A Few Of My Classic Car Memories

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When the first Ford Mustang came off of the line in the mid-1960s, it was an instant best-seller and sold more than 400,000 models in the first year alone. More than one million of these cars were built over the next decade. The Mustang certainly deserves to be one of our classic car memories.

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Ford changed the Mustang’s body shape in 1969, making it larger than the previous model. In ’69 and ’70 they also released new trim and performance packages such as the Mach 1 and the Boss. The Mustangs of ’69 and ’70 are some of the most desired models to collectors.

A decade after Ford introduced the revolutionary Mustang to the world, they reinvented it for the masses. First released in 1974, the second generation of classic Mustang history was marked by the “Pintostang“, a Mustang design based on the Pinto platform known as the Mustang II.

The Dodge Coronet was introduced with the division’s first post-war body styles. The only engine for Dodge was a 230-cubic-inch flat-head straight six cylinder engine with a single barrel Stromberg carburetor. The stock Dodge Coronet was a smooth running car and the six-cylinder engine could power the car to 90 miles.

https://ameblo.jp/sentcamema1975/entry-12632845957.html. Dodge received a facelift for 1950 but like the 1949 models, consensus was divided into Wayfarer, Meadowbrook and Coronet lines. The 1950 models can be identified easily by the new grille design which featured 3 heavy horizontal bars. The upper and lower bars formed a stylish oblong shape.

/free-chillwave-vst.html. Dodge received yet another facelift in 1951 but this time the cars remained virtually unchanged for two model years. Still divided on style, by 1953 the Wayfarer line had been discontinued. The grille of the 1951-52 model was similar in shape to the 1950 grille, but with the elimination of the thick vertical center bar.

The Corvette was first introduced in 1953 at the Motorama display of the New York Auto Show. It garnered so much attention during the show that GM decided to create a production version for the public. While only 300 were built in its first model year, that number went up to 3,640 for the 1954 iteration.

The second generation Corvette, known as C2, introduced us to the Sting Ray coupe and was smaller than the first generation of classic car memories. Hidden headlamps were a big development along with an independent rear suspension. In 1965, the Corvette was produced with four-wheel disc brakes.

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Over a span of 16 years, the Corvette remained mostly unchanged. The third generation was introduced in 1968 and featured the first use of T-top removable roof panels. In 1978, the Corvette celebrated its 25th birthday and was crafted with a fastback glass rear window and an upgraded interior.

The Oldsmobile Toronado was a sensation to car buffs when it was introduced. For one thing, it had front-wheel drive… something unseen from the American automobile industry since 1937 when Cord production ended. For the general automotive public, the big excitement was Toronado’s styling.

The Toronado was built on the new General Motors E platform, shared with the 1966 Buick Riviera and the 1967 Cadillac Eldorado. Each of these cars was distinctly different in character, masking their common platform origin. The Toronado was designed to be a sporty, performance oriented entry.

Then in 1967, facelifting started to take its toll on the Toronado concept. Vertical grille bars were added destroying much of the Cord connection. The character of the Toronado was very much watered down, eventually drastically, when new generations arrived for 1971-78, 1979-85 and 1986-92.

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You could prowl vintage car shows for years and not find an automobile that soils classic car memories more than Detroit’s 1972 Gran Torino. Let’s begin with the thing itself: The car was tubby and it was awkward. Free guitar to midi vst. It handled like a block of ice with a steering wheel. It lacked even minimum corrosion proofing.

The 1972 Gran Torino was one of nine largely redundant iterations of the Torino nameplate. It was part of a classic Detroit product strategy that attempted to fill every cranny of the segment at the lowest possible investment. That year’s Torino, Gran or otherwise, also employed a significant retreat in engineering.

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You could blame Ford’s penny-chiseling management for the Torino’s mediocrity, but you would also have to indict the assembly line. In 1972, Detroit’s unionized workforce was in the full flower of its indifference. Shop foremen battled against even the most common-sense efforts at accountability and quality control.