By on October 6, 2013


Those of us who were kids in the 60s hated fall for traditional reasons like the end of summer and the inevitable return to ten months of incarceration in the education system. We were forced to abandon our “no more pencils, no more books” mantra and accept our grim fate. One of the few redeeming features of autumn was the debut of the new models at the Big Three dealerships because the 60s were also a time of change every year for most North American cars in the 60s.


Most of the popular car magazines used to dangle artists’ sketches of future models a year or two in advance of their actual production. We would be treated to these teasers and eventually we would see the actual photo preview of the new models in the magazines about a month before we saw them in the dealership. These were exciting times for us because we could see the changes every year in an era where cosmetic surgery was a staple of the new car philosophy in Detroit. Think of the visual differences between a 1964 Chevy and a 1965 Chevy; then consider how radical a shift in appearance occurred in one model year.

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The same was true at Ford in 1965 when the new Blue Oval model pushed the 1964 model right out of the dealership showroom, as well as the hearts and minds of the buying public.


Things were no different at Chrysler because their models also took on a brand new appearance for 1965. All of the Big Three flagship models had become less rounded and more squared-off in their bodylines on their ’65 cars.


The back nine of the 60s decade concentrated on yearly cosmetic variations on the basic platform for many US car models and the sheet metal changes were more subtle than the giant change from 1964 to 1965. The 1966 Ford looked a lot like the ’65, but it was still very clearly its own car with its own identifiable look.

However, there were exceptions, with models like the Dodge Charger because the 1966-67 Chargers shared much of its sheet metal with the Dodge Coronet, while the 1968 Charger blazed a brand new path for the car.


None of these changes were missed by those of us who were young and impressionable junior car guys in the 60s. I can recall a very cold Saturday morning in October 1967 when we rode our pedal bikes into town to see the new 1968 cars at Miller Motors (now Southside Dodge) before they were even in the showroom.

The cars were fresh off the delivery train and still had a layer of thick dust on them. We felt like we were early guests at a huge event because we were able to see full-sized versions of the new models that were previously only available on the pages of the automotive magazines in their new car preview editions.


These days we attend car shows to see those same models from the distant past that were once brand new on the pages of car magazines and the dealership lots. We bonded with them a long time ago and we still love them today.

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53 Comments on “Autumn In The Sixties: When The New Cars Hit The Showroom...”

  • avatar

    Thank you Jim, loved every word of this, especially the first paragraph! I remember this period vividly and the photos are wonderful. There was an excitement then to new cars, if only skin deep.

  • avatar

    Had a neighbor who every September would get a new Thunderbird. We (mostly us kids and a few Dads) would all be over there checking it out.

  • avatar

    And an Impala had 6 taillights to distinguish it from lesser Chevys.

    AMC I’m sure wasn’t changing much just due to cash constraints.

    • 0 avatar

      I think Impalas also had unique wheel covers, but I could be wrong.

      They were definitely all around fancier than their Bel Air and Biscayne brethren, since the Impala was top dog until the Caprice came in…’65?

      • 0 avatar

        Impala & Caprice used different full wheelcovers; the Belair & Biscayne used the same full covers as the Impala but were generally seen with the doggie bowl standard (small covers) where as Impalas usually had the optional full covers.

        The Caprice was introduced in mid ’65 (late January) as a four door only hardtop.

      • 0 avatar

        You got it, midyear Caprice in 1965. And if you checked off the right boxes, you also got a new 396 and TH400 to go(and I do mean GO) with that Caprice.

        My biggest thrill after seeing one of those in a neighbors driveway was taking my Chevy pal down to Van Nuys Assembly Division around August 1966 to snoop around, peek over the fence, hoping to see the new full size Chevrolet. I boosted my friend Rick up, first. No sooner was he able to see over then he yelled, ‘J…s’, you got to see this’, and I thought, OK the new SS must be dynamite. Nope, I looked over the fence, and among a couple of full size Chevrolets, there were two Camaro bodies without front sheet metal, fully trimmed, and neither of us were expecting this. My friend was driving a hand-me-down ’52 Chevy that summer, but he was so enamored of the Camaro that the following summer he bought a’67 SS350 with RS package, Custom Interior, and disc front brakes.

