Classics & Discontinued Models

5 Forgettable Cars From the 1980s

November 27, 2019 by admin 1 Comment

The 1980s can be defined in one word: us. For that’s the decade when Americans began to cast off the memory of the Watergate scandal and the lost Vietnam War of the 1970s. Consumerism, especially materialism, was in vogue and global trade brought the first cars from Yugoslavia, Brazil and South Korea to the US marketplace. Three foreign models and two cars from Cadillac were among the five forgettable cars sold during the 1980s.

1. Zastava Yugo GV

If there was any vehicle from the 1980s that should be beaten with an ugly stick, the Yugo GV was it. Produced by Zastava, a Yugoslavian automotive manufacturer, the Yugo GV was based on an aged Fiat design. That alone should have clued in buyers that this sub-$4,000 subcompact was not a competitor in the small car market. Notably, its 55-horsepower four-cylinder engine failed prematurely and owners complained about its faulty electrical system, poor transmission shifter, and bad brakes.

Zastava Yugo GB headquarters with sample models in front.

Yugo managed to hang on for seven years even as its American subsidiary went bankrupt and an updated model was introduced just before the GV (stands for good value) was canceled in 1991. This model would certainly be forgettable except for the simple reason that it keeps showing up on everyone’s list of the worst vehicles of all time. Sorry to remind you.

2. Cadillac deVille V8-6-4

The Cadillac deVille of the early 1980s was a good car or as good as what General Motors was producing at that time. In the early 1980s, GM engineering developed a V-8 engine that could shut down two to four cylinders in a bid to save fuel. The 6.2-liter V8-6-4 engine was outfitted with a computer command module that managed cylinder operation. Unfortunately, that system was years ahead of its time and failed. Despite more than a dozen updates, GM had to cancel the technology after just one model year and restore all sold V8-6-4 engines to V8-only status.

81 Cadillac Sedan de Ville V864 — This 1981 Cadillac deVille originally featured cylinder deactivation.

Today, GM makes use of what they call “active fuel management” in many of its vehicles with that technology successfully shutting down unneeded cylinders to save fuel. Redemption is so sweet: just forget the dud technology from three decades earlier and concentrate on what’s available today.

3. Volkswagen Fox

Volkswagen’s hold on the compact vehicle segment began to slip in the 1970s as Toyota, Nissan (Datsun), and Honda entered the US market. By the 1980s, this German car manufacturer wanted to expand its North American product line by introducing a low-cost model. Volkswagen turned to its Brazilian subsidiary for that car, the Gol, renaming it the Volkswagen Fox for the US market.

It wasn’t that the Fox was a terrible car. Rather, it was bland and did very little to bolster Volkswagen’s US image. At that time the Golf and the Jetta were its two most important models, joined in 1990 by the Passat sedan and wagon. 1993 was the last model year for the North American Fox, a model that is still produced in Brazil, but now represents a subcompact vehicle.

4. Hyundai Excel

The first model Hyundai shipped to the US was the Excel, a subcompact hatchback based on the Mitsubishi Precis. It was also available as a sedan when it went on sale in 1985. This car is simply forgettable for the reason that it was also unremarkable, representing this Korean manufacturer’s initial attempt to penetrate the US market.

The Hyundai Excel hung around for nine years and was soon joined by a coupe variant called the Hyundai Scoupe. When introduced, the Hyundai Excel retailed for $4,995, which means it was priced lower than its Japanese competitors. However, quality issues surfaced including consumer complaints that the paint faded, body panels were wavy, and the window cranks failed. Later, Hyundai invested huge sums of money to raise quality levels and began backing their vehicles with 10-year, 100,000-mile warranties. The impressive quality of today’s Hyundai vehicles makes forgetting the Excel an easy thing to do.

5. Cadillac Cimarron

If there is any particular model that represents Cadillac’s earlier decline as a luxury manufacturer, the Cadillac Cimarron may be it. GM tried to qualify what customers were getting by calling this compact sedan “Cimarron by Cadillac” as if it wasn’t a Cadillac model. The biggest problem with the Cimarron is that is looked suspiciously like a dressed-up version of the Chevrolet Cavalier and it was. Worse, all three other GM car brands of that era were given like models, further diluting the Cimarron.

1981 cimarron 1 — Cadillac’s first compact sedan was this Cimarron.

The Cadillac Cimarron represents a classic example of what happens when you take short cuts. GM, in need of a small car for Cadillac, chose not to invest the required money to build a unique model for its premier division. Cadillac sold the Cimarron for six years before the plug was pulled. By that time customers were leaving the brand in droves as upstart luxury marques from Japan (e.g., Infiniti and Lexus) began making inroads.

Just Forget About It

No matter the decade, there will always be a handful of models that stand out, but for all the wrong reasons. Manufacturers hope that you forget them as they seek to remedy past mistakes by fielding newer and improved models.

See Also — 5 Forgettable Cars From the 1970s

5 Forgettable Cars From the 1970s

November 23, 2019 by admin 2 Comments

It was during the 1970s when automakers from Japan began to find a market among the big American cars of that era. As Toyota, Honda and Datsun (later Nissan) products began to take hold, American car manufacturers responded by producing several smaller models to counter the overseas invasion.

Unfortunately, many of those products were duds as manufacturers were not able to replicate the success that they had with big cars and translate it into compact and smaller models. Five models from that era have been largely forgotten, vehicles that sullied the reputation of American manufacturers.

1. Ford Pinto

Ford’s first major foray into the subcompact car class was a bomb. Literally. The Ford Pinto went on sale in 1971 and stayed on the market for 10 years. Despite selling more than 3 million units over its history and also yielding a Mercury Bobcat variant, the Pinto became synonymous with fiery explosions.

