Why you should pine for a ’59!
No.293 September 2015
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Words: Huw Evans
The Eighties was a time of enormous change for the American motor industry, with the introduction of smaller, more fuel-efficient cars. There were some real high points in this forgotten decade, as Huw Evans recalls…
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’ll admit it: I’m a true Eighties child and grew up in this era, filling myself up on a diet of John Hughes films, TV shows like Knight Rider and the A-Team and stashes of car magazines and brochures. Thinking back (and perhaps it is looking through rose-tinted spectacles), it somehow seemed like a simpler and less cynical time. Watch an Eighties film or TV series, listen to some period music or even drive an Eighties performance car and you tend to get the feeling that society took itself a little less seriously and things were a bit more raw and dare I say it, fun. Across the pond in North America, the Seventies had seen the US take a hammering – fuel crises, stagflation, Vietnam and the Iran hostage-taking – the country seemed unsure of itself. In the motoring world, fuel economy and emissions mandates had essentially sapped the life out of performance cars and enthusiast motoring (bar a few holdouts,) but as the Eighties got under way things began to change. A recession became a boom, people had disposable income again and they started buying cars. And, as Detroit automakers began harnessing the power of electronic fuel injection and computer controls, performance started making a comeback. By the end of the decade the Chevrolet Camaro, Corvette, Pontiac Firebird and Ford Mustang had all regained their reputation as legitimate, world-class performance cars, while in perhaps a surprising turn of events, traditional American family and luxury cars held their ground amid the growing trend towards smaller vehicles and frontwheel drive. Here, Classic American celebrates a range of cars that helped define stateside motoring in the Eighties; so grab your Ray Bans, don your Nikes, find that old tape collection, set the cruise control and take a blast down Memory Lane with the likes of Iceman and Maverick! ❯❯
AMERICAN MOTORS
1980-88 AMC Eagle
This was an interesting concept. Take an existing sedan and hatchback, both with their roots in the Seventies, and add a Ferguson Formula shift-on-the-fly four-wheel drive system to create a true all-weather passenger car. At the time of its debut as a 1980 model, the Concord-based Eagle was the only 4x4 car on sale in North America. Designed to bridge the gap between AMC’s then aging passenger car lines and its popular
Jeep models, the original Eagle sedan, twodoor coupe and wagon were joined by the Kammback and SX/4 models for 1981, based on the Spirit sedan (in turn derived from the Gremlin) and Liftback (hatchback). The coupe, Kammback and SX/4 models were gone by 1984 leaving the sedan and wagon to soldier on in small numbers until production ended in December 1987. Sturdy and highly capable, the AMC Eagle was the first true crossover and deservedly has a cult following today.
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CHRYSLER CORPORATION 1981-89 Dodge Aries, Plymouth Reliant K
Chrysler almost went belly up in the late Seventies, but new chairman Lee Iaccoca’s restructuring and Federal loan guarantees put the company on a new path. At the heart of the new Chrysler’s product strategy were the Dodge Aries and Plymouth Reliant, two compact, frontdrive cars introduced for the 1981 model year. Although humble in the extreme with their boxy styling and four-cylinder engines, these two cars (colloquially known as K-cars due to the platform they were based upon), helped create
an entirely new generation of Chrysler, Dodge and Plymouth vehicles, including a range of reborn American convertibles (Chrysler LeBaron/ Dodge 400/600) as well as the first real minivan. By 1987 they were starting to show their age but continued to sell well through decade’s end when they were succeeded by the larger and better-equipped Dodge Spirit and Plymouth Acclaim. Although not particularly collectible, the Aries and Reliant have in some quarters come to symbolise Eighties mainstream American motoring, which is why we’ve included them here.
1984-90 Dodge Dayt ytona t Z/Shelby Z
Chrysler didn’t have anything remotely like the Ford and GM pony cars by the early Eighties, so it decided to do something different – build a sporty two-door hatchback coupe using K-car derived parts. The 1984 Dodge Daytona and its Chrysler Laser cousin were swoopy looking for the time and the 142bhp turbocharged four-cylinder Daytona Turbo Z was a decent performer and a competent handler considering its front-drive K-car origins. The Laser was dropped after 1986 and the Daytona got a new nose with pop-up headlamps and smoother rear fascia for 1987. The Shelby Z version boasted a 174hp turbocharged 2.2-litre four-cylinder and was decently quick, able to hold its own against the more traditional Mustang and Camaro/Firebird. Daytona would last through 1994 but unlike its rivals has fallen into relative obscurity today – its combination of front-drive and turbo four-cylinder technology rendering it very much a period piece.
1984-90 Dodge Caravan/ Plymouth Voyager
1980-89 Chrysler Fifth Avenue/ Dodge Diplomat/Plymouth Gran Fury
Now this was an interesting one. With the re-born Chrysler Corporation focusing its efforts on front wheel drive, four cylinders and turbocharging, the rear-drive M car represented the last traditional hold-out for Detroit’s number three. What was even more surprising is that the Fifth Avenue in particular proved a consistently strong seller throughout the decade, despite its 5.2-litre V8 being levied with a gas-guzzler tax.