  • avatar

    Great story! I don’t like to spend too much time looking back, but the way you describe it is exactly how it was, which made Fall my favorite time of year

  • avatar

    It’s amazing to think that for all those years, nearly every model from the big 3 got a revision each and every model year, sometimes more of a refresh than a restyle, but always enough to distinguish “this year” from “last year”. In the case of Ford, for example, the bodies were totally different each year from 1961 through 1965. This must have cost a fortune in making body dies. Even now I can see a car from that era and pin it down +/- one model year. I’ve always felt that when the time came in the late 70’s where Detroit phoned it in with a tweak in the grille and tailights, that was when you could pin down the beginning of their decline from greatness.

    Of course, one needs to consider the fact that, while visually the cars kept evolving, under the skin the technology was moving at a glacial pace. Detroit stuck PCV valves on their engines in ’64 and assumed they’d be left alone for another 30 years, and the Powerglide transmission would be around to propel Mars rovers.

    • 0 avatar

      Those annual changes were just a colossal waste of resources. Spending money to make the car look different, but not making it better makes no sense at all to me. Still continues to today in some nooks of the industry – Chevy trucks vs. GMC trucks being a big one. Blah, blah, blah different sales channels and buyers, whatever. They are still spending a pile of cash to make two identical things look a little different.

      • 0 avatar

        Most of us back then had a poetry in our souls, not a calculator.

        • 0 avatar

          Poetry in your souls? The reality was a little more cynical than that. Yearly restyling was nothing more than planned obsolescence, a way to get you in the showroom and separate you from your money on an annual basis for fear of the neighbors seeing you in (gasp!) last year’s model.

          Constant wailing over the loss of “unique” styling is simply wasting effort lamenting something you never had in the first place. 66-67 GM A-bodies, 66-67 Ford/Mercury midsizers, 68-70 Chrysler B-bodies, all could have penned by the same stylist on the same day. And probably before lunch.

          I recall the story of an elderly woman named Anna, a Ford stockholder who, at a meeting, took Hank the Deuce to task regarding the then-current styling trends at Ford. Her complaint? “They all look alike today. Ford, Dodge, Chevrolet, you can’t tell them apart anymore!” That was in 1969.

          The more things change, and all that.

        • 0 avatar

          In my own case, at that age the poetry might have been doggerel, but yeah, those were wonderful years for commercial art.

          well, yeah, what you say is probably true; nonetheless, some of that styling was gorgeous: the ’64 Chevy & Chevelle, the ’60 Valiant, the ’64 Imperial, the Kennedy era Continentals, the ’63-64 Pontiac and Tempest, the … well, you get the idea. I did think the styling went downhill after 1965.

          But the fact is, if companies are pushing out new styles every year, and the stylists are good (not so much especially after 1970), you’re going to get a lot of great commercial art.

          • 0 avatar

            I’m not saying there weren’t beautiful cars then. Nor am I dismissing nostalgia. My wife’s ’12 Taurus looks completely normal in a lot full of it’s contemporaries but parked in the garage next to my 88 Mustang coupe, it more resembles some sort of beached oceangoing monstrosity. The roof of my car rises no more than an inch over the trunk line of the new one. It makes me long for the days when stylists understood the concept of economy of line.

            Nevertheless, styling is subjective. My car is black, lowered slightly, wearing big n’ little Weld Draglites and a four inch cowl induction hood with just the proper curve to complement the rest of the car’s lines. You’d be hard pressed to show me anything from the 60’s (or any other decade)that looks as purposeful to my eye.