The Ford Pinto was built for 10 years from 1971–1980.
Foreground car is a restored example;
background is a hot-rodded version with popup headlights.

Sold in hatchback, coupe, and wagon configurations, the Ford Pinto had a serious design flaw, one that could ignite the car if it was hit from behind. Specifically, the structural design of the fuel tank filler neck was discovered to break off when the car was rear-ended. Deadly fires were the result. Worse, was the revelation of an internal memo that revealed Ford knew about the defect, but had weighed the $11 cost of repair per car against the cost of legal settlements. It took the work of the independent Mother Jones magazine to shed light on the problem and hasten the Pinto’s demise.

2. Chevrolet Vega

The same year that Ford rolled out the Pinto, Chevrolet introduced the Vega. It, too, was available in coupe, wagon, and station wagon body styles, a subcompact that stayed in production for eight years. Quality problems dogged the Vega and ultimately led to the model’s end after nearly 2 million units were produced.

This Chevrolet Vega Panel Express model was the
1970s version of a shooting brake.

Among the chief problems with the Chevrolet Vega were its aluminum engine as it buckled and leaked. Rust was another problem, which showed up in areas beneath the windshield, the door bottoms and rocker panels. The heat was turned up on GM when consumer advocate Ralph Nader, head of the Center for Auto Safety, sent GM’s chairman a 12-page letter outlining the Vega’s problems calling the vehicle “sloppily crafted, unreliable and [an] unsafe vehicle.” Nader pressured GM into backing its repaired engines with a five-year, 50,000-mile warranty, something the automaker later provided. Despite largely remedying the engine problems and countering the rust issues by upgrading to galvanized steel, the Vega was canceled as a result of sharply falling sales.

3. Dodge Omni and Plymouth Horizon

The Dodge Omni and twin Plymouth Horizon were introduced in 1978. These two front-wheel-drive models and their variants, including the Dodge Rampage stayed around until 1990 with nearly 1 million copies sold during that time. Parent Chrysler Corporation tapped its European arm, Simca, to design the cars that were remarkably similar in appearance to the Volkswagen Rabbit that made its debut in 1974. Its initial engines were supplied by Volkswagen, but engine production limitations held demand in check.

This Plymouth Horizon is the twin to the Dodge Omni.

An early review by Consumer Reports cast the Dodge Omni in a negative light, as it found that the car lost control in hard maneuvering. That “not acceptable” rating dogged Chrysler, but it did lead the automaker to make design modifications to the steering system. To Chrysler’s credit, its first attempt at a subcompact car proved better than its American competitors, but the Dodge Omni and Plymouth Horizon are now largely forgotten.

4. AMC Pacer

The American Motors Corporation (AMC) was in a distant fourth place when it introduced its compact Pacer hatchback and station wagon in 1975. Its style was aerodynamic and rounded, a vehicle that was compared to the flying cars in the Jetsons cartoon. Despite its futuristic look, the AMC Pacer had several contemporary problems that hindered its success.

American Motors owned Jeep, but also had a line of cars
including this quirky Pacer.

For instance, a large amount of glass was used, including the wraparound rear quarter panels, which brought in much light. It also created much heat, necessitating the inclusion of air conditioning, then an option in most cars. It was also underpowered with its weak V6 engine struggling to move this “flying fishbowl.” To make room for a V8 engine, AMC had to modify the hood to house the larger engine. Initially, AMC had planned to source a lighter weight Wankel rotary engine from GM to power the Pacer, but when GM canceled that program an archaic V6 was used instead. Perhaps the Pacer would have turned out to be a memorable car had a rotary engine powered this car instead.

5. Chevrolet Monza

The Chevrolet Monza was based on the Chevy Vega platform, a model intended to compete with the Ford Mustang II, itself a larger variant based on the Pinto platform. The Chevy Monza, like the AMC Pacer, was designed with a Wankel rotary engine in mind. But, when GM found that complying with stringent emissions requirements would be too costly, it dropped the engine. Still, production of the Monza was on and various four-, six-, and eight-cylinder engines were utilized.

Chevrolet offered the Monza in various coupe,
hatchback, and wagon styles.

The Chevy Monza lasted for six model years, debuting in 1975. It also spawned like models sold by other GM brands including the Buick Skyhawk, the Pontiac Sunbird, and the Oldsmobile Starfire. The Monza reflected many of the quality problems that GM’s small cars of the 1970s had, namely ineffective suspension systems, missing screws, poor fit and finish, and rust.

Few and Far Between

Head to any car collector event and you’ll be hard-pressed to find any of the five mentioned cars among the 1970s classics. The Detroit automakers have since learned their lessons and are now building high quality, small cars that help consumers forget the earlier models.

Public domain and licensed photos acquired from Wikipedia.

History of the Volkswagen Bus

July 26, 2019 by admin 2 Comments

Years before the Volkswagen (VW) Microbus was associated with hippies, free love and protests against the Vietnam War, it served as a basic people hauler. It was just the second Volkswagen model built, following the Beetle to the market in 1950. Although this vehicle disappeared from the US market in the early 1970s before returning briefly as the Vanagon, it continued to be sold elsewhere until production ended in 2013.

An early Type 2 developed for the Australian market.
Public domain photo acquired from Wikipedia.

Volkswagen Microbus Overview

The Volkswagen Microbus was known by a variety of names including the Volkswagen Type 2. The Type 2 appellation described the second VW model built following the Type 1 or what is better known as the Beetle.

