Category Archives: Classic Cars

1984 Chrysler Fifth Avenue

I have a soft spot for the Mopar M-bodies like this Chrysler Fifth Avenue; there’s something appealing in its stubborn traditionalism. In the junkyard, the car called to me like a  boxy, vinyl-topped beacon. I had to look while I could, knowing that Fifth Avenue sightings are increasingly fleeting.
The car was bigger in person than I thought it would be, this being the smallest of the American full-size offerings of the time and based upon the Plymouth Volare/ Dodge Aspen compacts. I pulled up on the  door handle and saw the rose red and warm woodgrain of the interior. The button-tufted velour  felt soft yet springy, undoubtedly a plush place to sit. The steering wheel was of that familiar design Chrysler used in the 80s with the two spokes pointing to the bottom of the thin rim. The shining pentastar emblem in the center made me wish Chrysler displayed it as prominently today.

img_4114Chrysler made some of the more interesting radio designs during the 80s-90s, the one in this Fifth Avenue looking slick with a shining metallic face and techy fonts. Before I shut the door, I grabbed the end of the column shifter and imagined dropping the three speed TorqueFlite into drive.

I lifted the hood which sprung up nicely; why do we bother using prop rods and hydrolics? A messy a dirty 318ci LA V8 was what I saw and what powered all of these M-bodies towards the latter end of production. It wheezed out 140hp but make up for it with 246 pound-feet of torque.

Its an imposing car; the fender louvres, shining grill, and quad headlamps with turn signals atop project sinisterness. Perhaps what really makes this car stick out is simply age. Its creased angularity, common 33 years ago when it was made, is far removed from the smooth curves of the sheetmetal surrounding it. No obvious concessions were made to aerodynamics in the pursuit of formality.
I walked away from the big, white chrysler, feeling sad the forlorn relic will never again see the road. It looked striking and dignified even as it sat doomed in the junkyard.



Jeep Wrangler YJ

Among many enthusiasts is the notion that Wranglers stopped being good when Jeep went to the JK platform in 2006; likely a similar feeling to what Jeepers thought in 1987 when the YJ replaced the CJ-7. The  square headlights and bent grill of the YJ must have been what the plastic fenders and V6’s mean today in the JK. Those who malign the JK embrace the preceding Wranglers. However, there is a little bias against the square headlights of the YJ regardless of however good the vehicle underneath is. For this, the YJ has been overshadowed by the succeeding TJ (1997-2006), yet it is still a quintessential classic Jeep in ways that the JK can’t replicate.

Everything is metal on a YJ, despite the fact it originates from the late eighties and nineties. The grill is metal, the fenders are metal, and the tub has familiar slab-sidedness and gentle curves around the rear corners. It has exposed screws, wipers that haphazardly just lay across the windshield, and the top-heavy, nearly rickety, profile that ended with the JK. On the right rear corner of Wrangler, the magic words, “4.0L High Output” can be seen on models built after 1991. But back to that later; the YJ initially got off to a shaky start in its introductory year of 1987. It had a messily-designed plastic dash that replaced the flat metal unit in the CJ and a couple of weak, carbureted engine choices, the AMC 258 cubic inch straight six and the 150 cubic inch AMC inline-four. The 1987 Wrangler looked far removed from the CJ; it sat lower and wider for increased stability. But most noticeable and what was considered sacrilege to the more dedicated fans were those square headlights, they seemed to corrupt the familiar face of the Jeep in some eyes. By being the replacement for the CJ and by having those controversial headlights, the YJ has an inescapable stigma of not being a worthy successor to the CJ.


The 4.0-liter inline six had multi-point fuel injection, and, in the Wrangler, produced 180 horsepower and 220 pound-feet of torque. With this engine, the YJ makes all the classic Jeep noises and the torque seven-slot hearts desire. It has two leaf-sprung solid axles, probably the last light-duty vehicle to have them. The interior is a lot more comfortable than it has any right to be, it’s a sparse box with slap-dash design. But thanks to its proportions, the YJ feels very capacious. There are no airbags to worry about, just a wide, thin rimmed steering wheel with three stainless steel spokes. It has the high doorsills, and thin doors that swing open and closed lightly and freely. The mirrors are spindly, vertically oriented rectangles. It’s unmistakable for anything else.