            Regardless of opinion, however, unique styling died with the coach builders. Everything since is compromised by the reality of mass-production.

            As far as excitement goes, I wasn’t alive in the 60’s, and so I can’t comment with any authority. I’d have trouble believing, though, that any kid in the 60’s was any more excited than me to get down to the local Ford lot and see the newly refreshed 85 Mustangs. Or the 87’s, for that matter.

  • avatar

    I love that story. I was one who relished the new model changes!

  • avatar
    Good ole dayz

    I do remember that. On my 6th grade school bus the game among the boys was to keep an eye out for a “68” and whoever saw one would yell “68!” and we’d all go over to that side of the bus to check it out. Spotting a new Corvette was particularly exciting.

    It all went downhill in the 1970’s as cars got worse and annual changes left on the dust heap of history. I’ve read that in real terms actual family income in this country peaked in 1973*, and there’s likely a feedback loop with the Detroit’s beancounters cheapening quality across the board to save costs, much less eliminating the annual styling changes.

    Today, while technology has enable improvements in reliability and longevity (which I suspect is starting to reverse as networked / integrated electronics are now being used to control everything in a car, such as heat controls and radio), the styling has become truly awful and generic. One can hardly tell the difference between an “American” car and a “foreign” car, much less a difference between the brands — they’re all generic swoops down the side of the vehicle and tiny greenhouses that arguably make the vehicle unsafe due to poor outward visibility. The manufacturers, to try to “distinguish” their generic styling, are all putting generic grossly oversized grilles on their vehicles, making them all look like they took their inspiration from nature’s large-nouth bass. Truly awful

    *This occurring within a few years of the “Great Society” and abandonment of the gold standard — as our country became (and continues to become) more socialized / collectivized, the middle class shrinks. Collectivized societies (e.g., Eastern Europe under the Soviets, USSR, Communist China) don’t have a middle class, and so as we gravitate toward that model our middle class declines.

    • 0 avatar

      Cars increasingly look alike because, understandably, fuel-saving aerodynamics has taken precedence over styling.

      Despite your concerns (which I share) about economic policy and electronics overkill, cars ARE much better today than they were in the 60s. As has been frequently noted in TTAC and elsewhere, today’s economy cars will run circles around the “luxury” and “performance” cars of the past.

    • 0 avatar
      Vojta Dobeš

      Well, looking at the pictures of the 1965 Plymouth Fury and 1965 Ford Galaxie in the article, I can totally agree with your… wait, no.

    • 0 avatar

      I’m calling “Bullshit” on your apostrophized comments.

      While I agree that it all went downhill in the 1970s as cars got worse due the failure of Detroit to invest in new engineering and design, instead giving themselves larger bonuses and cheapening their products in the mistaken, bone-headed and short-sighted belief that doing so would make them competitive with imported automobiles. (Of course, buyers of imported cars were not buying on price alone. Reliability, good gas mileage and quality in all of its permutations are important also and they were qualities that Detroit, and more than a few imported car companies, failed to pay sufficient attention to for years.)

      I’ve read that income actually continued to rise up until 1980**. There was a severe economic recession in 1973 caused by the 1973 Oil Crisis (and the abandonment of the gold standard was a contributing factor, though not the main one that caused that crisis.) 1975 saw a strong economic recovery and American living standards and personal income returned to their previous levels and continued to rise (although at slower levels than in the 1950s and 1960s) up until 1980**.

      **This came with the inauguration of a president who (with the help of congress and the senate) passed free-trade laws with countries that were previously prohibited from trading with the U.S. and trade-pacts that reduced or eliminated tariffs on imported products resulting in American products being uncompetitive price-wise, and with the passage of laws that made breaking labor unions easier. Combined with increased automation, the perfect storm to destroy the American middle-class was set into motion.

      The idea that the “Great Society” programs contributed to the decline of the American middle-class is “hog wash” spewed by American pseudo-patriots and jingoists (such as Rush Limbaugh). Although the “Great Society” programs actually lifted many poor people into the middle-class, this only occurred for a relatively brief period of time.

