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Happy 59th Birthday To the Ford Mustang

Photos and history of the seven generations of Ford Mustang from its debut in 1964 to 2024

The Ford Pavilion at the 1964 New York Worlds' Fair

The Ford Pavilion for the debut of the Ford Mustang at the 1964 New York Worlds’ Fair. (Ford archive photos)

Table of Contents

First Generation
2nd Generation
3rd Generation
4th Generation
5th Generation
6th Generation
7th Generation

 

BY MARK MAYNARD

MMustang fever began 59 years ago on Friday, April 17, 1964. On that day, it was reported that an estimated “millions” of looky-loos from around the world packed into Flushing Meadows Park in Queens for the debut of the Ford Mustang at the New York World’s Fair. The date was just 16 days after the debut of the Plymouth Barracuda. But the 1965 model-year Mustang would prove to be Ford’s most successful launch since the Model A.

It was a media-rich event, including a test drive for journalists. The so-called Mustang Road Rally traveled from the World’s Fair to Dearborn, via Niagara Falls.

Journalists prepare to head out for the first Ford Mustang Road Rally from Westchester Country Club in New York to Dearborn, Mich., in April 1964.

Journalists prepare to head out for the first Ford Mustang Road Rally. The route went from Westchester Country Club in New York to Dearborn, Mich.

Journalists make a  fuel stop along the way to Dearborn.

Journalists make a fuel stop along the way to Dearborn.

A stop at Niagara Falls on the way to Dearborn.

A stop at Niagara Falls on the way to Dearborn.

The ‘1964½’ Mustang

Enthusiasts dubbed the first-year car as the “1964½” Mustang. But all Mustangs were advertised, VIN coded and titled by Ford as 1965 models. Production began in Dearborn, Mich., on March 9, 1964.

Original sales forecasts projected fewer than 100,000 units for the first year, however, the mark was surpassed in three months from rollout.  Another 318,000 cars would be sold during the model year (a record). And in its first 18 months on sale, more than 1 million Mustangs were built.

Henry Ford II poses with the all-new Mustang at the Ford Pavilion during the World’s Fair debut.

Henry Ford II poses with the all-new Mustang at the Ford Pavilion during the World’s Fair debut.  The sporty four-seater is named after the legendary P-51 Mustang fighter plane from World War II. The price at launch: $2,368.

In August 2018, Ford produced the 10 millionth Mustang. It was a 2019 Wimbledon White convertible with a V-8 engine, which matched the first 1965 Mustang.

First Generation Mustang: 1965–1973

An early 1965 Mustang hardtop.

An early 1965 Mustang hardtop.

To meet its advertised list price of $2,368, the Mustang was based heavily on components that were already in production for other Ford models. This was the same business plan that Ford used for the first-gen 1955-1957 Thunderbirds. Many if not most of the interior, chassis, suspension and drivetrain components came from the Falcon and Fairlane.

1965 Ford Mustang T5 prototype

1965 Ford Mustang T5 prototype.

The Big Block Mustang

From 1967 until 1973, the Mustang got bigger, allowing a big block engine to be offered for the first time. Front and rear end styling was more pronounced, and the “twin cove” instrument panel offered a thicker crash pad and larger gauges.

The 1964 Dearborn, Mich., assembly plant.

The 1964 Dearborn, Mich., assembly plant.

Hardtop, fastback, and convertible body styles continued as before.

Around this time, the Mustang was paired with a Mercury variant, called the Cougar, which used its own styling cues, such as a “prowling cat” logo and hidden quad headlamps.

A 1965 advertisement.

New safety regulations by the U.S. National Highway Traffic Safety Administration had to be applied for 1967. The added feature included an energy-absorbing steering column, four-way emergency flashers, a dual-circuit hydraulic braking system, and softer interior knobs.

Mustang sales pass the 1 million mark in March 1966.

1965 Ford Mustang Fastback.

1965 Ford Mustang Fastback.

1968 Pony Car Refresh

The 1968 models received revised side scoops, steering wheel, and gasoline caps. Side marker lights were also added that year, and cars built after Jan. 1, 1968, included shoulder belts for both front seats on coupes. The 1968 models also introduced a new 302-cubic-inch (4.9-liter) V-8 engine that would meet new federal emissions regulations.

1965 Mustang interior.

The 1965 Mustang interior.

A 1966 Mustang GT fastback.

A 1966 Mustang GT fastback.

The 1966 Shelby

The 1966 Shelby Mustang GT-350H, the so-called rent-a-racer.

The 1967 instrument panel.

The 1967 instrument panel.

