1970 Oldsmobile 442 W30

1970 was the high water mark for Detroit automotive manufacturer’s production of muscle cars. Each of the “Big 3” had their own incarnations of what high performance should be packaged as with each internal division churning out the latest and greatest in renditions of raw horse power and artistic interpretation with the body design. What makes 1970 so intriguing and special with muscle cars is the lifting of corporate mandates limiting cubic inch displacement (CID) of engines in certain body styles and the the soon to be enforced laws in fuel usage and emissions being instituted in 1971. All the manufacturers were placing large cubic inch engines in the smaller body styles in order to achieve the ultimate in horse power to weight ratio. The Oldsmobile division of General Motors was certainly no exception and utilized their own successful selling muscle car – the 442 -  having already produced several models it beginning back in 1964.

It was with the 1970 model year that Oldsmobile released the ultimate 442 W-30. This was an option package available for those individuals who craved more than just a fast car; they craved a fast looking car that would make all others sit up and take notice. The 442 W-30 in considered the crowning achievement of Oldsmobile’s saga to garner a younger market. This option included a 455 CID high compression engine, performance cam shaft, specially designed exhaust manifolds, aluminum intake manifold, dual exhausts, tuned Quadra-Jet carburetor, big valve cylinder heads, and more. The W-30 nomenclature was derived from the option code of this particular package and this included the W-25 option Ram Air Hood with air induction air cleaner assembly.

The most wicked (performance-wise) of the 442 W-30’s was the so-called “328” cam interpretation, aptly named after the degrees of duration of the cam shaft, placed in a select few manual transmission vehicles. The transmission was manual because the cam did not pull enough vacuum to make an automatic function properly. In fact, the only thing “power” on this muscle car was the steering. The front brakes were disc but non-power assisted. This configuration also received the “insulation delete” option to reduce weight. The Quadra-jet carburetor’s primary metering system was removed at the factory due to the lack of vacuum and instead were installed smaller jets without any primary metering rods – in essence, it just dribbled gasoline. The manual shift design was a close-ratio 4-speed Muncie with a Hurst shifter. Additionally, one of the more distinctive features of the 442 W-30 was the red front fender wells. This baby screamed muscle car and high performance.

Additional options offered included the W35 (rear wing/spoiler) and the W27 which in 1970 was an aluminum differential and cover. The FE2 suspension package came standard with the 442 and offered a stiffer ride with front and rear sway bars and boxed control arms so not only could you go faster than most, you could also handle with some of the best. The 442 body was the exact same as the

1970 Olds 455 cid engine

Cutlass/F-85 A-body and at that time, was considered a mid-sized car. The addition of the big block 455 engine brought the overall weight of the 442 W-30 just over 3,700 pounds. The massive engine cranked out 370 hp and a whopping 500 ft. lbs. of torque making this beast extremely vulnerable to traction loss and tire smoke. There are no “certified” or “verifiable” statistics for the 328 cam 442 W-30 but suffice is to say that the horsepower and torque ratings would increase significantly. Oldsmobile 455 engines perform better with higher duration cams rather than higher lift. Camshaft lift is the measurement of how much the valve is opened off of the valve seat and is discerned in fractions of an inch. The duration specification is the length of time the valve stays open, thus Olds 455 engines like the valves remaining open longer. However, the longer the valve is open, the lower or reduction of vacuum is incurred making many power assisted features inoperable on the 328 cam 442 W-30. So in order to gain more horsepower, you sacrificed comfort accessories that are taken for granted today. In fact, there aren’t all that many licensed drivers today who could operate a manual transmission, let alone one with an 11″ clutch that is a spring actuated friction type rather than the wishy-washy hydraulics of today. Try holding in that “bad boy” on an incline at a stop light for more than a minute and then try to release it and engage the clutch without rolling into the car sitting behind you.

So what was it like to drive one of these muscle car monsters? Sheer delight, exhilaration, and a twinge of fear mixed in for good measure. The 1970 Olds 442 W-30 328 cam car was a sweat bath in the summer but the terror of both the street and drag strip. When your tires gripped, the entire front end would rise up and block your view of the road ahead. The massive influx of air being ducted into the carburetor through the dual hood scoops was a times deafening and amazing to hear; watch and listen to “Demolition Man” when Sylvester Stallone drives off in the 1970 442 W-30 and you will get a glimpse of that sound.

1970 442 front end

The 1970 442 W-30 was Oldsmobile’s crowning achievement to muscle cars and is considered the most recognizable and distinctive vehicle with the twin scooped ram air hood, body stripes, dual exhaust tips, and rear spoiler. The understated beauty and yet raw brute strength of this machine has never been duplicated. Back in 1970, a 328 cam 442 W-30 would set you back about $4,400.00. This roughly equates to about $30,000.00 or more in today’s economy. Considering the lack of creature comfort features (a/c, power controls, etc.), that is a hefty sum for a stripped down vehicle. But in 1970, anyone who ordered or purchased a 328 cam 442 W-30 wasn’t interested in comfort; they were interested in raw horsepower and speed. This was the only way to go if you wanted an all inclusive package of great looks, wads of horsepower and torque, and making sure the competition knew you had arrived.