      Aside from Medicare for the elderly, beginning the 1980s and continuing to this day, the “Great Society” programs have been gutted, repealed or left to stagnate to the point where they provide little benefit to anyone and they are pretty much irrelevant to anything. Gutting, repealing and letting the “Great Society” programs stagnate to the point of irrelevance has not stemmed the tide of American decline. The American middle-class continues to decline without the “Great Society” programs. (Although there are apparently those among us who believe that kicking Grandma off of Medicare and letting her die will stop, or possibly slow, the decline.)

      Throughout the 1980s, 1990s and early 2000s our country became less “socialized” and “collectivized” and our middle-class stagnated (rising briefly during the late 1990s, but declining significantly in the 2000s) and continuing to stagnate since then.

      The U.S. is NOT becoming a “collectivized society” in the style of the U.S.S.R or Communist China. It will remain a democratic republic.

      If the U.S. enacts stronger, but still conservative, safety-net programs (such as the Affordable Care Act, a.k.a. Romneycare, a.k.a. Obamacare) that were first proposed by conservative think tanks (such as the Heritage Foundation) and that are overseen and subsidized by the government, but run by private industry, it might more closely resemble countries such as Canada or Australia, or perhaps the U.K. and Germany.

      The Affordable Care Act is not enough to stop the decline of the American middle-class all by itself, but it could slow the decline and would contribute to making U.S. business more competitive until the U.S. gets serious about recreating a middle-class through more effective trade and tax policies.

  • avatar

    Excuse me autumn is a word reserved by us Brits. You yanks crassed fall – stick with it.

    I have no such autumn sentiments as dad bought used – any time of the year. 1967 was a Rover P6 or 2000. Purchased used around 71. The most absolute dam awful BL POS he ever had. Puke pale primrose yellow with rusty door seals cause she’d been dipped saltwater launching a dingy off trailer. I remember a Leyland transmission hump up my backside while sisters sat either side clawing the skin on my hands. Serious defensive wounds here.

    So much for blue collar North American nostalgia. It doesn’t transmit across the pond any better than Lucas electrics. Roll on Sunday without Nan & Pop hatted church rides.

    • 0 avatar
      Firestorm 500

      There sure is a huge difference between American English and British English, isn’t there?

      We call it fall because that’s what the leaves do. We believe in plain speaking.

      • 0 avatar

        I worked for a Brit once at Indiana University. Every third line he spoke was:

        “Bloody F-ing Stupid Yanks!”

        No good deed goes unpunished.

        • 0 avatar
          Firestorm 500

          That kind of attitude was one of the reasons we revolted.


          • 0 avatar

            That kind of attitude comes from falling on hard times after ruling the world…

            “You can take my empire, but you can’t have “Autumn”

          • 0 avatar
            Firestorm 500

            Oddly enough, “autumn” has French and Latin roots. Which I’m sure pi**es off the Brits to no end.

            They traditionally hated the French. The Romans conquered the British Isles around 2000 years ago or so.

            So no, they don’t own “autumn”.

    • 0 avatar

      We took back “autumn” when Johnny Mercer wrote the lyrics to Autumn Leaves and Nat King Cole recorded it.

  • avatar

    Nice article ~

    I too remember riding my pushbike to the local dealers , in 1964 (?) in Newton Corner a tiny storefront place opened up selling funny looking Japanese Motocycles , my Father took me in to look at the one in the window , it was a 50 C.C. C100 step through ‘ Cub ‘ ~ now the most popular Motocycle ever built .

    I derided it as a ” Girl’s Bike ” not knowing in a decade or so I’d fall in love with Honda Autoclutch Tiddlers and still collect , rebuild and ride the living hell out of them to – day .

    In the back of the showroom they had a Honda 600 Automobile , not the tiny one that made a big splash in the 1970’s .