1969 Mustang Grows In Size

The restyling for 1969 added more heft to the body as width and length again increased. The curb weight went up markedly, too. V-8 power returns to Mustang with the 302 cubic-inch small-block.

Due to the larger body and revised front-end styling, the 1969 models (but less so in 1970) had a notable aggressive stance.

The 1968.

The 1968.

The 1969 Boss 302.

The 1969 Boss 302.

A rear view of the 1969 Boss 302.

The 1969 models featured “quad headlamps” which disappeared to make way for a wider grille and a return to standard headlamps in the 1970 models.

Ford designer Larry Shinoda in the design studio courtyard with the 1969 Mustang Boss.

Ford designer Larry Shinoda in the design studio courtyard with the 1969 Mustang Boss.

This switch back to standard headlamps was an attempt to tame the aggressive styling of the 1969 model, which some felt was too extreme and hurt sales, but 1969 production exceeded the 1970 total.

Prototype testing of the Boss 302.

Prototype testing of the Boss 302.

The 1970 Fastback.

The 1970 Fastback.

The 1971 Mustang Mach 1

The 1971 Mustang Mach 1.

The 1971 model was the biggest Mustang to date. It was nearly a foot longer and some 600 pounds heavier than the originals.

The Boss 351, with its “Cleveland” block and Cobra Jet heads, debuts. The Mach 1 comes with a variety of powertrains, topped by the 429 Super Cobra Jet (SCJ).

A 1972 hardtop Mustang

A 1972 hardtop.

The 1972 Mustang

For 1972, styling is unchanged from 1971, and the only new model offering is the Sprint – a special red, white, and blue exterior paint-and-tape package.

2nd Generation: 1974–1978

The 1974 Mustang II hatchback

The 1974 Mustang II hatchback, the first application of a liftback body style.

The Pinto years

Lee Iacocca, who had been one of the forces behind the original Mustang, became president of Ford Motor Co in 1970 and ordered a smaller, more fuel-efficient Mustang for 1974. Initially, it was to be based on the Ford Maverick but ultimately was based on the Ford Pinto subcompact.

The 1975 Mustang II Ghia.

The 1975 Mustang II Ghia.

Workers perform quality control checks at the Dearborn Assembly in 1975.

Workers perform quality control checks at the Dearborn Assembly in 1975.

The new model called the “Mustang II,” was introduced on Sept. 21, 1973, two months before the first 1973 oil crisis. Its reduced size allowed it to compete against successful imported sports coupés such as the Datsun 240Z, Toyota Celica, and the European Ford Capri. (The Capri was Ford-built in Germany and Britain, but sold in the U.S. by Mercury).

The 1978 Mustang II King Cobra.

The 1978 Mustang II King Cobra.

First-year sales were 385,993 cars, compared with the original Mustang’s 12-month sales record of 418,812. Ultimately, the Mustang II would be an early example of downsizing that would take place among Detroit’s Big Three later in the decade.

3rd Generation: 1979–1993

The redesigned 1979 Mustang

The redesigned 1979 Mustang was moved to the larger Fox platform, initially developed for the 1978 Ford Fairmont and Mercury Zephyr.

 

With the introduction of the Fox Body Mustang in 1979, more European design language was adopted inside and out. The two-spoke wheel from Mustang II was replaced with a four-spoke wheel, which was later shared with other Ford products.

The updated four-spoke steering wheel

The updated four-spoke wheel.

A larger body

The 1979 Mustang was based on the larger Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The larger body with an increased wheelbase yielded more interior space for four passengers, especially in the back seat, as well as a larger capacity trunk and a bigger engine bay.

The 1980 Mustang

For 1980, the 302-cubic-inch V-8 engine is dropped and replaced by an economical 119-hp, 255-cubic-inch derivative of the “Windsor” small-block V-8.

From 1981.

From 1981.

The 1982 Mustang GT.

The 1982 Mustang GT.

Body styles included a coupé (or notchback), hatchback and convertible.

The GT-350 20th Anniversary Edition was added in 1984, and the high-performance SVO model ran from 1984–1986 followed by the Cobra R in 1993.

The 1993 Mustang convertible.

After 10 years, Mustang again has a convertible model for 1983. It featured a power top and a tempered glass back window.

The third-generation Mustang had two different front-end styles. From 1979 to 1986, the front end was angled back using four rectangular headlights, known by enthusiasts as “Four Eyes.” The front end was restyled for the 1987 to 1993 model years to reflect the contemporary, rounded-off “aero” style of the Ford Taurus using flush-composite headlamps and a smooth grille-less nose.

The 1986 Mustang SVO.

The 1986 Mustang SVO.