In the United States, the VW Microbus was simply called the Bus or Camper, in cases where a camper interior was present. One of its earliest names was Kombi with Bulli, Samba, Campervan, and Transporter used in various markets. The next time you visit a classic car show, be on the lookout for one. Some adhere closely to factory spec, while others are enhanced with modern features such as LED headlights, including those supplied by XKGlow.com.

First-Generation Models

Modify a Volkswagen Beetle platform and its 1.1-liter air-cooled engine and place a van body on top of it and you have the makings of a new vehicle. Like the Type 1, the Type 2 featured a rear-mounted engine and transaxle, adding a ladder frame chassis and a pair of gear-hub reduction boxes to lower the gearing across all four gears.

The original engine made just 25 horsepower, then increased to 44 horsepower when a 1.5-liter engine was introduced. Fuel mileage for first- and second-generation models was about 20 mpg with top speeds ranging from 55 mph for earlier models to 68 mph for second-generation models.

The first-generation Microbus featured certain design characteristics that were unique to this model, including a split windshield layout and multiple window variations. Standard models were equipped with 11 windows, DeLuxe versions had 15 windows and Sunroof DeLuxe models added eight small skylight windows for a total of 23 windows. The first models had removable middle- and rear-row seats, while later models had only a removable rear seat.

The Volkswagen Vanagon is the third-generation model.
Attribution: Sven Storbeck [GPL (http://www.gnu.org/licenses/gpl.html)]

Second-Generation Models

After an 18-year model run of the original, the second-generation Volkswagen Microbus was introduced. Gone was the split windshield, replaced by a single wraparound window. The window count dropped too with vent, side, sliding and rear windows featured.

A 1.6-liter four-cylinder engine making 47 horsepower and paired with a four-speed manual or a three-speed automatic transmission was offered. In later years, a 1.7-liter four-cylinder engine making 65 horsepower was introduced, but imports to the United States were soon ended. Light truck versions of the Microbus were subject to a 25 percent tariff (chicken tax) and pending federal automobile emissions changes led to Volkswagen ending US imports.

Subsequent Generations

Volkswagen continued to manufacture the Volkswagen Microbus after leaving the US market, building the vehicle at plants located in Germany, Argentina, Brazil, Mexico, and Australia.

The third-generation model was introduced in 1980 and was sold briefly as the Vanagon in the United States before high tariffs once again ended imports. Water-cooled engines gradually replaced air-cooled engines with additional design updates carried out in 1990 and 2003. By 2009 only the Brazilian plant was manufacturing the van, with that model based on the second-generation design with a water-cooled engine.

VW I.D. Buzz Concept — Mark your calendars: this electrified VW bus is slated to arrive in 2022.
Photo copyright VW Group.

Volkswagen Pulls the Plug

In 2013, Volkswagen announced the end of the Brazilian-produced Kombi, ending 78 consecutive years of building rear-engine vehicles. New environmental legislation effectively killed the model.

Although the VW Bus departed the US market decades earlier, it is fondly recalled by the generation that came of age in the 1960s. However, just three years after the original Woodstock music festival was held US distribution was ended, replaced later by the Vanagon.

See Also — Book Review: Classic Volkswagens

The History of the Pontiac Fiero

July 10, 2019 by admin 4 Comments

In the 1980s General Motors produced a mid-engine, two-seat sports car and named it the Pontiac Fiero. Just as the Corvette elevated Chevrolet, GM hoped the Fiero would do likewise for Pontiac. Its five-year model run started off strong, but quality problems and declining interest eventually killed what is now a classic car.

1985 Pontiac Fiero (Public domain photo via Wikimedia).

Pontiac Fiero Overview

The Pontiac Fiero was produced from 1984 to 1988. Planning for the new model began in the late 1970s with project engineers proposing a two-seat, mid-engine design that no US manufacturer had tackled before. GM launched “Project Pegasus” with the intent to develop a high-volume commuter car with sports-car-handsome looks. The Fiero name was chosen, one that has several meanings including “fierce” and “wild” in Spanish and “proud” in Italian.

To save weight, polymer body panels were used. To save money, its designers went to the GM parts bin to assemble the car. The original powertrain came from the Chevrolet Citation. It shared its front suspension with the Chevrolet Chevette and its rear suspension came from the Pontiac Phoenix. Its side view mirrors came from the Pontiac Firebird.

In all, 13 separate polymer panels were attached to the Fiero’s steel space frame by way of a mill and drill production procedure to connect the panels. That technique was later employed to build the Chevrolet Camaro and Pontiac Firebird.

A three-quarter rear view of the 1985 Pontiac Fiero GT. Attribution: Mr.choppers [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)]

Pontiac Fiero: First Year

The first-year Pontiac Fiero was outfitted with a 2.5-liter four-cylinder engine and paired with a four-speed manual or to an optional three-speed automatic transmission. This rear-wheel-drive model made 92 horsepower and was outfitted with four-wheel independent suspension, manual steering, upgraded brakes, a removable sunroof, and bolstered bucket seats with headrest-integrated audio speakers.

The 1984 model was available from $8,000 and in four trim levels, including the Fiero Indy. The Indy version was based on the design of the Pontiac Fiero pace car that led the 1984 Indianapolis 500 field, representing approximately 2,000 of 136,840 units sold that first model year.

See Also — Mid-Engine Marvel: C8 Corvette Debuts

Four More Years

Despite first-year sales that exceeded the company’s required 100,000-unit minimum, several changes were made to the Pontiac Fiero for its second model year. GM turned to Isuzu its Japanese partner for a five-speed manual transmission. It also made available its 2.8-liter Iron Duke V-6 engine, rated at 140 horsepower and 160 foot-pounds of torque, pairing it with a four-speed Muncie transmission.