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It capitalised heavily on the idea of traditional luxury with pillowed seats, a Landau roof, chrome trim, two-tone paint and other neo-classical features. The Diplomat and Gran Fury were aimed more at the fleet market, but in many ways became America’s official police car of the Eighties. Watch a period flick set in New York (or just about anywhere else actually) and you’ll likely see a ton of them. Rugged and simple to repair, these old land yachts are still a fairly common sight at stateside Chrysler gatherings today.
A concept originally conceived when Iaccoca was still at Ford, the ‘garageable van’ debuted for 1984 and proved to be a sure-fire hit. The Dodge Caravan/Plymouth Voyager, built off a K-car derived T-wagon platform, became highly popular and caused competitors to launch rival offerings of their own. Engines comprised Chrysler and Mitsubishi sourced four-cylinders, with a 3.0-litre Mitsubishi V6 option arriving for 1987. At the same time both vans got a restyle with smoother noses and longer wheelbase Grand Caravan and Grand Voyager models joined the line-up. A luxurious long wheelbase Chrysler Town & Country model also arrived for ’87 and a turbocharged four-cylinder engine for 1989. By this time, these vans had largely supplanted traditional station wagons as the family vehicle of choice in North America, since they were more intelligently packaged, easier to drive and more efficient. And that is precisely why they’ve made our Eighties list.
Polymer front ends are resistant to low speed impacts.
Almost full-width rear lights.
Pace car graphics sold T/As like hot cakes.
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Tilt steering.
Owner Phil Robinson.
“After that I had all sorts,” continues Phil, “a 1973 Mustang convertible, a ‘78 Corvette pace car I brought back from California, a ‘56 Cadillac, a ‘79 Trans Am. Most of my mates were into American cars and the guys I knocked about with let me drive all theirs.” But it’s the one he owns at the moment that’s Phil’s favourite, this white 1980 Trans Am pace car. “It’s the turbo 4.9-litre – the 133rd one built out of 5700 pace cars. I bought it in March 1986,” explains Phil. “I’d always wanted a white Trans Am and I had some insurance money from a Ford Granada that had been written off. I found the Trans Am in Essex – it had been brought into the UK by an Armenian who had crashed it then left it behind when he went back home. There were no tail lights and the rear wings were creased up, but I bought it for £4200 – remember it was only six years old then and it was a big car for cheap money. Steve repaired it and really looked after it – most of my mates were screaming their cars around and they ended up wrecked in the scrapyards. This one still drives like new.” The Pontiac became a rolling restoration. “In 2004 I noticed some rust in the base of the A-pillars so I pulled the screen out and my good mate Garry Calver welded in new metal. In 2006 I replaced the carpets and had the wheels relacquered. It amazes me that American kids used to drive cars like this to school.” A quick decode of the cowl VIN plate shows the car is a Firebird built at the Norwood, Ohio plant in the fifth week of January 1980. It was painted in Cameo White lacquer for upper and lower body, has code A51 bucket seats, code CC1 T-top roof and, perhaps most importantly, the code Y85 stamped in the plate - meaning it is a genuine Turbo Trans Am pace car replica. However, it’s his black 1981 that has caused Phil the most sleepless nights. When we photographed it, the car had just finished a massive restoration. “I always wanted one with the shaker hood and 5.0-litre Chevy engine,” explains Phil, “I had a 6.6-litre version but that was just too thirsty. It had to be an ‘81 with T-tops so I put an advert in the back of Classic American and a guy got in touch saying he had the perfect car; rust-free, completely solid and ready for paint. He sent loads of photos and it looked great – plus it was the only one I’d found – so I bought it over the phone. He even offered to deliver it. After he dropped it off I soon found out why. It was scrap. I removed the seats and could see my driveway through the holes in the floor. The boot lid came away in my hands. There were bits missing, rust everywhere… basically the two front wings and passenger side rear quarter were okay – the rest was absolutely rotten, I felt like crying…” ❯❯
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Camaro shared much with its sibling Firebird over at Pontiac.
“ONE THING G THAT SURPRISED ME E WAS THE DIFFICULTY IN FINDING PARTS. IT SEEMS LIKE COMPANIES S DO BITS FOR CARS UP TO THE SEVE ENTIES, THEN IT STOPS S...”