The Mustang was selected as the 1979 Official Indianapolis 500 Pace Car with replicas sold to the public. Its special body-appearance parts were adapted by the Cobra package for 1980-81.

The Mustang received a major restyling for 1987, including the interior, which carried it through the end of the 1993 model year.

The 1987 GT convertible.

The 1987 GT convertible.

Under the newly-established Ford SVT division, the 1993 Ford Mustang SVT Cobra and Cobra R were added. These special, high-performance models closed out the third generation of the Mustang.

4th Generation: 1994–2004

The fourth-generation Mustang

The launch of the fourth-generation Mustang included a nod to the original 1964 pony car. The new model had a twin cockpit layout and sculpted modern styling for the steering wheel and air bag.

Looking down on a top-down Mustang convertible

The interior redesign made the various buttons easier to use, while allowing for the driver to keep eyes on the road and hands on the wheel. Horn buttons were replaced with a hinged air-bag cover, acting as horn control at the wheel’s center.

The Notchback Coupe

In November 1993, the Mustang debuted its first major redesign in 15 years. Code-named “SN-95” by the automaker, it was based on an updated version of the rear-wheel-drive Fox platform called “Fox-4.” The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs. For the first time since its introduction 1964, a notchback coupe model was unavailable.

The 1995 Cobra coupe.

The 1995 Cobra coupe.

For 1999, the Mustang was reskinned with Ford’s New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model.

A rear view of a 1998 Mustang GT convertible

“New Edge” styling.

There were also three alternate models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1 and the 320-hp 1999 and 2001,  and 390-hp 2003 and 2004 Cobra.

Three Mustang convertibles on a test track.

Convertibles from 1999, 1994, and 1965.

The 2000 SVT Mustang Cobra.

The 2000 SVT Mustang Cobra.

The 2001 Mustang Bullitt GT, in the likeness of the 1968 from the movie.

The 2001 Mustang Bullitt GT, in the likeness of the 1968 from the movie.

The 2003 Mach 1.

The 2003 Mach 1.

The 300 millionth Mustang rolls off the factory line with Bill Ford leading the way

Bill Ford presents the 300 millionth Ford vehicle, a 2004 Mustang GT convertible 40th-anniversary edition. The 2004 Mustangs are the last cars built at Ford’s Dearborn Assembly Plant, which had produced every model Mustang year since the car’s inception.

5th Generation: 2005–2014

The redesigned model for 2005.

The redesigned model for 2005.

Retro Futurism

The redesigned 2005 Mustang recalls the fastback Mustangs of the late-1960s. Ford’s senior vice president of design, J Mays, called it “retro-futurism.” The fifth-generation Mustang was manufactured at the Flat Rock Assembly Plant in Flat Rock, Mich.

A 2005 GT convertible instrument panel.

A 2005 GT convertible instrument panel.

The refreshed 2010 Mustang was released in the spring of 2009 with a redesigned exterior — which included sequential LED taillights.

2007 Mustang Shelby introduces a 500-horsepower supercharged version of the 5.4-liter V-8.

2007 Mustang Shelby introduces a 500-hp supercharged 5.4-liter V-8.

For 2012, a new Mustang Boss 302 version was introduced. And in the second quarter of 2012, Ford launched an update to the Mustang line as an early 2013 model.

The 2012 Mustang Boss 302 Laguna Seca.

The 2012 Mustang Boss 302 Laguna Seca.

The 2013 U.S. Air Force Thunderbirds Edition Mustang.

The 2013 U.S. Air Force Thunderbirds Edition Mustang.

6th Generation: 2015 to present

The sixth-generation redesign added a wider and lower body

The sixth-generation redesign added a wider and lower body and, for the first time, a fully independent rear suspension. A 2015 Mustang GT is shown.

The sixth-generation Mustang was unveiled on Dec. 5, 2013, in Dearborn, Mich., New York City, Los Angeles, Barcelona (Spain), Shanghai (China), and Sydney, Australia. The internal project code name is S-550.

The 2017 Mustang convertible

The 2017 Mustang adds a 2.3-liter turbocharged four-cylinder engine.

 

Changes include a body widened by 1.5 inches and lowered 1.4 inches, a trapezoidal grille, and a 2.75-inch lower decklid.  A new independent rear suspension (IRS) system was developed specifically for the new model.
The 10 millionth Mustang sold was a 2019 Wimbledon White GT

The 10 millionth Mustang sold was a 2019 Wimbledon White GT convertible with a 460-hp, V-8 and six-speed manual.