The Fiero’s available V6 engine makes 140 horsepower. Attribution: Yellowstone [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0/)]

For its third model year, a fastback body style was introduced with the Fiero GT, while the Sport and SE editions retained the coupe layout. The V6 engine also received a transmission upgrade when a Getrag five-speed manual shifter was introduced.

Beginning in 1987, Pontiac tweaked the base coupe’s front and rear fascia and increased the four-cylinder engine’s horsepower. A new suspension system, upgraded brakes and steering, and refinements to both engines were made in 1988 in a bid to improve falling sales.

Fiero Means Fire

Early on, problems with the Pontiac Fiero began to surface. Engine fires resulting from defective connecting rods and problems with engine block casting cast a pall over the model. Consumer advocate Ralph Nader zeroed in on the problems, what affected roughly one in every 400 models built.

In 1987, GM recalled 125,000 first-year models to make engine modifications, issuing a second recall in 1989 to cover every Pontiac Fiero model produced. GM had already stopped making its mid-engine sports car the previous year as demand burned out.

The Pontiac Fiero was an innovative idea, but making that conceptual dream a production reality meant compromising along the way. Later models provided many enhancements including a V6 engine that roughly matched its persona. However, quality problems scorched the Fiero and ultimately contributed to its demise.

Built-in speaker headrests were a novelty with the Fiero, but are much more common today. (Public domain photo via Wikimedia).

See Also — Gone in a Flash: Pontiac G8

History of the Honda Civic

July 5, 2019 by admin 6 Comments

The first-generation Honda Civic, a right-hand hatchback.
(Public domain photo via Wikimedia)

A casual look at the automotive landscape over the past half-century and you will see how the Japanese automakers have penetrated the US market to become the automotive powerhouses that they are known as today.

From humble beginnings in the late 1950s to its market strength today, companies such as Honda, Toyota and Nissan have introduced dozens of models, including some that are the industry’s best sellers. Honda itself has achieved great respect in America for introducing fuel-efficient and high-quality small cars including the Civic.

Originally a subcompact model, the Civic has grown into a compact line with near midsize interior room, a vehicle that is also built in America.

American Honda History

Years before Honda began selling automobiles in the United States, this Japanese manufacturer established a U.S. subsidiary, American Honda Motor Co. in 1959. The company established its headquarters in Los Angeles and immediately began to market its line of motorcycles. By the mid-1960s it was an established leader, adding trail bikes to reach a younger audience.

In 1969, Honda introduced its first car, the N600, to the Hawaiian market and then to three western states, including California. Originally sold through motorcycle dealerships, Honda realized that Americans preferred shopping for cars through car dealerships, something it began to do in 1973 as the Honda Civic went on sale.

The fourth-generation Civic was sold from 1987 to 1991.
(Public domain photo via Wikimedia)

First-Generation Honda Civic

Honda’s entrance into the US car market was perfect timing. When the Honda Civic, its first widely available model went on sale, America was experiencing the first of two gas shortages that sent up fuel prices and had consumers looking at smaller, fuel-efficient cars. The Honda Civic was an all-new model, replacing the Honda 1300 it had sold in Japan.

The original Honda Civic was introduced in 1972 as a 1973 model, that vehicle was available as a coupe, a three-door hatchback, and a five-door hatchback. The first-generation Honda Civic featured an 1169 cc engine and had power disc brakes, reclining front bucket seats, and an AM/FM radio, equipment not offered or costing customers extra in competing, mostly American models. Immediately, Honda established a reputation for providing value, laying the foundation for model and brand success.

Winning New Customers

Honda’s success with the Civic can be attributed to several things including delivering a high-quality vehicle at a competitive price. Three years after the Civic was introduced, Honda stretched the hatchback’s wheelbase and created the Accord. Both models fueled Honda’s ascendancy and enabled this Japanese automaker to conserve costs by interchanging many parts between the two models.

Honda’s strategy with the Civic also included updating this vehicle frequently with product cycles as short as four years where six years was the industry norm. This allowed Honda to set the pace among small car producers and win new customers to the brand.

The seventh-generation Civic was offered from 2000 to 2005.
(Public domain photo via Wikimedia)

The second-generation model was introduced in 1979, coming in larger and with a 1335 cc engine. It offered a four-speed automatic and a five-speed manual transmission, something only its Japanese competitors offered.

Honda continued to build up and out the Civic line, through the 1980s and 1990s, adding different body styles including wagon and two-seat variants. In 1996 a natural gas model was introduced.

Modern Honda Civics

By 2000, the Honda Civic had completed its sixth generation, with a newly refreshed seventh=generation model released just before the turn of the millennium. That vehicle was sold in coupe and sedan configurations with a special Si three-door hatchback also available. It also marked the beginning of the Civic’s move from a subcompact to a compact model, following the Accord’s earlier move to a midsize model from a compact.

The seventh-generation Honda Civic also welcomed its first hybrid model, outfitted with a 1.3-liter gasoline engine and paired with a five-speed manual or a continuously variable transmission. The 2003 Honda Civic Hybrid was rated at 38 mpg in the city and 45 mpg on the highway.

Honda began stretching out the model generations for the Civic beginning with the seventh-generation edition, taking five years before the eighth-generation model was introduced. By then, the Honda brand was adding new models including its first pickup truck and a midsize crossover model.

The tenth-generation Civic includes a sporty coupe.

The eighth-generation model, introduced in 2005, assigned the coupe and sedan to one platform and the hatchback to a different platform. Throughout the 2000s the Honda Civic maintained its status as one of the top 10 best-selling cars in the country, typically competing with the Toyota Corolla as the top-selling compact.