The tale of the 1954 Oldsmobile F-88 has been compared to a murder mystery.  Indeed, Oldsmobile’s sports car-in-the-making was brought to an untimely demise by someone near and dear to the division—Chevrolet.  The F-88, destined to shine in the showroom, posed a threat to Chevy’s runaway hit, the Corvette.  So Chevy killed the F-88 and it ended up a concept car in the 1954 General Motors Motorama show circuit—admired and adored by many, driven by few.  Here’s where the mystery comes in:  after retiring from the Motorama, legend has it that the F-88 was dismantled and credited and shuttled between various owners.  No one knows when the car was put back together and enhanced to become the collector’s item that broke records as the highest selling car ever at a Barrett-Jackson auction.  And were there one, two, or three original Oldsmobile F-88s?  Car historians disagree on this one, too.  Others say that the real mystery is why Oldsmobile never resurrected its slain star.  After all, few Oldsmobiles were as widely worshiped, posthumously, as the 1954 Oldsmobile F-88.

The F-88 was one of Harvey Earl’s pet projects.  (In fact, part of the F-88 murder mystery tale is the story that  the head of GM styling had a duplicate red F-88 made that he drove to his son’s races.  But some auto historians dispute this.)  Oldsmobile wanted its own sports car so they organized an unparalleled team of designers to mastermind the F-88.  The car began in the hands of Bill Lange and ended with designer Art Ross with Jack Humbert in charge of the interior and Harvey Earl overseeing the whole process, tweaking the design as it developed.

But instead of hitting showrooms, the F-88 made its debut—and only official public appearances—at the General Motors Motorama show, which kicked off at the Waldorf-Astoria Hotel in New York City on January 21, 1954.  The show boasted six full days of General Motors’ best vehicles alongside itts “dream cars” like the 1954 Oldsmobile F-88 and even featured a full scale musical revue.

Behold the Golden Goddess

Onstage next to the Oldsmobile Cutlass fastback coupe, the F-88 was a sight to behold—the Cutlass couldn’t cut it in comparison, it was definitively upstaged   Painted metallic gold, the F-88—a golden goddess—seemed to glisten under the show lights, with a hint of metallic green sparkling on the inside of its fender wells.  Sitting proudly atop a Corvette chassis—with the Chevrolet’s 102 inch wheelbase—the F-88 nodded to its Chevy assassin with its fiberglass body while managing to remain distinctively Oldsmobile with its bullet taillights and elliptical grille.  Under the hood, the F-88 was powered by a 324 cubic inch Rocket V-8—straight from the 1954 Oldsmobile Super 88.  With modifications, the 185 horsepower could be cranked to 240.  (Though the car didn’t have too many opportunities to show that off.)  The F-88 used a 4-speed Hydra-Matic transmission.

Over 2 million people gaped and gawked at the show-stealing F-88, proving with overwhelming popular reaction how successful the car would have been in sales.  But, when Motorama concluded, the F-88 was turned over to the sponsor division with the rest of the dream cars.  And, while historians disagree about whether Harvey Earl really had his own red Oldsmobile made in 1954, everyone agrees that Earl was especially fond of the F-88.  While many other concept cars were scrapped post-Motorama, Earl saved the F-88, crated it, and shipped it—but, to whom?  Most people think it was E.L. Cord, the big wig behind Auburn-Cord-Duesenberg but no one knows for sure.

A Crated Icon

Whoever first purchased (or was gifted?) the 1954 Oldsmobile F-88 certainly didn’t know the jewel they kept crated—for years after he 1954 Motorama circuit, he F-88 remained in pieces while passed from owner to owner.  It’s a fact that must make the car’s current owner, John S. Hendricks, shudder.  The Discovery Communications owner paid a whopping $3,240,000.00 for the car in 2005—the highest a collector car had ever been sold at a Barrett-Jackson auction.  But before it reached Hendricks, legend has it that the car disappeared mysteriously from GM styling, was disassembled, and sent to business baron E.L. Cord, who then sold it—still crated—to Bil Barker, who passed it on to Jim Brucker.  The F-88′s blueprints and original paperwork suggest that, after Brucker, the crated car lived with Leo Gephart before ending up with Ed Lucas as a chassis with the body set on top and the rest of the car still in crates.  But when Lon Krueger bought it a few years later, he says it was completed but still needed to be restored, which he did—7 years later.  (Why so slow, boys?)  Today, after John S. Hendricks’ history-making $3 million dollar auction win at Barrett-Jackson, the F-88 is on display at the Gateway Colorado Automobile Museum.

Still, the Oldsmobile mystery continues. The F-88′s 12th owner, Gordon Apker, says that he has heard many a story about the car.  Some say the original F-88 burned while the handler was loading it onto a trailer and others says that the car caught fire in Harold N. Metzel’s driveway—Oldsmobile’s chief engineer.  He denies this.  The other story—the one you heard here—is that the car was crated and sent to a millionaire.  E.L. Cord, perhaps?

Go See the F-88 For Yourself

The stories surrounding the 1954 Oldsmobile F-88 make the car a part of automobile folklore.  This golden goddess wasn’t just a “dream car,” she is a living legend.  (Her current residence is Gateway, Colorado.  Why don’t you pay her a visit?)  And, as for Oldsmobile—it learned its lesson.  General Motors no longer scraps its “dream cars.”  They stick around, hanging out in warehouses, and showing up at special occasions.  It looks like, for now, the F-88 is the only automotive murder mystery that has yet to be fully solved.