The 2018 model year Mustang featured a minor exterior redesign and the debut of a 310-hp, 2.4-liter turbocharged (Ecoboost) four-cylinder. The 3.0-liter V-6 was dropped.

The 5.0-liter  V-8 got a power boost to 460 hp and 420 lb-ft torque. The automatic transmission for all models was upgraded to a 10-speed.

A grouping of 2020 Mustangs

The 2020 Mustang GT500, the most powerful street-legal Ford to date. Its supercharged 5.2-liter V-8 producing more than 700 hp.

2022 Mustang Shelby GT500 Heritage Edition

The 2022 the limited run of 2022 Mustang Shelby GT500 Heritage Edition

The limited run of 2022 Mustang Shelby GT500 Heritage Edition fastbacks will be finished in Brittany Blue, inspired by the original hue.

The 760-horsepower Shelby GT500 Heritage Edition will also have a choice of two stripe options:

  • Painted over-the-top racing stripes with GT500 logo (available in Wimbledon White or Absolute Black);
  •  Vinyl over-the-top racing stripes with unique vinyl side stripe featuring GT500 logo (in Wimbledon White).

Carroll Shelby took his legendary Mustang GT350 model further in 1967 to craft the first-generation Shelby GT500. It was modified with a 428-cubic-inch V-8 inspired by his team’s 1-2-3 finish at Le Mans.

Shelby called the original Shelby GT500 “the first real car I’m really proud of.” 

The 2022 Mustang Shelby GT500 has a starting U.S. Manufacturer’s Suggested Retail Price of $73,465 — not including the $1,195 freight charge and $2,600 Gas Guzzler Tax.

The Shelby GT500 Heritage Edition package would add $2,140. And the GT500 Heritage Edition package with hand-painted stripes adds $12,140 to the Shelby GT500’s U.S. MSRP.

7th Generation: 2024 Mustang Redesigned

A side view of the 2024 Ford Mustang

Ford says the new exterior design is heritage-inspired to appeal to the ‘broadest Mustang customer mindset yet.’

The completely redesigned 2024 Ford Mustang marks the seventh generation of the coupe sold ’round the world.

“Investing in another generation of Mustang is a big statement at a time when many of our competitors are exiting the business of internal combustion vehicles,” Jim Farley, CEO of Ford Motor Co., said in a statement. “Ford, however, is turbocharging its ICE growth plan, adding connected technology, opinionated derivatives, and hybrid options to our most profitable and popular cars — all in the Ford Blue family — on top of investing $50 billion in electric vehicles through 2026.”

Interior Treatment

The driver area of the 2024 Mustang with two curved digital displays.

The redesigned fighter jet-inspired cockpit is centered by two flowing and curved displays

The redesigned fighter jet-inspired cockpit is centered by two flowing and curved displays that can be quickly customized to show information the driver wants or needs to see.

The car’s 12.4-inch digital instrument cluster can display different animated designs and new drive-mode visuals. The customized capability is based on the same “Unreal Engine 3D” creation tool used in modern video games. The car’s current setup is displayed on the center stack as real-time graphical renderings when selecting personalized drive mode settings. Settings can be adjusted by swiping the graphic to rotate the car virtually in a true gamified style.

“We’re taking advantage of every pixel,” said Ford Mustang interaction design manager Craig Sandvig. “We can be creative in showing necessary driving information and give the driver control of selecting colors, classic Mustang gauges, or even a ‘calm’ screen where only minimal details are displayed.”

Exterior Design

Ford says the new exterior design is heritage-inspired to appeal to the “broadest Mustang customer mindset yet.”

A low, horizontal brow across the front emphasizes overall frontal width, while the upper grille design shape is influenced by the original 1960s design. The Tri-Bar LED headlamps continue the Mustang’s classic lighting signature. The sleek roofline is meant to inspire a broad sprinting stance. And shortened rear overhang has the authentic proportions of the first generation — but with widened haunches.

Of interest to racers, the roofline allows driver entry and exit without removing their helmet. On the rear deck, new signature tri-bar lighting and redesigned diffuser improved aerodynamic balance.

Also new for this generation is unique front-end styling for each model. The GT, for example, is differentiated from EcoBoost models by larger, more aggressive grille openings for increased airflow. The GT also has new hood vents and a redesigned front splitter.

The 2024 Mustang will go on sale in the U.S. in summer 2023. It is assembled at Flat Rock Assembly Plant in Flat Rock, Mich.

Check here for 2023 Ford Mustang pricing.

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1963 Mercedes-Benz 230 SL ‘Pagoda’ Debut

A 1963 SL in front of a bavarian hotel.