In 2011, with the introduction of the ninth-generation model, Honda continued to offer gasoline and natural gas models, and also brought back the Civic Hybrid it had discontinued briefly a few years earlier. In 2015, Honda rolled out the tenth-generation Civic, available in sedan, coupe, five-door hatchback, Si trims, and Type-R models.

Tuners and Modifiers

Through the years, the Honda Civic has won numerous awards including Car of the Year recognition from Road & Track, Motor Trend and Automobile magazines. It has also been recognized as a top tuner car, a category that describes vehicles that are fun to drive and modify, according to Popular Mechanics.

Mugen Motorworks, a wholly-owned Honda subsidiary, has long been at the forefront of tuning Honda engines including those that power the Civic. Civic fans are known for swapping out their original engines for higher-displacement Honda engines in a bid to compete with the Volkswagen GTI, Mitsubishi’s Lancer Evolution, the Scion tC, and other models.

More than four decades have passed since the Honda Civic took to America’s roadways. This model has grown and evolved through the years, but it hasn’t lost its status as having one of the best resale values of any car on the road.

The Life and Death of the Saturn Brand

July 1, 2019 by admin 4 Comments

Once billed as “a different kind of car company,” Saturn was originally a standalone car company, one wholly owned by General Motors. Unlike GM’s other automotive brands including Chevrolet, Oldsmobile, and Pontiac, Saturn was managed separately at the start, but eventually was brought into the GM matrix, then later dissolved.

Saturn SL2. (Public domain photo via Wikimedia).

Creating a New Brand

Faced with a seemingly unstoppable advance of cheap, higher quality vehicles from Japan, General Motors was looking for a way to counteract that push by developing a new line of small cars to take on Toyota, Honda, and Datsun (later, Nissan).

As early as 1982, GM management began planning the “Saturn” company, named for the rocket that carried astronauts to the moon. The following year, GM chairman Roger Smith announced his company’s intention publicly.

The Planning Stages

The first prototype Saturn vehicle was introduced in 1984, but it wasn’t until 1990 that a production model was made available. During the intervening years, GM formally established the Saturn Car Corporation and began working out a labor agreement with the UAW to gain concessions to make Saturn possible.

The UAW and GM began meeting in 1983 and by 1985 had reached a labor accord for the Saturn operation according to Southern Changes. In exchange for taking a 20 percent pay cut, Saturn workers were guaranteed profit-sharing and other income opportunities based on production and quality goals. Certain other workers’ rights, including seniority, work rules, grievance procedures, and traditional job descriptions were also modified or removed.

The Saturn Launch

In 1985, GM incorporated its Saturn company and purchased land in Spring Hill, Tenn., to build a manufacturing plant. Construction began in 1986, representing a $1.9 billion investment by GM. By 1988, the plant was completed, the first workers hired and by the following year, the first dealers were appointed.

Production began in July 1990, as sedan and coupe versions of the 1991 S-Series were produced. Two model years later a station wagon was added, giving this model line three body choices that would carry the company through its first decade of existence.

The S-Series won numerous awards, representing a line of compact cars powered by a 1.9-liter four-cylinder engine and paired with five-speed automatic or four-speed manual transmissions. Intellichoice, MotorWeek, Automobile Magazine, J.D. Power & Associates, and Motor Trend were among those showering accolades on the car. More than 2 million S-Series were produced before this vehicle was replaced by the Saturn Ion in 2003.

Photo copyright Wikimedia. 2009 Saturn Sky Redline Ruby Red Limited Edition photographed at Babylon, NY. This file is licensed under the Creative Commons Attribution-Share Alike 3.0 Unported license.

Other Saturn Products

It wasn’t until 2000 that a second Saturn product entered the line-up. The midsize L-Series was introduced, available in sedan and station wagon body styles. Unlike the S-Series, the L-Series was produced at a GM plant in Delaware, a model based on the Opel Vectra.

Saturn continued to expand its product line, adding the Vue crossover in 2002, the Relay minivan in 2005 and both the Outlook crossover and Sky roadster in 2007. By the time of the Relay’s release, GM abandoned offering unique models for Saturn, by rebadging existing GM products to expand Saturn’s product line. Along the way, the L-Series was replaced by the Aura and the Astra replaced the Ion.

Ending a Brand

The end of Saturn coincided with the fortunes of its parent, GM. With GM losing tens of billions of dollars and facing bankruptcy and extinction, then GM chairman Rick Wagoner testified before a Congressional banking committee in a bid to gain a government bailout. In his testimony, Wagoner explained that the company would concentrate on its four core brands: Cadillac, Buick, GMC, and Chevrolet while looking at shutting down or selling other brands. As for Saturn, Wagoner said that the company would “explore alternatives” for its youngest brand.

A late model Saturn VUE utility vehicle.
(Public domain photo via Wikimedia)

Following GM’s 2009 bankruptcy and restructuring, the automaker shopped Saturn in a bid to sell the brand. Race car icon, Roger Penske, tendered an offer to buy the company, but when a deal to have Nissan-Renault supply cars to Saturn collapsed, GM halted production on Oct. 1, 2009. The brand was officially discontinued on Oct. 31, 2010, ending GM’s experiment with its different kind of car company.

Saturn’s demise may be attributed by some to GM’s own financial problems. However, Saturn also competed against other GM brands, especially Chevrolet, setting itself on a collision course for its eventual closure.

See Also — The Brief Model Run of the Saturn Sky

End of the Road: Ford Taurus

June 27, 2019 by admin 3 Comments

More than 2 million examples of the first-generation Ford Taurus were built.
(Public domain photo via Wikimedia)

The Ford Taurus is a full-size sedan, once one of the most popular models in the blue oval’s arsenal. Changing consumer tastes and Ford’s reluctance to invest in an all-new model took its toll on sales. On March 1, 2019, the last Taurus rolled off of a Chicago assembly line.

