Ford Motor exec Lee Iacocca, known as the father of the Mustang, speaks at the pony car’s 1964 reveal at the New York World’s Fair.
Vin Car Pic of the day: Father of the Mustang
Maserati Boomerang Turns 50
The 1972 Maserati Boomerang concept conveyed an image of penetration, power and speed. (Photos courtesy of Maserati)
The Maserati Boomerang concept defined Maserati as a brand of iconic and avant-garde cars that pioneered technology and style
A half century has passed since the Maserati Boomerang debuted at the Geneva Motor Show on March 9, 1972. It was a one-off concept created by the renowned Giorgetto Giugiaro and produced by Italdesign. Only one car was ever produced.
The Maserati Boomerang concept made an appearance at the 1971 Turin Motor Show. And it was presented at the Geneva motor show in 1972 as a registered vehicle that ran perfectly, Maserati said in a release.
Italdesign started with the Maserati Bora for the Boomerang’s chassis and mechanics. The powertrain was a rear-mounted, 90-degree 4.7-liter V-8 engine. Channeled through a five-speed ZF manual gearbox, the 310-hp Bora would have a top speed of almost 186 mph (300 km/h).
The Maserati Bora.
The two-seat Maserati Boomerang sports coupé never went into production. But its stylistic legacy continued Giugiaro’s later creations. And it was inspiration for other automakers in Europe and the United States.
The influence of the Boomerang’s wedge shape can be seen in the 1973 Audi Asso di Picche concept, 1973 VW Passat Mk1, 1974 VW Golf Mk1, 1976 Lotus Esprit and Medici II show car, 1979 Lancia Delta and Maserati Quattroporte III, and 1976 designed and 1981 launched DeLorean.
The Maserati Bora was used for the Boomerang’s foundation.
Design Elements
The originality of the Maserati Boomerang was in its wedge shape and bold lines. The stance conveyed an image of penetration, power, and speed.
Stylistically, a horizontal line divided the Boomerang in two with a sloping windscreen and a panoramic sunroof. The original windows of the doors were divided by a metal strip. And the retractable square headlamps stood out, with horizontal lights in the rear.
The Boomerang’s dashboard instruments were built into the spokeless steering wheel and the wheel rotated around the stationary gauges.
The interior was extremely modern and introduced fresh ideas. For example, the dashboard instruments were built into the spokeless steering wheel, and the seats were positioned very low.
The one production version of the Boomerang made other appearances in international competitions. It would change hands between various owners, and ended up as the feature car in a number of auctions; it was even used in commercials.
Considered by many to be a work of art, the Maserati Boomerang was revolutionary and influenced the designs of successive cars. It continued to define Maserati as a brand capable of creating unique automotive concepts, iconic and avant-garde cars that acted as pioneers of technology and style.
The Maserati MC20 supercar.
The Future for Maserati
Now more than ever, Maserati is unique for its design and innovation. It is moving forward with the new Grecale SUV and the 621-hp, MC20 super sports car. The 2022 MC20 debuts Maserati’s in-house designed new 3.0-liter V-6 Nettuno engine that applies F1 technology for a road car. MC20 pricing starts at $212,000.
Details for the Maserati Grecale small SUV will be released March 22.
1958 Chevrolet Bel Air Impala Sport Coupe
The 1958 Impala was the top model for the Chevrolet Bel Air line of hardtops and convertibles. (Photos from GM Media Archive)
In the recession year of 1958, GM promoted its 50th year of production. In tribute, the company introduced anniversary models for each brand: Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet.
According to the Impala’s Wikipedia page, the 1958 models shared a common appearance on the top models for each brand: the Cadillac Eldorado Seville, Buick Limited Riviera, Oldsmobile Starfire 98, Pontiac Bonneville Catalina, and the Chevrolet Bel Air Impala.
“The 1958 Impala was the top model for the Bel Air line of hardtops and convertibles.
“From the windshield pillars rearward, the 1958 Bel Air Impala differed structurally from the lower-priced Chevrolet models. Hardtops had a slightly shorter greenhouse and a longer rear deck.
“The wheelbase of the Impala was longer than the lower-priced models, although the overall length was identical. Interiors held a two-spoke steering wheel and color-keyed door panels with brushed aluminum trim. No other series included a convertible.
The 1958 Chevrolet Bel Air Impala helped Chevrolet regain the No. 1 production spot in this recession year.
“The 1958 Chevrolet models were longer, lower, and wider than their predecessors. And this was the first model year for dual headlamps.