Production of the Mercedes-Benz SL “Pagoda” (W 113) ran from 1963 to 1967. (Photos courtesy of Mercedes-Benz Classic archive).

BY MARK MAYNARD

The Mercedes-Benz 230 SL, also known as the W113, debuted at the Geneva auto show on March 14, 1963.

With its aerodynamic design and a removable hardtop roof, the two-seat Mercedes -Benz 230 SL two-seater replaced the 190 SL and the 300 SL models. Of the 48,912 W113 SLs produced between 1963 and 1967, 19,440 were sold in the U.S, according to the W113 page in Wikipedia.

All 230 SL models were rear-wheel drive and equipped with an inline-six cylinder engine and a standard four-speed manual transmission or automatic four-speed, mainly for the U.S. market. The hood, trunk lid, door skins, and tonneau cover were made of aluminum to reduce weight.

A black and white pr photo Mercedes Benz display at the Geneva Motor Show, March 14-24, 1963. Standing beside the car are safety developer Béla Barényi (right) and designer Paul Bracq.

The 230 SL at its premiere at the Geneva Motor Show, March 14-24, 1963. Standing beside the car are safety developer Béla Barényi (right) and designer Paul Bracq.

The front styling of the SL showcases the upright Bosch “fishbowl” headlights. The large three-pointed star centered the simple chrome grille, which paid homage to the 300 SL roadster.

W113 SLs were typically configured as a coupe-roadster with a soft top and an optional removable hardtop. A 2+2 was introduced with the 250 SL “California Coupe,” which had a fold-down rear bench seat instead of a soft top.

A studio image of the 230 SL interior.

A studio image of the 230 SL interior.

SL Heritage From 1955

The redesigned 230 SL traces its heritage to the first 190 SL model in 1955.

“By 1955, Mercedes-Benz Technical Director Prof. Fritz Nallinger and his team held no illusions regarding the 190 SL’s lack of performance,” according to the Wikipedia report.

The high price of the legendary 300 SL supercar kept it elusive for all but the most affluent buyers. To reach more buyers, Mercedes-Benz started evolving the 190 SL on a new platform, model code W127. It would have a fuel-injected 2.2 liter M127 inline-six engine, internally denoted as 220 SL. Encouraged by positive test results, Nallinger proposed that the 220 SL go into production in July 1957.

The 148-hp 2.3-liter straight six in the 1963 230 SL.

The 148-hp 2.3-liter straight six in the Mercedes-Benz 230 SL.

230 SL Production Delayed

Technical difficulties kept postponing the production start of the W127. The emerging new S-Class W 112 platform introduced novel body manufacturing technology. So in 1960, Nallinger proposed to develop an entirely new 220 SL design based on the “fintail” W 111 sedan platform, its wheelbase shortened by nearly a foot (11.8 inches).

The revised W 113 platform debuted an improved and fuel-injected 2.3 liter M127 inline-six engine, rated 148 horsepower with 149 foot-pounds of torque. The newly designated 230 SL also debuted the distinctive “pagoda” hardtop roof.

“It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of traveling comfort,” Nallinger said at the Geneva debut.

A black and white auto show display of 230 SLs.

The1963 Frankfurt International Motor Show display for the Mercedes-Benz 230 SL.

230 SL Performance

Mercedes-Benz Chief Engineer Rudolf Uhlenhaut demonstrated the capabilities of the 230 SL on the tight three-quarter mile Annemasse Vétraz-Monthoux race track in 1963. (The track was active from active 1962-1972).

Uhlenhaut clocked a best lap time of 47.5 seconds versus 47.3 seconds by Grand Prix driver Mike Parkes in his 3-liter V12 Ferrari 250 GT.

SL, or Sehr Leicht, translates as “very light.”

The original list price for a 1963 230 SL was $7,506. Today, a 1963-1967 Mercedes-Benz SL 230 in “Good” condition has a selling price of around $50,000, according to Hagerty.com.

Production of the 230 SL commenced in June 1963 and ended on Jan. 5, 1967.

The rally team in 1964.

The “Pagoda” SL was a successful rally car. This photo of the rally team is from the 34th Spa-Sofia-Liège Rally Aug. 25-29, 1964. From left to right: Martin Braungart, Dieter Glemser, Alfred Kling, Ewy Rosqvist, Manfred Schiek, Eugen Böhringer, Rolf Kreder and Klaus Kaiser.