Ford claims more than 8 million sales of the Taurus, spanning 34 years of near-continuous build. The very first model debuted at an auto show in 1985 and went into production later that year. Initially, the Taurus was a midsize sedan and wagon. Later, the wagon was dropped and the Taurus name was applied to a full-size sedan. That sedan competed against the likes of the Chevrolet Impala and Toyota Avalon. Soon, only the Avalon will soldier on as Chevrolet also exits the segment.

Here are the highlights of Ford’s Taurus:

1. Out with the old. Ford needed a competitive midsize model and set out to build a new vehicle from scratch. The previous LTD was a warmed over Ford Fairmont, one of many models sharing a common Fox-body platform. Indeed, the Fox architecture supported a variety of models, including the Lincoln Continental and the Ford Mustang.

2. In with the new: sedan, wagon, and SHO. Up until the time of the Taurus’ debut, Ford relied on a succession of rear-wheel-drive models to power its cars. That had Ford trailing its domestic competition, which offered front-wheel-drive models for the taking. FWD was deemed superior from a roominess standpoint as it allowed manufacturers to build smaller vehicles with larger interiors. The Taurus went up against such models as the Chevrolet Celebrity and the Dodge 600. Initially, Ford introduced the Taurus in sedan and wagon configurations, then followed with a SHO (special high output) performance version beginning in 1989. The Taurus’ twin was the Mercury Sable; a larger Lincoln Continental shared a modified version of the platform.

The style of this third-generation Taurus was widely panned.
(Public domain photo via Wikimedia)

3. Success, at last. Ford recorded a modest 200,000 units sold in the Taurus’ first year, but 2 million models over the first generation’s six-model-year run. Sales continued to climb after that, reaching 410,000 units in 1992. That year also saw the second-generation model’s release, which immediately made the Taurus the best-selling car in America. Ford would hold onto the title throughout this model’s second-generation run and with the third-generation model when it rolled out in 1996. However, beginning in 1997, the Toyota Camry wrested sales leadership from Ford, keeping the “best-selling car” title most years since.

4. The ever-popular 3.0L V6. Upon its debut, the Ford Taurus offered two engine choices: a 2.5-liter inline-four and a 3.0-liter V6. The base engine was weak, producing just 90 horsepower to the 140 horsepower offered by the V6. The base engine is paired with a 5-speed manual or a 3-speed automatic transmission, while the V6 works with a four-speed automatic. The four-cylinder disappeared in early 1991. Beginning in 1988, a 3.8-liter V6 rolled out, matching the horsepower of the standard V6, but with improved torque. The SHO model had its own 3.0-liter V6 engine paired with a 5-speed manual transmission. This engine makes 220 horsepower.

5. On to the bubble. The Taurus’ sales held strong when the third-generation model rolled out, thanks in large part to rental and fleet sales, which kept this sedan a best-seller. However, customers could not look past the rounded exterior of the new model, with sales soon falling accordingly. Still, the Taurus name had much value and fleet demand remained strong. The fourth-generation model rectified the design issues of the previous model, continuing with sedan and wagon body styles. However, the SHO was gone and the wagon would follow by the end of 2004.

6. Good-bye, Taurus. Hello, Five Hundred and Fusion. After returning to peak sales in 2000 (382,035 units sold), Taurus sales fell steadily in successive years, dropping permanently below 200,000 units in 2005. By then, Ford planned to stop making the Taurus, replacing it with the midsize Fusion, which itself rolled out in 2006. Still, Ford kept the Taurus around for two more years, selling it to fleets only for its last year. But Ford CEO Alan Mulcahy wasn’t about to let a well-known name go away. The Ford Five Hundred, produced from 2005 to 2007, and targeted to eventually replace the Ford Crown Victoria, would be renamed the Ford Taurus, beginning in 2008. Thus, although not always available to consumers, Ford managed to keep the Taurus name alive, by shifting model names and eventually making the Taurus its flagship model. Once the Crown Victoria disappeared in 2011, the Taurus became Ford’s leading model.

Ford produced a wagon variant of the Taurus through 2004.
(Public domain photo via Wikimedia)

7. Bigly and a pursuit option. The fifth-generation Taurus covered just two years or five (2005 to 2009) when the Five Hundred is included. The sixth-generation Taurus represents a clean-sheet redesign, with a family of V6 engines motivating this sedan. All models feature standard front-wheel drive, with all-wheel drive available. Initially, the engine choices included naturally aspirated and turbocharged versions of a 3.5-liter V6. Beginning in 2013, a Police Interceptor Sedan based on the Taurus rolled out, offering the Taurus’s two engine choices plus a 3.7-liter V6.

8. End of the line. The proverbial “writing on the wall” for the Taurus soon became apparent as each model year passed. The Taurus remained virtually unchanged, while crossover models and trucks received updates or all-new versions. In 2018, Ford said it was exiting the car business in North America, with plans to keep the Mustang, but nothing else. The Taurus stayed in production long enough to produce tens of thousands of police vehicles, although the utility pursuit models were the biggest sellers.

So Long, Farewell

Eight million copies sold ensures the Taurus name will not be easily forgotten. In the grand scheme of things, the Taurus wasn’t an outstanding model, although its SHO variants enhanced its appeal. At some point, we’ll see the Taurus showcased at classic car events, with fans waxing nostalgic for a model popularized in the idyllic days of their youth.

