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.
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.
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.
MMustang fever began 61 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. The route went from Westchester Country Club in New York to Dearborn, Mich.
Journalists make a fuel stop along 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. 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.
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.
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.
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.
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 passed the 1 million mark in March 1966.
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.
The 1965 Mustang interior.
A 1966 Mustang GT fastback.
The 1966 Shelby Mustang GT-350H, the so-called rent-a-racer.
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 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.
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.
The 1970 Fastback.
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.
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 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.
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.
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 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 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.
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.
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.
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 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.
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 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.
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.
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.
“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.
Convertibles from 1999, 1994, and 1965.
The 2000 SVT Mustang Cobra.
The 2001 Mustang Bullitt GT, in the likeness of the 1968 from the movie.
The 2003 Mach 1.
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.
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.
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-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 2013 U.S. Air Force Thunderbirds Edition Mustang.
6th Generation: 2015 to present
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 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 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.
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 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
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 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. When selecting personalized drive mode settings, the car’s current setup is displayed on the center stack as real-time graphical renderings. 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 drivers to enter and exit without removing their helmets. On the rear deck, new signature tri-bar lighting and a 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 Mustang is assembled at Flat Rock Assembly Plant in Flat Rock, Mich.
“Ground to Sky: The Sinkhole Reimagined” will run through Sept. 15 in the National Corvette Museum, Bowling Green, Ky.
Corvettes retrieved from the sinkhole and brought out of storage include the ZR-1 Spyder, 1962 Corvette, and the 2009 1.5 millionth Corvette. (Photos courtesy of the National Corvette Museum)
The National Corvette Museum has opened a limited engagement exhibit that chronicles the 2014 sinkhole that captured worldwide attention.
“Ground to Sky: The Sinkhole Reimagined” tells a story of resilience encapsulating a decade of progress since the cave-in. Visitors will be able to reflect on the recovery of one of the most shocking automotive stories of all time.
On Feb. 12, 2014, car enthusiasts worldwide tuned in to a captivating but cringeworthy story. Eight iconic Corvettes had fallen 30 feet in a massive sinkhole through the museum’s show floor in Bowling Green, Ky. In the days, weeks, and years that would follow, the National Corvette Museum would recover all eight cars.
The decade’s long milestones of restoring the sinkhole damage.
Now, a decade later, the museum is telling the story of recovery and rebuilding. The three-month, limited-engagement exhibit opened June 14 and will run through Sept. 15, 2024. Among the special features are:
Recovered Sinkhole Corvettes: Corvettes retrieved from the sinkhole and brought out of storage include the ZR-1 Spyder, 1962 Corvette, and the 1.5 Millionth Corvette. These icons will be displayed alongside the 2009 ZR-1 Blue Devil and 1 Millionth Corvette.
Personal Interviews: Museum staff members give firsthand accounts of the sinkhole’s discovery, recovery, and current progress.
Museum Chronology: Reflect on the museum’s transformative journey over the past decade. Highlights include the repair of the sinkhole, two dozen new exhibits, and capital improvements to the McMichael Education Gallery.
The “Road to Sky” exhibit will run through Sept. 15, 2024, in the National Corvette Museum, Bowling Green, Ky.
PLAN A VISIT
“Ground to Sky: The Sinkhole Reimagined” opened June 14 and will run through Sept. 15. Plan a visit at this link.
Museum admission includes access to the Skydome, which features a viewing platform for the 40-foot sinkhole. Visitors can also see the boulder that impacted the 2001 Mallett Hammer Z06, the last Corvette pulled out of the sinkhole. It is now outside the Stingray Grill.
The display will have special braille labels for all five Corvettes. The project was created with the American Printing House for the Blind in Louisville, Ky.
The 2009 1.5 millionth Corvette.
IF YOU GO
National Corvette Museum is at 350 Corvette Drive, Bowling Green, Ky 42101.
CONTACT: (270) 781-7973
MUSEUM HOURS:
Sunday-Saturday 9 a.m. to 5 p.m. CST
COST:
General admission is $25 for ages 13-61; $14 for youth 5-12; $23 ages 62 years and older. See ticket pricing and packages here.