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1946-1948 Chrysler Town & Country

Chrysler rolled out its new, wooden-bodied Town & Country models in 1946 with promises of a full line of “woodies,” including a convertible, a sedan, and a roadster. But only the convertible and sedan saw production

A black and white photo of the new for 1946 Chrysler Town & Country convertible

The retail price on average for the 1946 Chrysler Town & Country in the U.S. was $2,609 ($40,027 in 2023.) Production totals were documented at 2,169. (Photos courtesy of Stellantis media archives)

BY MARK MAYNARD

There’s a certain charm to the white-socks stance as shown in these PR images of the 1946 Chrysler Town & Country Convertible Coupe. It was a new beginning for U.S. carmakers. World War II ended in 1945 and automakers again ramped up car production after transitioning from building war machines.
When GIs returned home from war, they were ready to let the good times roll and Chrysler was ready with its restart of the 1946 Town & Country nameplate.

The Chrysler Town & Country had been in production from 1940 to 1942, primarily as a luxury station wagon, according to the car’s page on Wikipedia. During this time, the Town & Country was also available in wooden-bodied — “woodie” — body styles of a four-door sedan, two-door hardtop, and convertible.

“Following the war, the Town & Country nameplate returned, though the eight-passenger station wagon did not. Only the 1946 Town & Country four-door sedan and the 1946 Town & Country two-door convertible were offered.

Curiously, the 1946 Town & Country sales brochure also described and illustrated a roadster, a two-door sedan called the Brougham, and a two-door hardtop called the Custom Club Coupe. None of those three additional body styles progressed beyond the prototype stage. Only one Brougham and seven Custom Club Coupes were built,” per Wikipedia.

Luxurious and Elite

I found these notes from an auction report by RM Sotheby’s: “While the sedan was a warm, clubby sanctuary for the trip to one’s hunting lodge, the convertible was elite, a favorite of such celebrities as actress Marie “The Body” MacDonald and popular Western actor Leo Carrillo. Some 8,368 convertibles were sold in three years.”
The Town & Country’s wooden body framing was made from white ash and the panels were mahogany veneer but were now bonded to steel body panels. The convertible’s retail price on average in the U.S. was $2,609 ($36,254 in 2021 dollars; production totals were documented at 2,169, per Wikipedia.

An original 1946-48 Chrysler Town & Country sedan, with accessory roof-rack rails.

The 1946 Chrysler Town & Country sedan has been described as a warm, clubby sanctuary for the trip to one’s hunting lodge.

Town & Country for 1947

During the 1947 model year, the Chrysler Town & Country sedan and the convertible each carried over with just a few improvements over the previous model year (1946).

1948 Town & Country Sedan 

By 1948, the Town & Country sedan was in its last model year of production, after only a three-model-year production run (since the 1946 model year). The 1948 Town & Country convertible carried over with just a few improvements over the previous model year (1947). This was also the year the genuine Honduran mahogany wood panels were replaced by DI-NOC vinyl panels.

1949-1950 Town & Country Convertible

The 1949 Town & Country convertible was now in its last model year of production, which was the only Chrysler Town & Country offering during the 1949 model year.

After a four-model-year production run, Chrysler would produce its last true woodie offering, the Town & Country Newport two-door hardtop.

The cars for 1949 were Chrysler’s first new postwar designs, with a longer wheelbase (131.5 inches), and based upon the New Yorker model.

During its one-model-year production run, the 1950 T&C panels were now simulated wood. The year also marked a new optional feature, windshield washers.

1951 Town & Country Wagon

Chrysler’s Town & Country wagon was reintroduced with all-steel construction in 1951. Windsor and New Yorker variants would continue through the end of Windsor model production for the 1960 model year; Newport and New Yorker models continued through 1965.

A black and white pr phot of the 1946 Chrysler Town & Country sedan

The 1946-1948 Chrysler Town & Country sedan.

1966

In 1966, The T&C wagon became a stand-alone model, with trim and features which bridged the gap between the two sedan lines. It was distinguished by luxury features including a carpeted rear cargo area with split-folding second-row bench seats trimmed with chromed strips of steel.

From 1968 forward simulated woodgrain paneling was used on the body sides and tailgate. The treatment was also applied to other competing station wagons, such as the AMC Ambassador, Buick Estate, Oldsmobile Custom Cruiser, Ford Country Squire, and the Mercury Colony Park. In 1976, AMC introduced the Jeep Grand Wagoneer with a simulated woodgrain appearance built on a dedicated chassis.

The Town and Country, however, was in a luxury class by itself until the last of the full-sized versions of 1977. From 1978, it was downsized and absorbed into the LeBaron series. A lower-content version lacking the more luxurious features and woodgrain bodyside decals was available for a few years in the early 1980s.