1.1970 Chevrolet Chevelle

After the astounding success of the Impala, you would think that Chevrolet had few tricks left up its sleeve.  That is, until it revealed the Chevelle, another one of its most successful nameplates beloved by millions of car buyers.  Chevrolet released the Chevelle in 1965 and, by the time the muscle car era was at its height, it had perfected the little car with lots of kick.  As of 1970, the Chevelle came with a 7.4 litre engine complete with 450 bhp power producing capacity.  The Chevelle could hit 100 kilometers per hour in six seconds flat.  (Now that’s what I call muscle!)  Before fuel economy standards and high insurance rates kicked in, the Chevrolet Chevelle was considered “America’s most popular mid-sized car” and is inforally considered one of the quickest muscle cars ever built.  But the “tough one” wasn’t tough enough to withstand a changing automotive climate.  When buyers began to favor economy over performance, the Chevelle joined Chevrolet’s other historymakers as a car ripe for restoration.

2.1970 Plymouth Superbird

Didn’t think the Road Runner could go any faster?  You haven’t met the 1970 Plymouth Superbird, a highly modified version of the Road Runner.  Chrysler built the Superbird in response to the Mopar aero car, hoping that its cartoon cruiser would be a NASCAR success.  And, thanks to NASCAR’s homologation requirements, Plymouth offered the general public an opportunity to ride like the pros—Chrysler was required to sell the Superbird in dealerships in order to race it.  Super souped up on the raceway, on Main Street USA, a Superbird might have been equipped with a 440 Super Command with a single four-barrel carburetor, a 440 Six Barrel with three two-barrel carburetors, or a 426 Hemi with 425 horsepower—shooting the Superbird from zero to sixty in less than 5 seconds.  Richard Petty, lured back to Plymouth by the Superbird’s wiles, won 8 races at NASCAR in 1970—as well as the hearts of muscle car fans for years to come.

3.1970 Buick GSX

Remember the unprecedented beauty of the Buick Skylark, one of GM’s fleeting Motorama stars?  Well, you might want to check out the 1970 Buick GSX, a muscle car unlike any other, with a stylish Skylark body to boot.  “A brand new brand of Buick,” General Motors rubber stamped the GSX to allow Buick to compete with the Pontiac Judge and boy, did it ever!  The Buick’s 510-lb. ft. of torque at 2,800 rpm and 350 horsepower at 4,600 rpm earned it the highest torque rating of any American car.  And, since 1970 was the height of the muscle car era, Buick ended up keeping that title—the 1970 Buick GSX boasted the most torque of any American mass-produced muscle car of the time.

4.1970 Plymouth Barracuda

For its first six years in production, the Plymouth Barracuda laid relatively low.  Then, in 1970, with a 7.2 litre engine with its power producing capacity of 390 bhp, suddenly the Barracuda was turning more heads than ever before.  The 7.0 litre Hemi block version, producing up to 425 bhp, didn’t hurt.  And, where it once shared hand-me-downs with the Valiant, the 1970 Plymouth Barracuda was completely its own car.  The Barracuda made muscle affordable, changing the image of the economy car with its lightning speed and handsome E-body.  Available in sassy colors like “Vitamin C”, “In-Violet”, “Sassy Grass Green”, and “Moulin Rouge,” the Barracuda was just as much fun to look at as it was to drive—a fact proven by its popularity in Trans-Am races, where famous drivers like Swede Savage and Dan Gurney took the ‘Cuda wheel.

5.1976 Pontiac Firebird

Bringing the era of the muscle car to an end was the Pontiac Firebird, all new in 1970 with styling features that matched its impressive power trains.  With Endura rubber bumpers disappearing into the car’s design, the Firebird looked as if it had no bumpers at all—a popular design detail at the time.  By 1976, as muscle cars were fading out of production, Pontiac took advantage of a rapidly closing performance window and gave the Firebird a 400 cubic inch engine with 185 horsepower.  Their trick worked—Car & Driver named the 1976 Pontiac Firebird one of the fastest cars of the year and muscle heads bought the car in droves, as the epoch of performance came to a close.

For more on the top iconic American classic cars of the last century, take a look at our archives of iconic cars from the Twenties through the Sixties and stay tuned for lots more to come!

1.1964 Ford Mustang

Coming off the massive success of the Thunderbird, Ford’s designers began to dream even bigger, imagining a sporty car that could seat more than two people and sell for a decent price.  The 1964 Ford Mustang was just that car, establishing a new niche nearly overnight—the pony car.  Ford introduced its pioneering pony car at the World’s Fair in New York in early 1964, earning it the nickname the “1964 1/2” because, later that year, Ford would unveil its updated 1965 model.  Upon its debut, the Mustang received 22,000 orders—in one day!  Drivers loved the Mustang because it was sporty, affordable, and big enough for a family of four.  Power lovers especially took to the Mustang because of its enginge options.  One could choose between a 170 cubic inch I-6 with 101 horsepower, a 260 cubic inch V-8 with 165 horsepower, or a 289 cubic inch V-8 with 210 horsepower, as well as between the three-speed and four-speed manual transmission or the Cruise-o-Matic three-speed autobox.  The Mustang sold millions and generated lots of excitement in the automotive world as the Chevrolet Camaro, the AMC Javelin, and the Chrysler Barracuda all were born to try to snatch up some of Ford’s sales.  But there was only—and is only—one Mustang, which remains the iconic car of the 1960s, as well as many decades to come.