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“I hadn’t told my dad in case he talked me out of it, but he was chuffed, he owns a 1947 Anglia so he’s into cars, so is my brother Keith – he has a ’40 Ford. The Camaro’s condition was the main selling point, it wasn’t perfect, but it was solid. One of the first jobs was to put IROC-Z decals on the doors – they hadn’t been replaced after the respray. It was nerve-racking since every letter is separate, so I spent a lot of time measuring. I have to be careful when I’m cleaning it as the polishing rags stick to them. It should also have silver pinstriping around the valance but I’m concerned it will start to look like a Christmas tree!” Gary’s Camaro has the 190bhp small block coupled to a four-speed automatic box with overdrive on top. “Anyone who’s driven it says it feels more like a 350 than a 305. It’s a strong-running engine, but the only thing non-standard on it is a different coil.” The Camaro is a Norwood, Ohio-built car, although the cloth trim and options such as tinted glass and air conditioning point to it being used in a hot state when new. Other fitted options include tilt-steering column, power windows and trunk hatch release, body side mouldings, cargo cover, halogen lamps, limited slip differential, the desirable four-wheel power disc brakes and 16-inch aluminium wheels. T-top Camaros and Firebirds have a bit of a reputation for letting the rain in so I ask Gary if the Camaro leaks. “Only a bit of coolant,” he replies. “Oh, you mean into the interior? Well, the boot doesn’t but the T-tops do in spite of my replacing the seals. “One thing that surprised me was the difficulty in finding parts. It seems like companies do bits for cars up to the Seventies, then it stops. When I bought it I didn’t really know what an IROC was – I was really pleased when I found out that it’s the top model. This one has sport mirrorss (nonelectric) and the tuned suspension, but that hasn’t evver helped me in the corners – it’s very tail happy.”
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Huw Evans’ 1986 Mustang Cobra GT is an original, factory stock example that he’s owned for 15 years.
classic-american
Charlie Ashton’s rare 1938 International Harvester D2 van is a film star and fondly remembered by its previous owners too‌ 1938 International Harvester panel van Words: Mike Renaut Photography: Steve Sharp
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Major restoration work has been carried out.
Transmission is a three-speed manual.
Engine is 213 cu in L-head six.
Stylish period livery.
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t the time I’m writing these words the 2011 film Captain America the First Avenger has a 79% positive rating with US website critics. “Solidly old-fashioned entertainment,” said one reviewer. What does this have to do with American cars? The movie was set in and around New York in 1942 but filmed in the UK, and for modernday Manchester and Liverpool to realistically double for wartime Manhattan’s Lower East Side the production needed period cars – and lots of them. Once such vehicle acquired by the film crew was this 1938 International. “Solidly old-fashioned entertainment” seems an apt description of the truck that’s now owned by Charlie Ashton of Doncaster. “I found it on eBay being sold by the chap who bought it from the studio,” says Charlie. “When I found out it was in the film I watched the whole thing, twice. It’s on screen for less than a second – blink and you miss it.”
“IT CAME WITH A LOAD OF PARTS AND EVERYTHING IS LIKE NEW. EVEN THE PETROL POWERED HEATER STILL WORKS...”
Contrasting black wheel arches work well.
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The Harvester D2, to give the van its full model name, was previously restored and clearly to a high standard. “It came with a load of parts and everything is like new. Even the petrol powered heater still works, it’s got a cigarette lighter that I thought wasn’t doing anything until I stuck my finger in the socket to see and got burnt!” Fortunately, the International is still running on the original 6v electrics. “It drives really nicely,” says Charlie, “very well considering its age. It rides better than my ’52 Chevy Stepside.” Under the bonnet is a six-cylinder flathead engine of 3.5 litres – presumably it’s the 213cu in engine – coupled to a three-speed manual gearbox. A look at the International company’s website reveals a historic section with several tales of restored pick-ups still revered as members of the family – clearly International ownership gets a firm hold on people. The firm has its roots in the 1830s as McCormick Harvesting Machine Company,
DISCOVERIES Our intrepid salvage yard explorer brings you junkyard jewels from across North America.
Words & Photography: Will Shiers The snow-capped Rocky Mountains in the background are a reminder that the winters are particularly harsh in this part of the world. But the adverse weather conditions don’t seem to attract tin worm and cars like this 66-year-old Dodge have little more than surface rust on them.
We are back in Martin Supply Inc. this month for our second and final visit to what must surely be Colorado’s finest salvage yard. There are more than 1000 vintage cars and trucks in this place, all ready to be sold as complete restoration projects or for parts. Although the company runs a successful metal recycling business (note the pile of scrap metal in this photo), the yard owner assures me that none of the vehicles you see here will end up in the crusher’s jaws any time soon. Cars like this rare 1954 Mercury Monterey two-door hardtop are earning him far too much money as parts donors to consider weighing them in.
You would think this tidy 1949 Hudson would be sold as a restoration project, but apparently this too is a parts car. It has already lost its rear bumper, tail-lights and trim and unless someone closes those windows the interior will soon be of little use.
It’s rare to find one classic Thunderbird in a salvage yard these days, yet I counted no less than seven of them in Martin’s. Nearest the camera we have a 1969 model, then a 1970, and a 1961 behind that. I’m not sure what year the furthest from the camera is though.