Last of the T&C Wagons

The 1988 model year was the last for the station wagon until 1990. It was that year when Chrysler reintroduced the Town & Country nameplate as the rebadged variant Chrysler Town & Country minivan.

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4-seat Ford Thunderbird debuts Feb. 13, 1958

A soft green 1958 Ford Thunderbird posed with a Ford Model T on a low hillside above

The second generation Ford Thunderbird (also called Squarebird]) was produced by Ford for the 1958 to 1960 model years as a successor to the popular 1955–1957 two-seater. (Photos courtesy of Ford Motor archives)

Two major changes were made to attract buyers: two rear seats were added and the level of luxury and features of a full-sized car were incorporated into a mid-size platform

BY MARK MAYNARD

The Ford Thunderbird first hit the market in October 1954 as a two-seater to compete with the two-year-old Chevrolet Corvette, according to AutomotiveHistory.org.

“Unlike the Corvette, Ford marketed the “Baby Bird,” as the first generation of T-Birds has come to be known, as a personal luxury vehicle, not a sports car.

“Focusing on its comfort and convenience proved to be the right route for Ford, as the car found wild success, outselling Corvette nearly 23 to 1 in its first year of production. Between 1955 and 1957, some 50,000 Thunderbirds ended up in driveways around the country.

“The big wigs upstairs at Ford, particularly whiz kid Robert McNamara, thought it could do better. This led to a complete redesign for 1958, resulting in the four-seat Ford Thunderbird, which debuted on this day in 1958.”

Thunderbird Convertible Models

The second-to-fourth-generation Thunderbird convertibles were similar in design to the Lincoln convertible of the time, according to Wikipedia 

The so-called “Squarebirds” used a design from earlier Ford Skyliner hardtop and convertible models.

“While these Thunderbird models had a true convertible soft top, the top was lowered to stow in the trunk area, according to the Wikipedia page. This design reduced available trunk space when the top was down.

Thunderbird Names

Two 1958 Ford Thunderbirds with one car facing forward and another facing rearward

Along with the 1958 Lincolns, the 1958 Thunderbird was the first Ford Motor Company vehicle designed with unibody construction.

The Thunderbird name was not among the thousands proposed, according to Wikipedia. Other nameplates that were rejected include “Apache” (the original name of the P-51 Mustang), “Falcon” (owned by Chrysler at the time), and “Eagle,” “Tropicale,” “Hawaiian,” and “Thunderbolt.”

A Ford stylist who had lived in the Southwest submitted the Thunderbird name. The word “thunderbird” refers to a legendary creature for North American indigenous people. It is considered a supernatural bird of power and strength.

Thunderbird Country Club in Rancho Mirage, Calif., also lays claim to being the inspiration for the car’s name. According to it, Ernest Breech, a Thunderbird Country Club member and then chairman of Ford Motor, was supposedly deeply involved in creating the Thunderbird. Breech, it is claimed, asked the club’s permission to use the name, which was granted.

Thunderbird Legacy

Succeeding generations of Thunderbird became larger until the line was downsized in 1977, in 1980, and in 1983. Sales were good until the 1990s when large two-door coupes became unpopular. Thunderbird production ceased at the end of 1997.

Production of a revived two-seat Thunderbird was launched for the 2002 model year and continued through the 2005 model year.

From its introduction in 1955 to its final phaseout in 2005, Ford produced more than 4.4 million Thunderbirds.

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Cadillac Debuts Hydra-Matic Drive for 1940

Advertising in 1940 proclaimed GM’s Hydra-Matic Drive Transmission as “the greatest advancement since the self-starter”

A black-and-white PR photo of a Cadillac Sixty-One coupe.

The1941 Cadillac Sixty-One five-passenger coupe was touted as ‘the mightiest, thriftiest, lowest-priced Cadillac V-8 ever built.’ (GM Media Archive)

BY MARK MAYNARD

In 1939, General Motors’ Cadillac and Oldsmobile divisions introduced breakthrough technology in the fully automatic Hydra-Matic Drive transmission. The transmission debuted for the 1940 model year.

“The Hydramatic was the first mass-produced fully-automatic transmission developed for passenger automobile use,” according to its page in Wikipedia.

Shiftless transmissions had been a focus during the 1930s. Then, as now, shifting a manual gearbox required more effort than most drivers cared to exert.

According to the Wiki story, automakers were in the fast lane to develop a transmission that reduces or eliminates the need to shift gears.

“At the time, synchronized gear shifting was still a novelty (typically only for higher gears). The exception was Cadillac’s breakthrough synchromesh fully synchronized manual transmission.”

The synchromesh transmission was designed by Cadillac engineer Earl A. Thompson and introduced in the fall of 1928.