2.1965 Chevy Impala

Chevrolet introduced the Impala, named for the graceful South African antelope, for the 1958 model year—it was, by far, the most well-appointed full-sized car in Chevy’s lineup and the most expensive.  Yet, despite the car’s big price tag, it quickly broke record after record.  Between 1958 and 1996, Chevrolet sold over 13 million Impalas—that is more than any other full-sized car—EVER!  In 1965 alone, 1,074,925 purchased brand new Impalas and Chevrolet still holds the sales record to this day.  It was quite a leap from the 153,000 sold just two years earlier.  Most attribute the Impala’s massive success to its “jet smooth” styling, new as of 1963, as well as the laundry list of features—more than any other automaker offered at that time.  But, had all gone according to plan, the Impala would have been nothing more than a nod to style at a GM’s famed Motorama shows—the car was a show car before it was a record-breaker.  Bet that Chevrolet is glad it took a chance on its South African antelope.

3.1967 Pontiac Firebird

The Pontiac Firebird came into existence as the result of a battle between Pontiac and Chevrolet.  John DeLorean wanted Pontiac to pit its own model against pony cars like the Mustang, but General Motors wasn’t so sure and didn’t want to distract the public’s attention from the Chevrolet Camaro.  But DeLorean got his way, after all, and the Pontiac Firebird hit showrooms in 1967.  At first, Pontiac only managed to borrow Camaro parts, leading many to compare the two.  But the Firebird had its own power plants, including several GTO-inspired heavy duty V-8s, allowing it to differentiate itself from the Camaro and secure its own fan base.  Later on down the production line, the Firebird introduced the Trans Am Performance and Appearance Package and all Chevy references died right then and there.  (Indeed, nothing says performance quite like a Trans Am, the revved-up offspring of the surprisingly iconic 1967 Pontiac Firebird.)

4.1968 Dodge Charger

The Fifties and Sixties was a time of show cars becoming big stars.  At least, such was the story of the Dodge Charger, which was a show car first and a big seller second.  Making its first appearance in 1964, the Charger then briefly joined the Dart family in 1965 as the “Charger 273” and it claimed many Dart design cues before Dodge gave it a restyling all its own in 1968.  This “dream car” as Dodge called it, was said to be a real “take-me-home-and-let’s-stir-things-up-a-bit” automobile and buyers agreed when they took it home and, well, stirred things up.  The Charger’s “Coke bottle” styling set it apart from other performance cars, proving that style and superpower could co-exist.  With a power producing capacity of 500 bhp and a 7.0 litre Hemi engine, “performance” wasn’t just a marketing term used to describe the Charger, it was a fact!  By 1968, sales soared to 96,100, over 60,000 more than the year before, making up 16% of Dodge sales.  Not bad for a humble show car!

5.1969 Plymouth Roadrunner

When the Warner Brothers first drew the clever road runner with his speedy tricks, it’s unlikely they ever imagined that their small-screen star would became a street star, as well.  Then, Chrysler had a big idea to develop a muscle car based on the “Beep, beep”-ing cartoon and Warner Brothers was $50,000 richer.  Aside from fun cartoony frills like a horn that beeped like the TV character, the Plymouth Road Runner was otherwise a “back-to-basics” muscle car in every way.  Buyers looking for well-appointed interiors and tons of options didn’t look to the Road Runner.  Instaed, the Road Runner drew the attention of the muscle car crowd and its array of V-8 engines eclipsed the lack of extras on its option list.  Starting at 383 cubic inches, the Road Runner’s power plants were offered up to 440 cubic inches with 375 horsepower—and more if you modified it!  Having earned its place in muscle car history, one has to wonder which Road Runner ended up being more popular—the cartoon or the car!

For more on the top iconic American classic cars of the last century, stay tuned for the upcoming post—the Seventies!

1.1951 Hudson Hornet

Imagine the racing crowds’ surprise when Hudson—not the Big Three—became the stock car star of the Fifties, with only a six-cylinder engine!  (The 1951 Hornet’s Super Six came in at 308 cubic inches and produced 145 horsepower and 275 pounds of torque.  It was called the “largest displacement six-cylinder engine in the world.”)  In its first year racing, of 34 NASCAR circuits, the Hornet won 27.  Not bad for an independent auto!  In addition to being a racing legend—almost overnight—the Hudson Hornet was also a trailblazer in terms of automotive styling, popularizing step-down design, where designers placed a car’s floorboards below its chassis so that passengers must “step down” into the car.  That, combined with the Hornet’s monobilt frame, made it quite a strong, sleek competitor and a good looking addition to any driveway.

2.1953 Chevrolet Corvette

The 1953 Chevrolet Corvette, quite possibly the iconic car of the decade, began as one of Harvey Earl’s Motorama fancies—the car first appeared as a concept car and, very well could have ended up in the General Motors trashbin, if not for such a strong public reaction.  But, the GM Motorama show proved to Chevrolet that it had a good thing going, so it proceeded to build 15 Corvettes in its Flint garage until permanently moving production to St. Louis.  Harvey Earl was hoping that the Corvette would compete with such small cars as the Jaguar and MG.  (He got way more than he bargained for!)  All 300 original Corvettes were Polo White with red and black interior.  The first 15 featured the Blue Flame I-6 engine, while the last 285 received the V-8—up until that point, GM’s other marques were quite protective of their engines, perhaps because they foresaw the Corvette’s enormous success?  58 years later and the Corvette is still in production.  (Bet those former GM marques wished they held onto their powertrains!)