  • avatar
    Jeff S

    I rode my bicycle to the nearby Chevy dealership, MacRoberts Chevrolet, to see the 63 thru 65 model introductions. My father ordered a new 64 Impala 9 passenger wagon in 63 with a 327 4 barrel. Our new wagon came in on Dec 31 early evening just in time to ring in the new year. I loved the new model years and was an avid collector of the AMT 3 in 1 car kits. Cars are not as interesting today, but as others have said the money spent on yearly model changes was wasteful.

  • avatar

    Back then the dealers would whitewash their showroom windows or cover them up with kraft paper before the official reveal date. Car companies were careful not to let any photos leak. That way there was a lot of showroom traffic when the new models were finally for sale. Today reveals are determined by auto show dates and what the marketing folks think will generate maximum buzz.

  • avatar

    >>>Things were no different at Chrysler because their models also took on a brand new appearance for 1965. All of the Big Three flagship models had become less rounded and more squared-off in their bodylines on their ’65 cars.

    Wrong. The ’64 Chevy was relatively boxy, and the ’65 was rounded, what with the coke bottle profile, the fastback on the coupe, as well as other details. Pontiacs also took on a more rounded look in ’65. And I don’t see the ’65 Ply Fury as either more or less rounded than the ’64. But it was a major change in appearance.

    But for a kid–I turned 11 in ’64–the model change was a very fun time, and like the writer, I was on my bicycle on my way to the showrooms, and I still love the cars I loved then. My favorite: the ’64 Chevy. My other favorite–from before I was conscious of the model year change–the 1960 Valiant. The epitome of automotive art deco.

  • avatar

    I worked part-time at the local Chevy dealer when I was in high school. The cars would come in with covers on them so that no one could see what they looked like. We put burlap around the storage lot so that people couldn’t see in. We even covered the windows in the show room the night before and brought the cars in late at night so that people had to wait. Those were great times, almost like Christmas.

  • avatar

    I too remember the thrill of fall: World Series and new car models. My Dad was a Ford man, but the ’65 Impala stole my heart away. Even today I think it was one of the best designs ever. On of my friends had a family car, ’65 Chevy Impala Super Sport convertible in British
    Racing Green with a tan top and tan interior. This was like riding in a chariot bound for heaven.
    Of course in the sixties it was easier to amortize the cost of new dies when you sold 500,000 to a million of one model. How many units do they bang out now on one set of dies? Probably a lot fewer.

  • avatar

    I was really little in the 60s, but once we were a bit older, Dad would take us to the dealerships to see the new models. But first we had to deal with leaf clean up. After the chores were done, we went out. Have to note that not only are car launches different today; the autumn is as well. By Halloween, the leaves were, for the most part down. Hard to forget since leaves were mostly my responsibility. Fast forward to current times, there are still plenty of leaves on the trees after Thanksgiving, never mind Halloween…and it has been that way for the last 15 years.

    • 0 avatar
      Jeff S

      I agree with you on the leaves, still dealing with them after Thanksgiving. Could this be a combination of global warming and more trees. Model year introductions are not that exciting anymore, about as exciting as the introduction of the 2014 appliances at Sears.

      • 0 avatar

        The transformation of cars to appliances marches on.

      • 0 avatar

        Not much to do with more trees. More trees will boost the volume of leaves, and it will leave a few stragglers falling later, but most of the change in the timing results from the timing of fall cooling being later. The seasons are definitely different. There used to often be snows in April in the Boston area; now it’s quite rare. The frogs are out earlier, and remain longer in the fall. Etc.

        And, yeah, new model years, just not very exciting anymore. Why, that new Subaru looks just as ugly as the previous model! That new Camry–just as plain as the last one! My fridge is prettier than your Nissan!