The final generation Taurus was the largest one of all, taking over the
full-size slot eventually abandoned by the Crown Victoria.
(Public domain photo via Wikimedia)

Did you know? — Production of the Ford Taurus may have ended at the Chicago Assembly Plant, but a new model exists. Designed explicitly for the Chinese market, this large sedan is available in four trims and comes with a twin-turbo 2.7-liter V6 engine. Ford builds the new Taurus in China, along with many other models.

See Also — The History of the Hyundai Tiburon

The History of the Hyundai Tiburon

June 14, 2019 by admin 2 Comments

The Hyundai Tiburon represents one of this Korean automaker’s earliest forays into the sport coupe segment. It was produced from 1997 to 2008, replacing the earlier Scoupe before it was succeeded by the Hyundai Veloster and later the Genesis Coupe. The Hyundai Tiburon is a favorite car for the tuner set, people who like to customize their vehicles with engine swaps and aftermarket car parts. The Tiburon may also be a very good used car value if you are shopping for an affordable, front-wheel-drive car.

The second-generation Hyundai Tiburon has an aggressive stance, not unlike the later Genesis Coupe.

Hyundai Tiburon Overview

Tiburon is an island in the Gulf of California, located just off the coast of Sonora, Mexico. It is a Spanish word for shark, the name that Hyundai chose for its second attempt at a sport coupe model in the 1990s.

The Hyundai Tiburon was sold as a three-door hatchback through its 11-model-year, two-generation run. The first-generation model was sold from 1997 to 2001; the second-generation Tiburon was sold from 2003 to 2008. No 2002 model was built.

First Generation Highlights

When the Hyundai Tiburon made its debut, two engines were offered. The base model comes equipped with a 1.8-liter four-cylinder engine rated at 130 horsepower at 6,000 rpm and making 122 foot-pounds of torque at 5,000 rpm. It’s paired with a five-speed manual transmission.

The first-generation Tiburon included this styling refresh to the front fascia.

Also available is a 2.0-liter four-cylinder engine, rated at 140 horsepower at 6,000 rpm and making 133 foot-pounds of torque at 4,800 rpm. It, too, comes with a five-speed manual transmission.

The base engine was dropped after the first year with the larger four standard across the model line through 2001.

First-Generation Exterior and Interior

Taking inspiration from the HCD II concept that made its debut at the 1993 Chicago Auto Show, the first-generation Hyundai Tiburon features a sport fascia, sculptured hood, strong shoulders, and sport coupe body lines. Base models have 14-inch wheels and tinted glass. Options include a rear spoiler, fog lights, alloy wheels, and keyless entry — standard features on the Tiburon FX.

Inside, the first-generation Hyundai Tiburon has 2+3 seating, with bucket seats up front and a fold-down bench seat in the back. Standard features include cloth seating, a tilt steering wheel, power windows and door locks, power side mirrors, an AM/FM cassette audio system, and power steering.

A rear spoiler is standard on all second-generation Tiburon models.

Second Generation Highlights

Beginning in 2003, the second-generation Hyundai Tiburon became available. Base and GT editions were sold initially with the model line further divided into GS, GT, SE and Limited editions before it was canceled following the 2008 model year.

The standard engine is a 2.0-liter four-cylinder rated at 138 horsepower at 6,000 rpm and 136 foot-pounds of torque at 4,500 rpm. A five-speed manual or a four-speed automatic are the transmission choices.

A 2.7-liter V-6 is the upgraded engine, rated at 172 horsepower at 6,000 rpm and 181 foot-pounds of torque at 3,800 rpm. This engine works with either a five- or six-speed manual transmission or with a four-speed automatic transmission.

Second Generation Exterior and Interior

Fresh sheetmetal and a sportier look define the second-generation Hyundai Tiburon. That model has a more sophisticated looking front air dam, flared headlamps and improved sporty design characteristics on its profile and along the rocker panels. For the first time, a rear spoiler is standard and all models come outfitted with either 16- or 17-inch alloy wheels.

Inside, the 2003 to 2008 Hyundai Tiburon features cloth or leather sport bucket seats and a fold-down split rear seat. Standard and available features include remote door locks, a tilt steering wheel, climate control, 12-volt power outlets, heated side mirrors, a six-speaker Kenwood audio system, XM satellite radio, and Bluetooth connectivity.

Years after the Hyundai Tiburon was last available new, it offers value to used car shoppers. Pricing differences between four- and six-cylinder models should be noted, with equipment options offering further cost separation. Among the competing models of that era were the Chevrolet Cobalt SS, Scion tC, and the Mitsubishi Eclipse.

See Also — Hyundai Veloster N: Namyang Performance

Photos copyright Hyundai Motor America.

The History of the Cadillac XLR

June 12, 2019 by admin 1 Comment

Declining Cadillac sales in the 1990s forced General Motors to take a hard look at its luxury division and that marque’s model offerings. New models were soon conceived including an Evoq concept, a two-door roadster that made its debut at a 1999 Detroit auto show. Five years later the Cadillac XLR was introduced, a model underpinned by the same platform used by the Chevrolet Corvette.

From Concept to Reality

The 1999 North American International Auto Show in Detroit featured the Cadillac Evoq, a concept vehicle created by a design team headed by Wayne Cherry, Vice President of General Motors Design. Cherry oversaw the design of several other noteworthy vehicles including the Chevrolet SSR, Pontiac Solstice, and the Cadillac Sixteen concept.

The Evoq concept was based on the fifth-generation Corvette platform, a rear-wheel-drive roadster with a retractable hardtop roof. The Evoq featured Cadillac’s Northstar V-8 engine and was paired with a four-speed automatic transmission.