UPCOMING HOURS
Nov. 1-Dec. 31 – Monday-Friday 10 a.m. to 5 pm. CST; Saturday and Sunday 9 a.m. to 5 p.m. CST
Jan. 1-Feb. 28, 2025 – Monday -Friday 10 a.m. to 5 p.m., closed Tuesdays; Saturday and Sunday 9 a.m. to 5 p.m.; closed Tuesdays in January and February
*The last admission tickets are sold by 4:30 p.m. Tickets can be purchased on-site or online. The museum is closed on New Year’s Day, Thanksgiving Day, Christmas Eve, and Christmas Day.
In the early 1950s, the Buick brand was full speed ahead in feeding post-war demand for passenger cars. Buick became known for its tagline ‘Premium American Style’
The 1951 Buick Convertible remains a symbol of an era when cars were more than mere transportation — they were works of art, craftsmanship, and aspiration. (Photos courtesy of the GM Media Archive)
American car design was on the threshold of a renaissance in the early 1950s. It was just five years since the end of World War II when U.S. automakers got back to the business of making vehicles for civilians and not the war effort.
Between Feb. 10, 1942, and Sept. 9, 1945, General Motors and other American carmakers did not produce cars for civilian use. Starting in 1940, General Motors eventually converted over 100 of its manufacturing plants to produce for the war effort.
After the war, passenger car designs continued to grow in size — a direct reflection of the post-war prosperity enjoyed by most Americans. Automotive engineering brought new technologies, such as electric starters, hydraulically operated convertible tops, power windows, and power driver’s seats — sometimes referred to in period print ads as the pilot’s seat.
On the production line in 1951 at Buick City, Flint, Mich.
The first safety features debuted, such as padded dashboards, safety glass, and improved brake systems. Now that chrome was again available (restricted during wartime production), large expanses of the shiny metal alloy coating was applied to bumpers, bodyside spears, grilles, and headlight casings.
Design features of warplanes could be seen in the post-war designs of cars, according to a report in Hertz.com. Expansive tail fins emulated aircraft wings. Hood ornaments took the shape of gunsights, and conical “Dagmar” bumper guards would mimic artillery shells. Buick’s iconic “vertiports” — hood portholes — recalled the exhaust outlets of fighter aircraft such as the P-51 Mustang, built by North American Aviation in the 1940s. While the P-51 Mustang was V-12 powered, with six exhaust ports aft the propeller, the Buick had just three to four ventiports on each side of the hood.
The Roadmaster instrument panel.
Ventiport History
The now-iconic Buick portholes, correctly termed “ventiports,” were a stylist fluke. Credit for the brand-defining feature goes to noted General Motors stylist Ned Nickles, who designed and installed a set of round fender vents on his personal 1948 Buick Roadmaster. According to the engaging report in MacsMotorCityGarage.com, Nickles used small electric lamps (probably neon or similar) that were wired to the ignition system. The lights would flash in sequence with the cylinders of the engine. Reportedly, he was inspired by the flashing exhaust pipes (or gun muzzles, in some versions of the story) on World War II fighter aircraft.
At that moment, a Buick styling trademark was born.
“Buick manufacturing boss Edward T. Ragsdale ridiculed the gimmick, saying it ruined the car, but general manager Harlow Curtice loved the idea, minus the flashing lamps, and ordered the vertiports into production on the 1949 models, a scant seven months away.
The 1949 Roadmaster debuted four “Cruiser-Line Ventiports” per side, while the junior Super and Special sported just three per side. The Roadmaster earned four portholes for its 320-cubic-inch straight-eight vs. 260 cubic inches of the lesser models. The F-263 engine (for 263 cubic inches) had power ratings of 120 hp or 124 hp in the 40 series or 50 series. The top-line 70 series had an upgrade to 168 hp.
Buick color print ad: “Smart Buy for 1951.”
Post-War Vehicle Demand
The Buick brand was full speed ahead in feeding new post-war demand for passenger cars. The brand became known for its tagline, “Premium American Style.”
The 1951 Buick model-year lineup elevated the General Motors brand to America’s fourth-largest automaker. Total sales that year were 406,657, according to the third edition of “The Standard Catalog of American Cars, 1946-1975.” Convertibles represented 9.4 percent of Buick’s business.