3.1953 Chevrolet Bel Air

Chevrolet introduced the Bel Air in 1949, though the hardtop had to prove itself before General Motors was willing to give the car its own line—until 1953, the Bel Air was only one of many styles in the Styline Deluxe series.  But, in 1953, the Bel Air came into its own with its original two-door hardtop look as well as a convertible, a two-door, and a four-door sedan.  Hardtop convertibles had been around for over 30 years by the time the Bel Air brought it so much attention and thanks to its success, hardtop models joined convertibles in the sports car category.  Under the hood you might between 115 and 125 horsepower, depending on whether the car was a stick or used Powerglide.  And when a Bel Air sailed down the street, one need not wonder why it was so popular—style-wise, the Bel Air was a beauty to behold with thick stripes of chrome, attractive fender skirts, and two-tone trim.  Over the decade, the Bl Air earned many nicknames, including “The Hot One,” the “Tri-Chevy” and the “sweet, smooth, and sassy Classic Chevy.”

4.1955 Buick Roadmaster

You may know the Buick Roadmaster, not for its performance record or its unique take on styling, but its most famous owner, comic and car lover Jay Leno.  Leno’s beloved “Rosebud,” a restored 1955 Buick Roadmaster, has received its share of celebrity treatment, amply photographed and test driven for auto magazines and television programs.  However, long before Leno, the Roadmaster received nearly as much attention when Buick reintroduced it in 1955 with a fancy redesign.  Elegant, but tasteful, the Roadmaster need not join other Fifties models with their excess of chrome intricate grille work, and cheesy two-tone stripes.  No, the Roadmaster embraced simplicity, though it broke that rule under the hood.  The 1955 Buick Roadmaster came standard with a 322 cubic inch V-8 Fireball engine, producing 236 horsepower.  Shock absorbers and power steering made the Roadmaster’s ride just as smooth as it looked.  And 55+ years later, it still looks and drives just as smoothly.  (If you don’t believe me, ask Jay!)

5.1955 Ford Thunderbird

When the Chevrolet Corvette appeared at Motorama in 1953, Ford designers immediately started scrambling to introduce their own ‘Vette-like competitor.  But, to steal the show, Ford would need to come up with a big idea to set its car apart—thus, the birth of the “personal car” in 1955, meant to sidestep the sports car market and create an entirely new niche.  Some say the “personal car” idea was Henry’s—he had a two-seat roadster made the same year the Corvette came out.  Before it became the Thunderbird, Ford’s little personal car almost was the Hep Cat, the Beaver, the Runabout, and El Tigre.  Then stylist Alden Giberson suggested the Thunderbird and, well, the rest is auto history.  The Ford Thunderbird was first presented to the public on September 23, 1954 and immediately applauded for its  powerful good looks.  Motor Trend named the 1955 Ford Thunderbird one of the best looking cars of the year.  Small, low, and loaded with power, the Thunderbird was powered by 292 cubic inch Y-block V-8—same as the Mercurys of the time—and sported a Holley four-barrel carburetor, dual exhausts, and a three-speed transmission.  With a softer ride than your average sports car, the Ford Thunderbird created a class all its own and the Corvette never saw it coming!

For more on the top iconic American classic cars of the last century, stay tuned for the upcoming post—the Sixties!

1.1941 Chrysler Crown Imperial

The Crown Imperial, truly the jewel in Chrysler’s crown, first appeared in 1926.  On par with Cadillac and Lincoln in terms of style, luxury, and elegance, by the time the 1941 Crown Imperial’s unibody rolled off the assembly line it sat atop a 144 inch wheelbase with a 323 cubic inch engine in its belly.  Customers who chose the C-14 Crown Imperial purchased a car much akin to the Chrysler Royal while C-15 owners preferred the privacy of the Town Sedan Limousine, with its blind rear quarter panels.  The C-17, the third Chrysler Crown Imperial available in 1941, was the “Airflow model.”  Chrysler debuted Airflow design a generation earlier and the 1941 Crown Imperial perfected it.  Chrysler ads from the early Forties feature elegant swaths of colorful fabrics and the line: “The beautiful Chrysler: tailored to taste!”  These advertisements emphasized the Crown Imperial’s customizability—a mark of excellence at the time.  And the ads didn’t lie—Chrysler offered dozens more options than its competitors, making it all the more impressive to the luxury crowd.

2.1946 Buick Roadmaster

The Buick Roadmaster’s arrival on the automotive scene in 1936 was a celebration of Buick’s progress.  The Buick sales catalogue from that time boasts that “it literally named itself the first time a test model leveled out on the open highway.”  A decade later, after WWII production halts ended, when the 1946 Buick Roadmaster hit the streets, it was a young classic, having earned its place as one of Buick’s most beloved vehicles.  The Roadmaster sat on a 129 inch wheelbase with a straight-8 overhead valve engine and 144 horsepower.  As of 1946, you could drive a Roadmaster coupe, sedan, convertible, or station wagon—two years later the Riviera hardtop coupe joined the family.  If you looked closely at the Roadmaster, you might see similarities with the Oldsmobile, with whom it shared the same structure.  The Roadmaster need not impress with tons of chrome or decadent design details—its simple elegance proclaimed its value from across the road—or the highway!

