This car is one that is still in my corral, and while it needs body work it runs very well and has very deep emotions tied to it.
The year was 1994. My wife was still working at Publix and became good friends with a sweet lady I’ll call Debbie. She was married to a true gentleman that I’ll call Mike.
(first posted 5/17/2018) Last week, Paul covered the 1983 generation Fairmont-based LTD and its challenging mission of bridging between the “Brougham” and “Aero” eras at Ford. The resulting car did not set the world on fire, though it wound up as a decent success during a tumultuous period for U.S. automakers. However, engine and equipment choice played a huge role in determining how good the car was for everyday transportation—period reviews from Consumer Guide Auto Test and Car and Driver help pinpoint the good, the bad and the ugly when it came to the “Fairmont LTDs.”
(first posted 5/17/2018) In Part 1 (here), we looked at the way in which General Motors converted its A, B and C body shells from the old pre-war styles to new post-war designs. Well, the A and C bodies at least. We established that there really was no B body car produced for 1949, unless we count the handful of warmed over ’48 Buick Specials (that were called ’49s) before Buick pulled the plug on them in December of 1948. 1950 would be different. Or would it?
Even people like me who know next to nothing about rallying know that those crazy speeds on gravel and snow can only be achieved with 4WD. But there was a time, before the Audi Quattro, when two wheels could steer and the other two would push, and that was that. The last such car to win a WRC title was the Lancia Rally 037.
“You had a bigger smile in the Audi” she says after I run the engine up through its sweet spot and glance over with an expectant look. Lexus extracted a rich induction sound from the corporate V6 and I somehow believed this was going to impress her in the slightest. But I find myself yet again perplexed at our mismatched wavelengths. She’s not the type to push more than halfway to redline under any circumstance, and if you ask what her favorite thing about our Camry is, she will simply tell you that it’s familiar.
The transverse FWD layout was taking over passenger cars by the 1980s. By then, the format’s advantages for passenger vehicles were hard to deny, particularly in compacts. A market that had grown in the US after the difficult 1970s, with most carmakers joining the segment. In February of 1981, R&T was ready to test some newcomers to the FWD compact world; the 1st. gen. Ford Escort and the 2nd gen. Mazda GLC. They would face two established players; the VW Rabbit and the Honda Accord.
(first posted 5/16/2018) My wife and I currently live in the most expensive suburb of Indianapolis. Lest you think our ship has come in, understand that this suburb annexed our modest neighborhood only so the next suburb over couldn’t do it. To proper residents of our suburb, our vinyl-village subdivision is considered déclassé, the cheapest way to get your kids into this suburb’s excellent schools. That describes us perfectly! But after our last son finishes high school this month, we have no need to stay. We’re itching to go. Already we’re walking through neighborhoods we’d like to live in to get a feel for them. It’s always a good sign when we come upon a curbside classic while strolling. Like this 1961 Falcon. Read the rest of this entry »
(first posted 5/16/2018) The General Motors B body provided the basis for some of the most popular cars the company ever built. Its long and proud history spans many model names, car Divisions and decades. But there was a brief period in the early postwar years where the B body went AWOL. Let us see if we can figure out where it went.
This type of gallery is among my favorites, featuring landscapes across the US with a bit of car content. And as with many of these, I try to keep the scenery varied; from lakes to beaches and deserts. Talking about the latter, we open with an image from the Arches National Park in Utah, dating from 1972.
Photos from the Cohort by Hyperpack.
My wife is a fan of dance music, particularly any made between the late ’60s and the ’70s. Be it funk, disco, or salsa she’s always ready for a good time on the dance floor. It isn’t rare for me to find her playing some disco-era Earth Wind and Fire or Chic while working or cooking. Her love for that music period is genuine and heartfelt.
This of course leads to car-oriented-me to ponder useless car-oriented matters, such as: What car would I’ve driven to take my wife to a late ’70s Chic concert? In other words, what would have been an ideal Disco-car? And while a Monte Carlo usually pops into my head as the obvious answer, I think that today’s ’75 Dodge Charger find could work just as well.
The seasons have changed. Here in my part of Australia, we seem to have only about three weeks of transitional weather between summer and winter. Year after year it happens like that. Summer stretches on into March, gradually it gets colder then – bam! No more nice days. I wrote a lighthearted poem about that.
The name Abarth is closely associated with several things, including scorpions, fast cars and Fiats. But Abarth didn’t work exclusively with the Fiat marque – it was just really hard not to. If you’re in post-war Italy and specialized in making souped-up engines for popular cars, you’re going to be working mostly with Fiat. But Fiat was a many-faceted conglomerate, and Abarth’s high name recognition meant they could work with some of Fiat’s foreign branches, including the likes of Steyr-Puch, Neckar and Simca.
Aaron Severson has been writing extremely high quality in-depth automotive histories at his site Ate Up With Motor for some 15 years or so. AUWM was an inspiration to me when I started writing Curbside Classics at the other site, although I took a somewhat different approach than he has. I’ve rather avoided competing directly against him, for a number of reasons. His work has won awards and he has delved into subjects that have never been properly researched and written up. I have enjoyed reading his articles for years, and of course always without cost or even ads.
Perhaps more importantly, Aaron has been an excellent friend of CC, often commenting in great detail to help further the understanding and insights that our posts have covered. He has given me access to this incredible library and online sources. He has suggested subjects and we’ve had some terrific conversations on issues. The depth of his knowledge and insight is absolutely astounding. And he has generously helped my with several site technical issues.
Now it’s time to help Aaron, and yes he really needs it.
(first posted 7/26/2013) There are so many auto myths in the world–the 150 mpg carburetor, self-healing ’69 Dodge Chargers–the list is endless. However, I am proud to say I’ve found the nirvana of Thunderbirds, the absolute creme de la creme.
It’s the Whipped Cream and Cashew Luxury Group, with the highly desirable and optional engine-venting package.