Each Buick series had its unique grille pattern, contributing to its identity. The Super Series, for example, sported a bold horizontal grille.
Buick Innovations
The 1951 Buicks were known for their distinctive features, combining style, comfort, and innovation. Here is a list of some of the special features that set Buicks apart:
1. Dynaflow Transmission: Buick introduced the Dynaflow automatic transmission, which provided smooth gear changes and eliminated the need to shift gears manually.
2. Distinctive Grille Designs: Each Buick series had its unique grille pattern, contributing to its identity. The Super Series, for example, sported a bold horizontal grille.
3. Electric Clocks: Buick was among the first to include electric clocks as standard equipment. The timepieces added a touch of modernity.
4. Safety Innovations: Buick emphasized safety. Features like padded dashboards, safety glass, and improved braking systems ensured passenger well-being.
5. Wide Whitewall Tires: Buicks roll on wide whitewall tires, which enhance their visual appeal and ride quality.
There looks to be room for the golf cart and clubs in the 1951 Roadmaster trunk.
The “Fireball Eight”
Buick debuted the “Fireball Eight” straight-eight-cylinder engine across its entire lineup beginning with the 1931 model year. The straight-8 would continue powering all Buicks until it was replaced by the 322-cubic-inch “Nailhead” V-8 beginning in 1953, per the Journal of Classic Cars.
“The Buick lineup in the early 1950s was easy to map out, with just three models starting with the Special (Series 40) at the entry-level position. Moving upward came the Super (Series 50) with such features as distinctive rear side windows. Sitting at the top was the Roadmaster (Series 70) flagship with “sweepspear” fender trim and wide chrome panels below the windows and doors.
Convertibles represented 9.4 percent of Buick’s business in 1951.
Buick Special Convertible
The 1951 Buick Special Convertible, also known as Model 46C, epitomized Buick’s dash and elan in a budget-priced package. Despite its affordability, $2,561, it boasted luxurious deluxe finishes that set it apart.
The Model 46C was a two-door convertible with seats for six. It was powered by the new F-263 engine, with high compression ratios and ample horsepower. The convertible was full-bodied at 3,645 pounds but 860 pounds less than the Roadmaster.
Inside, passengers were treated to plush interiors, comfortable seating, and attention to detail.
The top-of-the-line Buick Roadmaster Riviera pushed the starting price to $3,453 in 1951. But it remains a symbol of an era when cars were more than mere transportation — they were works of art, craftsmanship, and aspiration.
The Petersen Automotive Museum in Los Angeles will celebrate “Dream Cars” from the 1950s with its newest exhibit, “GM’s Marvelous Motorama: Dream Cars From the Joe Bortz Collection.” The unique display will open on March 16 and run through March 2026. The exhibit will feature six concept cars, displayed initially at GM Motorama shows in 1953, 1954, and 1955.
Staged in the Audrey and Martin Gruss Foundation Gallery, the exhibit will explore the history of General Motors’ traveling Motorama shows. Legendary GM stylist Harley Earl used the shows to present experimental non-production cars that featured design and technological concepts. Some of his creations were put into production, including the 1953 Corvette.
In the mid-1980s, collector Joe Bortz purchased the four cars from the Warhoops scrapyard in Sterling Heights, Mich. Here, he rescues the 1955 Chevy Biscayne. (Photo courtesy of Joe Bortz)
“These cars are the Picassos and Rembrandts of this automotive generation. To see six of them together, all from the ’50s, and all the real deal is a once-in-a-lifetime opportunity.” — Joe Bortz, collection owner
The Marvelous Motorama exhibit will feature six cars, including three rescued from near destruction at Warhoops Auto and Truck Parts in Sterling Heights, Mich. After their time in the spotlight, most “Dream Cars” were sent to scrap yards to be cut apart and crushed. Four cars were saved by Warhoops employees and squirreled away among junked car bodies. After hearing rumors about the saved “Dream Cars” in the mid-1980s, collector Joe Bortz purchased the four cars from the scrapyard.