In the age of the CJ, the YJ likely looked like a soft caricature. Square headlights are still brought against it, even today. That aside, the YJ is a premier example of what a classic Jeep is. It immerses you in an experience that personifies what the JK tries to be. It is an elemental and unique machine with the pull, roar, and sheet metal people have known and loved.


Ford Courier

Purposefully lean would best describe mini-trucks, the delightfully small and utilitarian compact pickups of the mid nineteen eighties and before. This Ford Courier, a Mazda rebadge, was produced from 1977 to 1983 in the thick of the mini-truck era. It sits low with no off road or macho pretense, has skinny, small diameter steel wheels with dog-dish hubcaps, and uncluttered, upright styling.

This truck is a tool, its for hauling things, in this case a small trailer. Just look at that cab to bed length ratio. Most pickups you will see today have this ratio the other way around, with the cab longer than the bed. The exterior is almost architectural in its design, with unabashed angularity and functionality. Grasp the metal handle and thumb down on the push button to swing open the light metal door. The interior is like the inside of a thin metal box, because that’s exactly what it is. There’s a little style in the way the red of the vinyl upholstery meshes with the black metal and plastic surroundings, but that’s obviously secondary to the overall function. The wispy thin two-spoke steering wheel has no pretensions other than to guide the truck it is attached to through a worksite. A tall, thin, spindly shift lever juts straight out of the transmission tunnel in front of the bench.

This Ford Courier is a tool, but can’t tools be just as fun as toys. There’s a sense of superficiality in the pickups of today; they try to mask their working origins in gluttonous size and power. Modest trucks like the little Courier, which have only the barest essentials to do the work trucks were meant to do, are refreshingly pure.

1994 Jeep Grand Cherokee Limited

In Limited trim, the Jeep Grand Cherokee represents the best of what SUVs were in the 1990s. This decade,  a sweet spot for SUVs, was a time between the watered-down vehicles following and the elemental vehicles of prior years. 1994, the year of the featured Grand Cherokee, was also a year in which the last vestiges of traditional American luxury still had influence in automotive design. Enter the pillow topped tan seats, gold-trimmed lattice wheels, gold emblems, and fake plastic wood of the Limited. The first generation (ZJ) Grand Cherokee arose from the AMC era with the Concept 1 of 1989, but unlike the XJ Cherokee, reeks of design principles defining the contemporary Chrysler. Those surprisingly stiff, yet luscious-looking leather seats look at home in any puffed-up K-based Fifth-Avenue. The overhead console, with its green dot-matrix computer, looks like nothing but Chrysler.

What made the ZJ great was the dimension of substance in combination of its fanciful accoutrements. It had two coil-sprung solid axles and, of course, the soulful and stout 4.0 liter inline-six. The powertrain was longitudinal, as it should be in an SUV, and transfer cases offered low range gearing. It had a Uniframe design, common to all closed Jeep SUVs in the 80’s and 90’s, that unified the frame and body  into a single structure.


The exterior is, in essence, an XJ Cherokee of larger dimensions with more concave sides and rounder edges. Square headlights and taillights have a stacked look to them, but are flush and smooth with the tidy body. The Limited in particular has prominent gold colored strips on the monochromatic bumpers and ribbed cladding; who can’t love a little bit of flash. The interior is posh with the squishy flat seats but unlike many classic SUVs, has appreciably spacious and efficiently designed accommodations. The gold theme continues with a 120 watt Infinity Gold stereo.

Nearly everything was perfect about this pure white ’94 ZJ. The paint, often peeling down to the bare metal on these, shown dazzlingly bright against the cold drizzle. Doors shut tightly and easily; aside from some cracked leather, it was free of the buy here pay here aura of impending death by neglect. But unfortunately, being a ’94, the engine spins a dubious Chrysler four-speed as opposed to the rock-solid AW-4 four-speed in 1993. At over 180 thousand miles, it could have only so much life left. But this perfect example of what is, on paper, the perfect SUV has a fresh transmission ready for the years and miles to come.

1985-1987 GMC Suburban and 1981-1983 Dodge Ram Club Cab

See the gallery below for more photographs.