3.1948 Tucker Torpedo

The Tucker Torpedo isn’t just a car—it’s a legend.  Car historians speculate that the Tucker Torpedo, which only survived one year of production, was “assassinated” by the Big Three, who saw it as a threat.  While the Big Three had been busy supporting the war effort, Tucker was designing away and ready to take advantage of the huge post-war demand when the time was right.  Had the car not met any resistance, it would surely have been the next big phenomenon.  But several mishaps kept it from getting off the ground.  Still, despite their best efforts, the Big Three didn’t keep the Tucker Torpedo from being recognized as one of the safest cars ever made, having pioneered safety features that no one else had thought of yet like a third headlight, anti-theft protection, and seat belts.  Alas, a small budget combined with problems in the press did the Tucker Torpedo in and it didn’t live to see another model year.  But it lives on as a legend of the automotive industry and we have it to thank for modern vehicle safety as we know it today.

4.1948 F-Series Ford Pickup

The same year that the Tucker Torpedo met its doom, the Big Three came back onto the scene.  Ford re-entered the auto market after WWII with its F-Series pickup truck, designed to compete with Chevrolet, the light truck sales leader.  Ford took a unique approach to its light truck marketing, focusing on the car’s “living room comfort.”  Indeed, the F-Series’ “million dollar” cab was taller, wider, and roomier in general—three people could easily and comfortably ride inside atop the comfy coil spring bench seats.  (Some speculate that Ford spent roughly a million dollars designing and developing its famous cab.)  Rubber insulation kept noise to a minimum while softening the ride.  The F-Series came in three main sizes—the F1 had a ½ ton capacity, the F2 had a ¾ ton capacity, and the F3  could haul a ton.  The 1 ton haulers could choose between three and four-speed transmissions while F1 and F2 owners only had the three-speed floor shift transmission as an option wth either the 226 cubic inch 6-cylinder or the 239 cubic inch flathead V-8 under the hood.

5.1949 Cadillac Coupe de Ville

Coming on the scene in 1949, the Cadillac Coupe de Ville was an instant success, named Car of the Year by Motor Trend magazine.  Maybe its because it was one of the first of many fabulously popular hardtop convertibles, sharing that debut with the Buick Roadmaster Riviera and the Oldmsobile 98 Holiday.  Cars to come would take their cues from the 1949 Coupe de Ville’s timeless style.  With a 331 cubic inch engine with 160 horsepower coming standard in the heart of the 213.9 inch behemoth, Coupe de Ville drivers were no shorter on speed than they were on style.

For more on the top iconic American classic cars of the last century, stay tuned for the upcoming post—the Fifties!

1.1931 Cadillac Twelve

The 1931 Cadillac Twelve and its brother the Cadillac Sixteen, whose names referred to their engines was the natural next step for Cadillac after the V-8 received so much attention—and so garnered so many sales for GM.  Cadillac had been struggling to improve its V-8 and ended up concluding that the best way was through a larger displacement and higher compression—thus the V-12 and the V-16 were born.  The V-16 came first, followed by the V-12—the Cadillac Twelve—9 months later, boasting 368 cubic inches with dual carburetors and 135 horsepower.  Both cars were famous for their free revving and smooth ride.  The Twelve was offered in 20 different models—the Sixteen in 50.  With the Twelve’s success, Cadillac’s reputation came to match its advertising claims as “the standard of the world.”

2.1932 Packard Eight

Packard, one of the only independent auto manufacturers to survive the Depression, kept making a good thing better with the Packard Eight, which came out in 1930.  The car’s closed body models as well as the convertible, the roadster, and the Speedster, were sights to behold with their majestic, streamlined design a la Ray Dietrich’s design team.  The car sat on a 127.5 inch to 147.5 inch wheelbase, depending on the model, and buyers could choose how much power they wanted, from the 320 cubic inch I-8 with 90-110 horsepower all the way up to the 384 cubic inch-er with 135 horsepower and, because Packard switched out its transmission midway through the year, restorers can choose between a three-speed and four-speed transmission for their Packard pet projects.

3.1932 Ford Deuce Coupe

The “Little Deuce Coupe” of Beach Boys fame, was born as the Model 18 coupe in 1932.  No longer Ford’s golden child, the Model A needed an update and the Model B came to the rescue.  Even more compact than previous Fords but with a roomier cab, the Model B swiftly caught up with Chevrolet, which had been nabbing Ford’s sales by introducing more style and comfort options earlier.   The Model 18, styled after the Model B, was offered in a coupe—that which you know of as the “Deuce” today.  Low, sleek, and soft to drive, the Deuce Coupe was Ford’s handsomest car yet—and its most advanced.  The Model 18 came with a V-8, not a 4 cylinder engine with 65 horsepower.  Never before had a budget-friendly, mass-produced car featured a V-8 engine under the hood.  Sure, it didn’t hit Packard speed, but it didn’t have a Packard price, either!

