars aren’t well liked in general, but this one was nice…got it when I was learning to drive, and later on I subbed for my Dad when driving on long trips…otherwise I was the navigator, sitting up front with the maps.
As far as 1/2 year model cars, don’t think Dad owned any. Like him, most of my cars have been “next to intro” year models (in case of bugs, didn’t get the first year)…only exception was my ’74 Datsun 710. Other than that I had an ’86 GTi (’85 was first year of that generation) and my current ’00 Golf (’99 was first year). I also had a ’78 Scirocco, but that was right in the middle of the series (’74-81) though they did make some changes like the move to single front wiper midway in the series of model years. He did have his favorite models, having owned 3 Mercury Sables in a row, and 2 Chevy Impalas, including the one my Mother now owns (he’s been deceased 4 years).
Other possible 1/2 year models, 68 Mustangs and 68 Cougars with the 428 Cobra Jet engines. Mid year option. I have the 68 Cougar with the 428, it was always fun buying parts for it because it usually was not listed in the parts book. Even the rear axle assembly was different, had to order parts for it by using the 69 model year.
I usually got the, “oh its a 390, then pull out the VIN# and the engine code letter isn’t the correct letter for any engines on there list. Let me give you a ride and I’ll show you it isn’t a 390. The car is a real odd one, very late build date, XR7 model, no vinyl roof, no positraction, did have power steering and power disk brakes, C6 auto trans. I should get a Marty report on it. I have heard there wasn’t many Cougars in 68 with the 428 in it.
In 1984 the Jetta GLI was not released till November 19 1983. Meaning it’s a 1984½, there also many clues too this, strangely VW did this again with the 2004 GLI they were as well a mid year thing.
No discussion of mid-year changes should fail to mention the 1983/1983.5 Volkswagen Vanagon—they switched from air-cooled to water-cooled *mid-year*.
My first car was a 1992 1/2 Ford Escort GT, and if I recall correctly the only real difference from the standard 1992 GT was that it came in Cayman Green.
Here’s a couple more famous midyear Mopars: 1984 T-115, aka minivan, introduced midyear 1983.
Then there’s the Road Runner hardtop and Super Bee. The Belvedere-based 1968 Road Runner coupe was a surprise hit, so instead of waiting for 1969, a 1968 hardtop was added midyear.
Likewise, Dodge executives thought the Road Runner was going to flop, too, and had to hustle to get the Super Bee into production for a late 1968 introduction.
I never really got behind the whole 1/2 model year thing. Even as a Mustang guy, I’ve never called the early ’65 Mustangs “64-and-a-half”.
And Ford didn’t either, as the article points out.
And despite the popularity of the term ’64½ Mustang, Ford didn’t cave at the end of the S-197 era. My Dad had a 2014… one of the last of that foreshortened model year.
Then comes Mustang’s 50th anniversary on April 17th, 2014. The S550 Mustang that they somehow put on an elevator and took up to the observation deck of the Empire State Building for its big debut was a 2015. Not a 2014½.
https://media.ford.com/content/fordmedia/fna/us/en/news/2014/03/25/mustang-celebrates-50-years-at-empire-state-building.html
I’m a little surprised that no one mentioned how the original Ford Maverick was often referred to as being a 1969 1/2 model. Although usually referred to as being a 1970 model, it was introduced in April of 1969. As I recall it was supposedly introduced on the same date exactly 5 years after the introduction of the original 1964 1/2 Ford Mustang. News stories of the time featured photos of the new Maverick alongside the 1964 1/2 Mustang, often with Lee Iacocca.
For the same reason that there actually is no “1964 1/2” Mustang. They are all 1965 models.
My wife owns a 2021 . 5 Volkswagen Atlas
(She loves it!)
I’ve owned two midyear cars that I’m aware of and how they are known (by those in the know):
1993.5 Infiniti G20 – It had a lot of stuff from the 1993 model and a lot of other stuff from the 1994 but isn’t a match for either official year or brochure, there was a large run of them in the middle of the year during the changeover period. It had the ’94 airbags, but kept the ’93 black door handles. Yes on the ’94 body color bumpers instead of black rubstrips and a couple of other things as well…
1995.5 Audi S6 (Wagon) – this was mainly a dodge to avoid OBDII, all late S6s in the US were badged as ’95s although there are differences from the “official” ’95s such as the remote door unlock system changed to RF instead of IR and the audio system differed as well, along with the headrest design as I recall. Canada though did get ’96 as well as ’97 models as there was no OBDII requirement up there for ’96. Audi just didn’t want to OBDII the very low volume turbo-5 at that point in its career as it was on its way out.
Curiously both were black and I’d sorely love to have either (or both) of them back now.
The 1995 1/2 Isuzu Rodeo (also sold as the Honda Passport) was another one. In October 1994, the 1995 Rodeo went on sale. In April 1995, an all new interior with dual airbags was added, but they couldn’t sell it as a ‘96 because it wasn’t OBD-II compliant, so it was sold as a 1995 1/2. The actual 1996 models had an upgraded engine (194 vs. 175 hp) with the mandatory OBD-II compliance. They went on sale in January 1996.
In summation:
1995 – old interior, 175 hp engine (10/94 – 4/95)
1995 1/2 – new interior, 175 hp engine (4/95 – 12/95)
1996 – new interior, 194 hp engine (1/96 on)