“Deeply sculptured rear fenders replaced the tailfins of the 1957. In addition, impalas had three taillights on each side, while lesser models had two and wagons just one.
Impalas included crossed-flag insignias above the side moldings, bright rocker moldings, and dummy rear-fender scoops.
The Chevrolet Impala was identified by the image of a leaping African antelope in some form or another since its debut in 1958.
Chevrolet Impala Powertrains
A 283 cubic-inch V-8 was standard. Its power ratings ranged from 185 to 230 horsepower. When upgraded with Rochester Ramjet fuel injection, power output increased to 250 hp.
Two versions of Chevrolet’s first big-block 348-cubic-inch (5.7-liter) V-8 were optional:
- A single four-barrel carburetor, producing 250;
- Three two-barrel carburetors, 280 hp.
55,989 Impala convertibles and 125,480 coupes were built, representing 15 percent of Chevrolet production. In addition, the 1958 Chevrolet Bel Air Impala helped Chevrolet regain the number-one production spot in this recession year.
1960 Chrysler Windsor
In 1959, Chrysler advertised the Windsor’s new wedge-head “B” engines as ‘Golden Lions’ and the cars as ‘Lion Hearted’
The full-size Chrysler Windsor sedan was in production from 1939 through to 1961 in the U.S. and in Canada until 1966.
In 1959, Chrysler started to advertise the Windsor’s new wedge-head “B” engines as “Golden Lions” and the cars as “Lion Hearted,” according to Wikipedia.
“The RB 383-cubic-inch V8 produced 305 hp with a twin-barrel carburetor. Lions were used in the advertising, and the cars had lion emblems on the front doors and on the cylinder heads.
“In 1960, all Chrysler cars got a unibody frame. A new parking brake was also used, and the brakes on the Windsor were 11-inch drums. Air conditioning was a $510 option.
At nearly 18 feet long and 79.4 inches wide, the Windsor rode on a long wheelbase of 122 inches.
Windsor By the Numbers
In a report by ConceptCarz.com, the “Golden Lions” was part of Chrysler’s advertising campaign for the new wedge-head “B” engines. Introduced the previous year, the cars were known as “Lion Hearted.”
“The RB 383 cubic-inch V8 had five main bearings, hydraulic valve lifters, a Carter two-barrel carburetor, a cast-iron block, and delivered just over 300 horsepower.
“The Canadian-built Windsors were powered by the ‘Low Block’ 361 cubic-inch engines from the U.S.-built DeSotos and Dodges. Instead of the ‘Golden Lion’ medallion, they received three golden crests on the front doors.
Dual headlamps were standard, and the Flitesweep deck lid, stone shields, and sill moldings were optional equipment.
1960 Windsor Pricing
“Windsor body styles included a hardtop coupe priced at $3,280, a hardtop sedan at $3,345, a sedan at $3,195, and a convertible at $3,625. A six-passenger station wagon was $3,735, and the nine-passenger version listed for $3,815.
“The most popular body style was the sedan with 25,152 examples built, followed by 6,496 of the hardtop coupe, and 5,897 of the hardtop sedan.
“The convertibles and station wagons were exclusive, with 1,467 of the convertible, 1,120 of the six-passenger wagon, and 1,026 of the nine-passenger wagon constructed.”
Alfa Romeo Tipo 158 ‘Alfetta.’
Nino Farina takes the checkered flag in an Alfa Romeo 158 at the 1950 Silverstone Grand Prix. The first ‘hat trick’ of Formula 1.”
Nino Farina in Alfa Romeo 158 at the 1950 Silverstone Grand Prix.
The energy is compelling in this vintage PR image from the Alfa Romeo media site.
The modern era’s first World Championship Formula 1 race was staged May 13, 1950, at the Silverstone Circuit in Silverstone, England.
Giuseppe “Nino” Farina won the Grand Prix of Europe with his Alfa Romeo Tipo 158 ‘Alfetta.’
It was such an impressive feat that King George VI personally congratulated all the drivers of the Alfa Romeo Team for the exceptional result: pole position (Farina), victory (Farina), fastest lap (Farina), and top place in the league throughout the Grand Prix.
The “Little Alfa”
The Alfa Romeo 158/159, also known as the Alfetta (Little Alfa in Italian), is one of the Italian manufacturer’s most successful Grand Prix racing cars.