4.1932 Lincoln K-Series

The 1932 Lincoln K-Series was one of Lincoln’s first appearances as part of the Ford family, having made its official debut with its new parent company the year before.  Edsel Ford, in charge of overseeing Lincoln after its acquisition, paid special attention to the development of the Model K, as the K-Series was alternatively called.  With rounder lines and a longer body than its predecessor, the L-Series, the K-Series lifted the Lincoln marque from almost-certain doom.  The Model K was available with two engines—the KA, a 384.8 cubic inch V-8 with 120 horsepower, or the KB, a 447.9 cubic inch V-12 topping off at 150 horsepower.  Style-wise, the Model K was easy on the eyes and detail-oriented buyers could specify their design dreams to a T (or a K, rather) by ordering custom coachwork.  A new grille, As the Depression lifted, the K-Series received more attention, eventually commissioned as a specially-ordered touring car for President Roosevelt.  Who knows what kind of fabulous success the Model K would have had in a Black Friday-free economy.

5.1939 Mercury Eight

The 1939 Mercury Eight, released at the end of the turbulent Thirties, was a sign of what was to come in the auto world post-Depression.  Originally destined to be the Falcon, one of Edsel Ford’s designs, the Eight eventually evolved into the Mercury—a nod to the Roman god.  And the Eight didn’t have to borrow any Ford or Lincoln hand-me-downs.  It used all new body panels and its wheelbase—116 inches—was longer than its Ford cousins.  Under the hood, the 95 horsepower V-8 was nothing to sneeze at—indeed, it was part of the reason that Mercury earned a reputation for itself as a performance brand.  Its no wonder the Mercury Eight grew in popularity over the coming decade—later on, the 1949 Eight starred alongside James Dean in Rebel Without a Cause, making Mercury almost as big of a star as Dean was!

For more on the top iconic American classic cars of the last century, stay tuned for the upcoming post—the Forties!

The Twenties saw unrivaled advancement in vehicle function with developments like electric powered cars, front wheel drive, and four wheel drive.  As technology surged forward, vehicle prices swooped down, giving millions of middle class families a kind of mobility they had never experienced before.  You could say that Henry Ford is the father of the family vacation.  The Model-T was a popular way for families to see the country.  And with the Model-T vacation came motels, rest stops, and gas stations.  And, well, the rest is history.

The cars themselves were pioneers in many ways—both in the automotive world as well across the fast, “unexplored” frontiers of the United States—formerly unknown to many Americans and  now accessible via automobile, ready to be discovered.  Today, the good ol’ American road trip is a beloved tradition.  Here are the top 5 iconic American classic cars of the Twenties, quite possibly the places where license plate Bingo was invented

1.1920-1927 Ford Model-T

For its contributions to modern transportation, the Ford Model-T deserves its own article—or its own website!  Originally released on October 1, 1908, “Tin Lizzie” paved the way for future automakers and set the precedent for how cars would be produced for the next century.  Indeed, Henry Ford developed the first assembly line meant to produce cars in mass with the Model-T as his test car.  Looks like he figured it out because, by 1924, Ford’s assembly line had cranked out 1 million Model-Ts.  Not very fast or very beautiful, the Model-T was strictly meant for transportation at its very most basic—a fact which other automakers capitalized on when designing their vehicles for more comfort and convenience.  All Model-Ts had a 176 cubic inch L-head I-4 engine with a two-speed transmission and maxed out at 40 miles per hour.  They weren’t race cars but, without the Model-T, we wouldn’t have race cars at all!

2.1922 Chevrolet 490

In the early Twenties, as Ford enjoyed total domination of the auto market, Chevrolet was planning its attack.  Sure enough, after slashing prices in 1922, Chevrolet jumped from #5 to #2 in the country, selling an astounding 243,479 models.  How did Chevy first steal Ford’s thunder?  With color.  The Model-T was only available in a boring black, so Chevrolet’s cars made quite a colorful splash.  Plus, the Chevrolet 490 was less expensive than the Model-T and easier to operate. “Fancy” features like self-starters were only adopted by a grumbling Henry Ford after Chevy did it first.

3.1924 Chrysler Six

The Chrysler Six came on the scene on January 5, 1924 at the New York Motor Show and quickly put Ford and Chevrolet to shame.  The car was named “best in class” as soon as it hit the streets and many have compared its influence on automotive history and culture to that of the Model-T, which is quite the compliment.  The Chrysler Six coasted quickly to 70 mph, though its speed never compromised its superior ride and comfort—inside the Six’s wide cab was a generous rear compartment, an elegant instrument panel unlike any other, and luxurious velour covers.  Buyers loved the Six because it was far more economical than chic road candy like the Packard, which was at the top of high-end American cars.  The Six’s sales reflected its ads:  “Every month sees demand grow greater.”

4.1927 Ford Model-A

The folks at Ford practically had to twist Henry’s arm to trade in the Model-T for something new, but when Chevrolet began to sneak up on the American king of the auto, the Model-A was born.  Rodders and customizers call the Ford Model-A the “A-bone,” signaling the popularity the car shared with its older sister, Lizzie—by the end of the decade, Ford had sold 3 million Model-As.  The Model-A featured a new 201 cubic inch water-cooled L-head engine, generating a mean 40 horsepower.  And it was speedier, too, jumping from 40 to 65 mph.  Irving Kaufman wrote a song that reflects how people felt about the Model-A, “Henry’s Made a Lady Out of Lizzie,” placing the A alongside its sister in automotive history.