    • 0 avatar

      I’m going to start paying attention to the leaves as you point out, although I don’t have a point of reference forty five years ago or thereabouts. Certainly seems like quite many leaves have fallen based on what I had to clean off my cars, but some of the trees I’m looking at now look completely full.

  • avatar

    At the time, I thought the ’65 Chevy was a huge improvement in looks compared to the 64. Now I prefer the ’64.

  • avatar

    David, my brother Jerry agrees with your assessment of the ’64 and ’65 Chevy model lines. Almost caused a middle-aged twin fight. I always liked the ’65 Chevy better than the ’64, even the ‘Goodfellas’ 1965 Chevy seen in 1963.

    • 0 avatar

      Jim, my best laugh of the day so far!

      At the time, I thought the ’65 was a wonderful advance in automotive design, towards what I thought the future held (more aerodynamic to my 12 year old eyes). I thought of it the same way I thought of the transition from the ’54 to the ’55, although I would now say that transition is far more dramatic. I still think it’s a nice car, but so are a majority of cars from the classic car era. The ’64, on the other hand–especially the impala–outstanding.

      I missed Goodfellas.

  • avatar

    I was lucky, I was the son of the dealer. Which meant, some Sunday shortly after Labor Day dad would stop at the dealership on our way home from church, we’d head down into the building’s basement, and I’d get to see the next year’s models. Usually about a month before the kraft paper went up on the dealership windows to set up for opening night.

    The summer of ’65 was the best yet, however. Dad actually took me to the Pittsburgh Zone shindig where the ’66 Chevrolets were shown to the dealers. Here I got to meet the guy who ran the seven dealership (VERY rare in those days) Chevy chain out of Rochester, NY.

    And then dad was out of the dealership about a week before the ’66 introduction. Although he never admitted it, I’ll always have a feeling he knew he was on his way out, as children were never taken to the new year model introductions. And I definitely was the only kid there. Otherwise, it was nothing but dealers and sales managers.

  • avatar

    In the fall of 1964 my parents’ ordered a 1965 Plymouth Sport Fury that except for color, looked identical to the red one pictured in this posting. Ours was gold with a gold interior and white top. 383 2bbl, AM radio, no tach, no AC, no rear seat speaker.

    It had a lot of teething problems. I was only 6, so I don’t remember the details, but I remember visiting the dealer on a bi-weekly basis for the first year we owned the car.

    It lasted until the fall of 1971 when, after 107,000mi, showing various signs of wear (badly leaking rear main seal) and taking a couple of parking-lot hits, my parents’ replaced it with a ’72 Buick Estate Wagon.

  • avatar

    Great story, and it was the same in the ’50s. The ’55 intros were stunning after so many years of warmed-over ’40s stuff and others nearly unchanged from ’50 through ’54.

  • avatar

    From time to time (late 80’s/early 90’s) I used to hang out at this Mom and Pop Chrysler dealership (I bought several new Dodge and Plymouths there). The owner would tell me stories about how it was a big deal when the new model year cars would hit the showroom. At some point the cars would come in on the transporters covered to build up excitement with the public.

    By the 70’s not so much.

  • avatar

    The 1965 Chevy full size line also had new perimeter box chassis frame, versus old X frames. New underneath too.

    Ford’s 1965 line also had an all new chassis, with new coil rear springs.

  • avatar
    bill mcgee

    As a kid I was seemingly more aware of the features of the new model cars then my old man , even tho too young to drive . I would get on my Schwinn Stingray to see the new models at the only nearby dealership , a Chevrolet dealer , and would read the car magazines at the drugstore.My father would , my entire life , only buy his cars at the absolute end of the model year , unless one of the cars had been wrecked earlier .My uncle owned a Pontiac dealership and and the only trips to any dealership as a family would be to get what I assumed was whatever was left over at his dealership at the end of August, one year a loaded acid green Bonneville wagon , another time a beige colored , lowly optioned Tempest .