Developing a Shiftless Transmission

By the early 1930s, Thompson had begun work on a “shiftless” transmission. His pioneering work led to creating a new department within Cadillac Engineering. Headed by Thompson, the transmission group included engineers Ernest Seaholm, Ed Cole, Owen Nacker, and Oliver Kelley.

“During 1934, the Cadillac transmission group had developed a step-ratio gearbox that would shift automatically under full torque,” according to Wikipedia. “This group of engineers was then moved into the General Motors Research Laboratory, building pilot transmission units during 1935-36. The transmission then went to Oldsmobile for testing.

a 1940 color print ad for General Motors' new Hydra Matic fully automatic transmission

All Cadillac models for 1941 could be optioned with the Hydra-Matic. (GM Media Archive)

The group effort led to the so-called Automatic Safety Transmission. The AST was a semi-automatic transmission using planetary gears and a conventional friction clutch. Drivers were still required to use the clutch to shift into or out of gear, but not between the two forward gears.

Oldsmobile offered the AST from 1937-1939, while Buick offered it only in 1938.

The next step was the Hydra-Matic. It combined the hydraulic operation of a planetary gearbox (for the automation of shifting) with a fluid coupling instead of a friction clutch, eliminating the need for de-clutching. The transmission would have four forward speeds plus reverse.

The transmission was named “Hydra-Matic Drive” and went into production in May 1939 for the 1940 model year.

Start of Hydra-Matic Production

The first Oldsmobiles so equipped were shipped in October 1939 in the Oldsmobile Series 60 and the Oldsmobile Series 70.

Oldsmobile was chosen to introduce the Hydra-Matic for two reasons:

  • Economies of scale — Oldsmobile produced more cars than Cadillac and Buick at the time, thus providing a better test base;
  • And to protect the reputation of Cadillac and Buick in case of a market failure of the new transmission. Advertising proclaimed it “the greatest advancement since the self-starter.”

In 1940, the Hydra-Matic was a $57 option (around $1,102 today). The price almost doubled for 1941, to $100 (or about $1,842 today). For the 1941 Cadillacs, the Hydra-Matic cost $125.

The transmission was a popular upgrade. Almost 200,000 cars had been optioned with the transmission by the time passenger car production was halted for wartime production in February 1942.

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1956 Volvo 122 ‘Amason’ aka Amazon

A vintage corporate PR image showing three Volvo Amazon cars being weighed together and lifted by a crane.This corporate PR image for the Volvo Amazon has the caption: “Three models are lifted to check their total weights.” (Photos courtesy of Volvo)

 

BY MARK MAYNARD

The Volvo Amazon was a midsized car manufactured and marketed by Volvo Cars from 1956 to 1970, according to its page in Wikipedia. It was introduced to the United States in 1959 as the 122S during the New York International Auto Show.

When introduced, the car was named the Amason (with an ‘s’) in tribute to the fierce female warriors of Greek mythology, the Amazons. German motorcycle manufacturer Kreidler had already registered the name. After negotiations, the two companies agreed that Volvo could only use the name Amazon within Sweden. Subsequently, Volvo began its tri-digit nomenclature and the line became known as the 120 Series.

Volvo invented the three-point seat belt in 1959

In 1959, Volvo claimed to be the world’s first manufacturer to provide front seat belts as standard equipment.

Ponton Styling 

The Volvo Amazon was sold in body styles of two-door sedan, four-door sedan, and five-door wagon — all noted for their ponton styling.

“The Amazon’s “ponton” (pontoon-like) three-box styling was inspired by U.S. cars of the early 1950s, according to Wikipedia. The ponton styling strongly resembled the Chrysler New Yorker sedan and the Chrysler 300C hardtop coupe. Amazon designer Jan Wilsgaard said he was inspired by an American Kaiser he saw at the Gothenburg, Sweden, port.

At introduction, the Amazon had a choice of two four-cylinder engines. The base in-line OHV 1.6-liter had 60-horsepower and there was an uplevel 85-hp variant. Power upgrades came in 1961 with a 70- or 90-hp 1.8-liter four-cylinder, with a bump to 95-hp in 1965.

A colorful marketing image of a two-tone red and white Amazon surrounded by admiring caballeros

This group of caballeros (ranch hands) might be pondering an Amazon pickup.

The Volvo Amazon had floor-mounted manual transmissions had either three- or four-speeds, with or without overdrive. However, some cars were delivered with a steering-column shifter.

Always a safety innovator, Volvo invented the three-point seat belt. It then began to provide the front seat belts as standard equipment. The belts were added to all Amazon models, including those for export.

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