According to its page in Wikipedia, the Alfa Romeo 158 and its derivative, the 159, took 47 wins from 54 Grands Prix entered. The race car was developed initially for the pre-World War II voiturette formula (1937) and had a 1.5-liter straight-8 supercharged engine. The car’s 158 ID refers to its 1.5-liter engine and eight cylinders.
Following World War II, the car was eligible for the new Formula One introduced in 1947.
The “3F” Team
In the hands of drivers such as Nino Farina, Juan Manuel Fangio, and Luigi Fagioli, it dominated the first two seasons of the Drivers’ World Championship.
In a 2015 report by Sports Car Digest, Alfa Romeo fielded a team of four “Alfetta” to the Silverstone track for the debut World Championship Formula 1 race in 1950.
The Alfa Romeo 158 race cars were entrusted to Giuseppe “Nino” Farina, who became the world champion at the end of the season, and to Luigi Fagioli, Juan Manuel Fangio. Fangio was the rising Argentine star who won the world title in ’51 again with the Alfetta, and Reg Parnell, a British driver chosen in honor of the country hosting the first Championship.
Farina won the race, and two other places on the podium were also Alfa Romeo entries. The cars of the Milan-based company dominated the race, a script that was repeated throughout the Championship.
During the season, the trio of Farina, Fagioli, and Fangio was dubbed by the public as “the 3F.” Together with their Alfa Romeo, they held the name of Italy high in international motor racing, a historic moment for the country and Alfa Romeo.
After the race, King George VI personally congratulated all the drivers of the Alfa Romeo Team for the exceptional result: pole position (Farina), victory (Farina) and other two places on the podium, fastest lap (Farina), and the top of the league throughout the Grand Prix.
“‘Nino’ Farina thus also took home the first ‘hat trick’ of Formula 1.”
1959 Chevrolet El Camino
The 1959 Chevrolet El Camino combined dramatically finned styling with half-ton pickup utility
Unlike a standard pickup truck, the El Camino was adapted from the two-door Chevrolet Brookwood two-door wagon. (Photos courtesy of GM archives)
The original Chevrolet El Camino introduced for 1959 combined the dramatically finned styling of that period’s Chevrolet cars with half-ton pickup utility.
The El Camino as a passenger-car pickup was intended to answer the success of the Ford Ranchero coupé utility. The Chevrolet variant was based on the B-body Biscayne wagon but lasted only two years.
Production resumed for the 1964-1977 model years based on the Chevelle platform. Then, it continued for the 1978-1987 model years based on the GM G-body platform for midsized, long-wheelbase rear-wheel-drive cars. Examples of G-body cars are the 1969-1972 Pontiac Grand Prix and 1970-1972 Chevrolet Monte Carlo.
The Personal-Car Pickup
Unlike a standard pickup truck, the El Camino was adapted from the two-door Chevrolet station wagon platform and integrated the cab and cargo bed into the body, according to its page in Wikipedia.
The excitement of the El Camino’s debut was short-lived. After 1960, the passenger-car pickup went on a three-year hiatus.
Chevrolet revived the “personal pickup” concept for 1964, with a new version based on that year’s new midsize Chevrolet Chevelle.
During the ‘muscle car’ era that followed, El Camino buyers could order their truck with a Chevrolet high-performance big-block V-8 powertrain, creating a sport pickup that could “haul” in more ways than one. By 1968, a complete Super Sport package was available.
The Chevelle El Camino was produced through two more styling generations (1968-1972 and 1973-1977).
For 1978, the El Camino was moved to that year’s new, smaller Malibu platform. The final El Caminos were 1987 models.
The GMC truck division also had its badge-engineered El Camino variant, called the Sprint. It was introduced for the 1971 model year. Renamed Caballero in 1978, it was also produced through the 1987 model year.
The 1959 El Camino was aimed at the success of the Ford Ranchero, introduced in 1957.
Origin of the El Camino
The concept of a two-door pickup-like vehicle based on a passenger car began in the United States in the 1920s. The body style was known as a roadster utility, roadster pickup, or a light delivery model.
Ford Australia was the first company to produce a coupé utility. The idea for such a vehicle came from a 1932 letter from a farmer’s wife in Victoria, Australia. She asked for “a vehicle to go to church in on a Sunday and which can carry our pigs to market on Mondays.”
Ford designer Lew Bandt developed a suitable solution, and the first coupé utility model was released in 1934.
General Motors’ Australian subsidiary Holden also produced a Chevrolet coupé utility in 1935. And Studebaker produced the Coupé Express from 1937 to 1939.
The body style did not reappear in the U.S. until the release of the 1957 Ford Ranchero.