  • avatar

    I remember going with my dad one morning in the fall ’67 to the dealer to get his new ’68 Imperial worked on, the A/C had become stuck on MAX again, as it would every so often the entire 2 years he had it, there was no school that day, for some reason. About 10 minutes after we got there, a transport came in with a load of new ’68 Chargers on them. One of them was a bright red R/T and I was practically foaming. I went out there and watched them back them off the transporter and the sound of a couple of the 440 powered ones still plays in my head all these years later. I wanted a Charger from that day on, but never got one. If I had the cash, I would have a 68-70 Charger, a 70 or 71 Challenger or Cuda, and a 71 Roadrunner. I like some GM cars too, but for me, the Mopars are the musclecars to have.

  • avatar

    Exciting times back then. Even in 1969, just before I entered the air force, one of the last things I did was head to Merollis Chevrolet in Baden (St. Louis city) to see the new models, especially the brand new Monte Carlo!

    After the shock of the introduction of the 1973 models (those of you who know me know why!) I was still excited because cars were one of the most important things in my life at the time. Besides, like a moth, I gravitate towards bright, shiny objects!

    I was in my Chevy dealer over the weekend, and my eyes still lit up seeing the new Impala, and can’t wait to see a new Corvette in the flesh.

    Yes, I still feel the attraction of a new car.

  • avatar

    Although I wasn’t quite car-aware in the 1960s (I started kindergarten in ’67), by the early ’70s I was keenly attuned to car styling and the changes from year-to-year.

    And I vividly remember a billboard campaign put on by Chevrolet in the late summer of ’73. We’d see a front-end-only shot of a ’74 model, and the block letters on the billboard read:

    “INTRODUCING THE 1974 _ _ _ _ _”

    They were teasers for the new slope-nosed Chevys for ’74, and you really couldn’t tell from the photos which one you were looking at. Off the top of my head I remember them being the Camaro, Vega and Laguna. Once the cars were in showrooms, the text on the billboards was modified to add the model names.

    Boy, the stuff I paid attention to.

  • avatar
    The Soul of Wit

    I remember in the fall of 1975, I went with my dad car shopping, he was buying a new car for my mom. He would b/s and compare features and prices with the salesman, I could prowl the sales floor and the lots. After looking at HUGE LTD’s, medium Cutlasses (a stunning white Hurst W-30 Cutlass caught my eye in that dealership), boring Centuries, Novas (the 2-door Nova still rocked pretty good that year, but the 4-door sedans were just…ugh!…), we ended up in a Plymouth dealer and he picked out a 2-door Valiant….kind of an umber-rust-shade of orange with a creme-broulet interior and half-vinyl roof. Later that year I got my license, and that car was my ‘date car’..until I bought my own ’70 Boss 302 used a few months later….

  • avatar

    Thank you. Thank you. Thank you…for a fantastic trip down my memory’s lanes.

    I remember these days…these are the days that formed my never ending love for cars that drive others around me nuts. It is why I still hand wash all my cars and polish them several times a year.

    And then stand around looking at them.

    I still recall my older brother taking me along to school at Chicago’s Navy Pier and leaving me alone. I saw my first ever all black 1964 Ford Fivehundred convertible. With an all red leather interior!
    I was gone…it, along with the 1964 Thunderbird…will always be some of the most beautiful designs…ever.

    I would design cars…pages and pages per car…from dash boards to seats to doors and exterior from all angles. I would send off to Ford Motors and within a few months I would get a letter telling me thanks for the great effort and to pease keep designing cars. To please accept an enclosed gift. The last was a yet to be manufactured all green 1964 Thunderbird. Wheels turned and doors opened. The boy was a Ford boy for life!!!!
    They sure as hell will not do this these days.

    Thanks again….

  • avatar

    First off I love the rear full-width lamp on that Charger, it’s sick.

    Second, please stop your constant italicization of words which do not need to be. There’s about 65% too much italics in this article. Scratch that, make it 100% because there aren’t any words which needed to be.

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