Early morning at a boat ramp brought out a couple of interesting vehicles with some very notable features. The GMC Suburban 2500 Sierra Classic pictured above uses a naturally-aspirated 6.2 liter Detroit diesel for motivation. This particular engine produced 130 horsepower at 3600 rpm and 240 pounds-feet of torque at 2000 rpm during the time of its introduction while later models gained 13 horsepower and 17 pounds-feet of torque. A two wheel drive half-ton suburban from 1985 could achieve 15 MPG in the city and 22 MPG on the highway while a comparable Suburban equipped with the five liter V8 could muster only 12 MPG in the city and 16 MPG on the highway, showing the more economical nature of the diesel. Diesels were connected to a three speed automatic or a four speed manual. Suburbans of this iteration had a lengthy production beginning in 1973 and concluding in 1991, outlasting the rounded-line pickups by four years. This example of GM’s giants was extremely clean, with nearly flawless paint and trim, and no rust to be seen. Behind was an empty trailer, showing that this beauty is still hard at work.


Parked nearby was this battered Dodge Ram pickup optioned with the Club Cab. The first extended cab Dodges ran from 1973 to 1983, although it returned unchanged for 1991 until the 1994 redesign. This was the first extended cab offered in an American pickup, giving Dodge costumers a good compromise between the three seater regular cab, and the big crew cab available only on heavier duty trucks. This Dodge could be an ’81, ’82,  or an ’83 due to the fact it has the revised styling that came with the change to the Ram name. The proven slant-six, a 239 cubic-inch V8, a 318 cubic-inch V8 and a 360 cubic-inch V8 made up the range of power plants. This example was looking quite worn with sun damaged blue paint, missing trim and areas of exposed primer, however this only added to the purposeful look possessed by most old domestic pickups.

1972 Volkswagen & 1968 Chevrolet Camaro



In the parking lot in front of the local warehouse store, a few surprises rested among more modern machinery, including this bronze colored Volkswagen. As a Super Beetle, this variation of the iconic “bug” features a wider and higher hood that hides an independent front suspension and an extra four cubic feet of cargo space. The rear of this example housed either a 1300cc flat-four or the 57 horsepower 1600cc flat-four used in the 1302S model. On the decklid were four rows of cooling vents revealing this early form of the Super Beetle to be a 1972 model.


Not far away, a red Chevrolet Camaro SS convertible featured the revised front grill and turn signals added for 1968. Equipped with the SS package, this Camaro utilizes a 350ci V8 for power, while a 396ci unit was also available. An upgraded suspension for increased handling capabilities, and exterior styling upgrades, such as the black stripe seen on the front of the featured vehicle, where also part of the SS package. Check out the photo gallery below for more images of these vehicles.

The Classics: 1977-1979 Ford Ranchero

20140801-202529-73529844.jpgFor 1977, Ford introduced what was to be the last iteration of the Ranchero in North America. Fords newest version of its car-based pickup shared most pf its architecture with Ford’s contemporary mid-size vehicles such as the Ford LTD II, Mercury Cougar, and Ford Thunderbird. Also shared with these vehicles are its angular styling and low-slung stance. The long hood gave the truck nice proportions reminiscent of a large coupe, while the bed clearly defined it as a pickup. The rear of the cab curves to meet the top of the bed wall in a way similiar to that of the Chevrolet El Camino and GMC Sprint. Front sheet metal was shared with the LTD II, including its quad headlamps and protruding front fenders that helped give a mature and upscale appearance.

20140801-202530-73530745.jpgCreases run along the bottom of the truck and along the rear fender to continue the sculpted design of the front. In general, the last of the Rancheros had somewhat elegant styling and though it shared its basic idea with the El Camino, it had various design elements that set it apart. Motivating the big Ford was a choice of a 351 cubic inch V8 or the larger 400 cubic inch V8. Both engines were mated to a three-speed automatic. This generation of Ranchero was produced for only three years as the truck was discontinued in 1979, leaving only GM’s offerings to fill the domestic car-based truck market. The particular Ranchero shown was a 1979 model and was in nice shape. It seemed free from rust and the paint and vinyl top seemed devoid of conspicuous imperfections. The owner seemed to have abandoned the original wheels for some larger, more modern five spoke alloys allowing for a more modern look.