The 1955 LaSalle II Roadster concept. (Petersen Automotive Museum/GM)
6 Motorama Cars On View
Museum visitors to the Marvelous Motorama display will see the 1955 LaSalle II Roadster and 1955 Chevrolet Biscayne, which Bortz painstakingly restored after both were cut in half in preparation for the crusher, as well as a 1955 LaSalle Sedan in its “junkyard fresh” condition. Additional cars featured in the exhibit are the 1953 Pontiac Parisienne, 1953 Buick Wildcat, and a wholly original and unrestored 1954 Pontiac Bonneville Special.
“These cars are the Picassos and Rembrandts of this automotive generation,” said Bortz. “To see six of them together, all from the ’50s, and all the real deal is a once-in-a-lifetime opportunity.”
An artist’s rendering of the 1954 Bonneville Special bubble top. (Petersen Automotive Museum/GM)
“Joe Bortz has an incredibly unique collection of historic cars, the likes of which have never been displayed at the museum,” said Petersen Automotive Museum Executive Director Terry L. Karges. “The Motoramas were an important part of automotive history, and we are excited to share these ‘Dream Cars’ with enthusiasts from around the world.”
“GM’s Marvelous Motorama: Dream Cars From the Joe Bortz Collection” will run through March 2026. To purchase tickets or for more information about the Petersen Automotive Museum, please visit Petersen.org/exhibits.
The 1955 GM Motorama display in the Waldorf Astoria shows La Salle II concept cars. (Petersen Museum/GM)
About the Petersen
The Petersen Automotive Museum Foundation is a non-profit 501(c)(3) charity. The museum is at 6060 Wilshire Blvd. (at Fairfax) in Los Angeles, 90036.
Admission prices: $21 for general admission adults, $19 for 62+, $13 for youth (12-17), and $13 for children ages 4 to 11. Active military with ID, personal care attendants, and children under age 4 are admitted free.
Museum hours: 10 a.m. to 5 p.m. daily.
For general information: (323) 930-CARS or visit Petersen.org.
The Willys Jeep Station Wagon, Jeep Utility Wagon, and Jeep Panel Delivery were produced by Willys and Kaiser Jeep in the United States from 1946 to 1964, according to Wikipedia. Production in Argentina and Brazil continued until 1970 and 1977 respectively. They were the first mass-market all-steel station wagons designed and built as a passenger vehicle.
“After the 1949 introduction of a four-wheel drive option, the 2WD was sold as “Station Wagon,” while the 4WD was marketed as “Utility Wagon.” The 4WD Willys Jeep Wagon is often considered the first production sport utility vehicle.
“With over 300,000 wagons and their variants built in the U.S., the Willys Jeep Station Wagon was one of Willys’ most successful post-World War II models.
A 1947 print ad for the Jeep Station Wagon. (Stellantis archives)
“The Jeep Wagon was designed in the mid-1940s by industrial designer Brooks Stevens. Willys did not make their own bodies; car bodies were in high demand, and Willys was known to have limited finances. Brooks, therefore, designed bodies that could be built by sheet-metal fabricators who normally made parts for household appliances.
“The steel body was efficient to mass-produce, easier to maintain and safer than the real wood-bodied station wagon versions at the time.
“Within the first two years of the Jeep Wagon’s production, the only manufacturer in the United States with a station wagon that was comparable in price was Crosley, which introduced an all-steel wagon in 1947.
“The Jeep Wagon was the first Willys product with independent front suspension. Barney Roos, Willys’ chief engineer, developed a system based on a transverse seven-leaf spring. The system, called “Planadyne” by Willys, was similar in concept to the “planar” suspension Roos had developed for Studebaker in the mid-1930s.”
60-hp ‘Go-Devil’ Flathead
KaiserWillys.com reports that the Willys Station was initially fitted with the L-134 “Go-Devil” four-cylinder engine (the same engine first used in the CJ Series). The 134.2 cubic-inch flathead inline engine produced just 60 hp with a one-barrel carburetor.
Because the wagon’s seats were removable (except the driver’s seat), cargo space was optimized post-war, creating more appeal for the more suburban consumer.
This corporate PR image for the Volvo Amazon has the caption: “Three models are lifted to check their total weights.” (Photos courtesy of Volvo)