5.1928 Studebaker President

No list of early iconic autos would be complete with a Studebaker!  Studebaker Corporation, which began as the Studebaker Brothers Manufacturing Corporation, produced covered wagons long before the company produced cars—shaping early pre-automobile transportation.  In 1902, Studebaker began manufacturing automobiles and in 1928, it acquired Pierce-Arrow, allowing it to really carve out a niche in the luxury car market.  The 1928 Studebaker President headed up the first batch of new cars after the acquisition and marked the industry’s shift towards style and elegance in addition to function.  With its 313 cubic inch L-head engine with 100 horsepower, the President won a slew of speed and endurance records, forecasting society’s move towards racing culture, which would peak over the coming decades.

For more on the top iconic American classic cars of the last century, stay tuned for the upcoming post—the Thirties!

Do you have a classic automobile—or a new collector’s car—(or two or three or…) that you love to cruise in or trot out for car shows?  Have it tacked onto your family’s standard car insurance policy through a company like GEICO or Progressive?  Oops.  That was your first mistake.  Did you know that you can save hundreds of dollars a year, find coverage that is unique to your classic car and how you use it, and better protect your automobile in case of theft or damage.  Classic car insurance is how and it’s nothing like your average minivan’s policy.

Why Amortization is a Classic Car’s Enemy

Take a Camaro, for example.  Camaros are considered rare and have maintained their value over the year—but not on a typical amortization schedule.  Thus, Camaro owners who insure their cars with your basic, run-of-the-mill insurance policy risk losing their Camaro—and a lot of money—should an accident happen.  Discount insurance companies that you’ll see running clever ads on TV are able to offer deep discounts because of their high volume.  Classic cars, on the other hand, don’t make mega-companies mega-bucks, so their policies are not tailored to classic car owners.

Plus, standard policies typically don’t shell out the big bucks for the right replacement parts, meaning that you’ll be paying for the repairs you want out of pocket or sacrificing quality and dramatically lowering the car’s value in the process.  Today’s cars are built differently than the automobiles of yesteryear.  A car that rolls off the assembly line today is designed for easy repairs.  You can quickly remove the body panels without doing any metalwork while many cars that were made over 20 years ago require welding.  But standard insurance companies don’t often provide for specialists or new old stock parts.

Classic Car Insurance = TLC for Your Car

What’s a classic car enthusiast to do?  Turn to classic car insurance.  Because classic car insurers are smaller and geared to collectors cars, customized cars, and other one-of-a-kind vehicles, they are able to personalize their services to you.  (Let’s put it this way—you won’t find any minivans on their docket.)  With classic car insurance, you can design a policy and a level of coverage that is right for you.  Forget one-size-fits-all.  Your classic car certainly isn’t.  Why should your insurance be?

When looking for a classic car insurance provider, consider how you use your car.  Some companies limit how many miles you can drive annually.  Others will only compensate you for the market value of the car, which is risky should the car’s value fluxuate throughout the year.  Once you have settled on an insurance company, be prepared with information about the car, as well as its current policy, and your driver’s license and social security number.  You’ll also want to have detailed photographs of the car.  Most classic car insurance providers require photos—and lots of them.  (And, should you try to sneak something by them, they’ll most likely ask you for more shots so they can take a closer look.)  Don’t forget documentation of any changes, upgrades, or modifications you have made to the car.  If you have switched out the engine or tweaked it in any other way, you also may be required to sign a rider.  And an appraisal of the car couldn’t hurt, either, though it is not always mandatory.

Agreed vs. Stated Value

Some classic car insurance providers offer what is called “Agreed Value” insurance.  This means that the owner and the company negotiate a price at the beginning of the car’s policy and the car is insured for that amount.  Other companies offer “Stated Value” policies, which is the normal sale value of the vehicle.  But, most experts agree, “Agreed Valued” is the crème de la crème of policies.  Of course, the greater the amount you insure, the higher your premium.  But classic car policies are often hundreds of dollars less expensive a year than a standard policy.  That’s because classic car insurance companies have a few extra rules to ensure that owners are treating their cars with extra care.  Both State Farm and Allstate offer “Stated Value” or “Agreed Value” policies, so if you are currently with them, you may be able to update your policy without ditching your company completely.

A daily driver requirement is an industry standard.  This means that, in order to obtain classic car insurance, most providers will mandate that you have another car—typically less than 20 years old—that is your daily driver.  This car must also be covered by insurance—the standard kind, of course.  In addition to a daily driver, your classic car must be garaged or kept covered in your home.  And some providers have an annual mileage limit of 2,500 miles a year, though there are plenty of companies who have thrown away this limit, for those cruisers who couldn’t possible live without their classic year ’round.

Ready to Save?

A few providers put salvage retention in their policies, meaning that in the event of a wreck, you may be able to salvage some parts—which can cut down your out of pocket costs.  And, if you bolster security with a device like a steering lock or a tracking device, most companies are willing to lower your rate even more.  “GreaseGirl” of MyRideIsMe.com boasts that she saved $793/year by switching to classic car insurance.  (Take that, Geico!)  If you love to lavish your classic car with tender love and care, why not get an insurance policy that will treat it with TLC, too?  Classic car insurance policies like those offered by Hagerty and American Collectors are the only ones around that will give your car the special treatment it deserves.  (It’s the next best thing to a red carpet.)