Auto show attendee reaction to the Cadillac Evoq was highly favorable with GM soon committing to build the new model. However, the eventual production vehicle was not released until 2004 when the sixth-generation Chevrolet Corvette was also introduced. Like the Corvette, the Cadillac XLR was built at the Corvette manufacturing plant in Bowling Green, Kentucky.

Cadillac XLR Essentials

General Motors outfitted the Cadillac XLR with a 4.6-liter V-8 engine. Its Northstar engine was found in other Cadillac models of that era and differed from the 6.2-liter V-8 that powered the Corvette. The XLR engine was rated at 320 horsepower and 310 foot-pounds of torque, and was teamed with a five-speed automatic transmission. Beginning in 2007, a six-speed automatic transmission was made standard.

The XLR and Corvette shared the same hydroformed frame-rail architecture, with the XLR utilizing components from both the C5 and C6 Corvette. Like the Corvette, the Cadillac XLR featured aggressive styling with a long hood and a chiseled body, with 18-inch wheels and outfitted with clustered quad exhaust pipes. Its base price was approximately $20,000 above the Corvette, starting out near $77,000.

Standard equipment with the Cadillac XLR included keyless entry, a tilt and telescoping steering column, a heated steering wheel, steering wheel mounted controls, power accessories including a power trunk lid, eight-way power seats, and dual climate control. Leather trim was used throughout the cabin on seating surfaces, across the dashboard, on the doors, and around the steering wheel. Alloy and wood trim accents were standard.

Cadillac XLR-V

Beginning in 2006, Cadillac introduced a V-Series model to the XLR line. The V-Series is a line of high-performance models that were also found in special versions of the CTS and STS sedans. The XLR-V was priced from just under $100,000.

The Cadillac XLR-V was powered by a 4.4-liter supercharged V-8 engine making 443 horsepower and 413 foot-pounds of torque. It was teamed with a six-speed automatic transmission that could also be shifted manually. This model featured magnetic ride control and an enhanced suspension system. Key amenities included temperature-adjusted seats with heating and cooling features, Zingana wood trim, and aluminum accents.

End of the Road

After a six-year model run, GM announced in 2009 that the Cadillac XLR would be discontinued. GM had also stopped making the 4.4-liter V-8 engine for the V-Series, “due to market conditions.” The timing of the XLR’s demise coincided with GM’s bankruptcy and restructuring, a move that enabled the automaker to quit making low volume and unprofitable vehicles across its multiple brand lines.

Approximately 15,400 XLRs were sold for its entire model run. The vehicle was considered less refined than competing European models including the Mercedes-Benz SL500 and the Jaguar XKR. Its cramped interior, uninspiring steering feedback, and large gaps between some interior panels were among the deficiencies cited by industry analysts.

Cadillac’s flagship roadster is no more, but its high-end performance lives on in other vehicles. The V-Series continues in the CTS, a line of vehicles powered by Corvette’s supercharged 6.2-liter V-8 engine.

Photos copyright General Motors Company.

5 Retired American Car Brands

June 11, 2019 by admin 5 Comments

The auto industry continues to evolve and consolidate, casting off brands or seeing the demise of entire automakers including Saab. In the United States, we have seen the death of several car brands in recent years including Mercury, Pontiac, and Plymouth. Hundreds of brands have come and gone down through the years, usually because of intense competition. Among those brands are five that may have disappeared, but are hardly forgotten.

1. Oldsmobile

With its life spanning parts of three centuries, Oldsmobile’s demise is perhaps the most notable of all American car brands. Founded in 1897 by Ransom E. Olds, the Olds Motor Works was bought by GM in 1908 and stayed around until 2004.

Tens of millions of Oldsmobiles were sold throughout its long history. In 1976, the Olds Cutlass was the best-selling American model and in 1985 sales pushed past 1 million units. By the early 1990s, GM’s failure to distinguish its brands began to take its toll and Oldsmobile suffered the consequences of declining sales. By the early 2000s, GM decided to shut down Oldsmobile to concentrate on its emerging Saturn brand.

2. Packard

Founded as the Ohio Automobile Company in 1899 by James Ward Packard, this luxury automaker assumed its founder’s name beginning in 1902. The company quickly enjoyed a reputation for building stylish, high-quality automobiles.

A Packard ad from 1927. Public domain photo acquired from Wikipedia.

As an independent car manufacturer, Packard did not enjoy the deep financial pockets of General Motors and the Ford Motor Company, but it did make use of a money-saving single production line to build all of its models. That kept the company afloat during the depression when similar smaller manufacturers including Duesenburg, Pierce-Arrow, and Franklin failed.

Packard made it through the Second World War when production for all car manufacturers was halted. However, it began to compromise on its luxury status, going for the volume business and shedding its premier status once production resumed. In the 1950s it merged with Studebaker and the last Packard was produced in 1958 as demand for its cars declined.

DID YOU KNOW?

Hupmobile, named for Robert Craig Hupp, was another manufacturer that folded during the depression. Its first car, the Hupp 20 H.P. retailed for $750. It featured a four-cylinder engine, a sliding gear transmission, and Bosch High Tension Magneto side and tail lamps.

3. DeSoto

Named after the Spanish explorer Hernando de Soto, DeSoto was a brand founded by Walter P. Chrysler in 1929. Created as a mid-priced brand, slotting it above the recently created Plymouth make. DeSoto was particularly aimed at the Dodge Brothers, acquired by Chrysler soon after DeSoto’s launch, giving the automaker two mid-priced brands. Later, Chrysler improved DeSoto’s status to sell above Dodge and just below the Chrysler brand.

DeSoto set first-year sales records and went on to produce a number of memorable models including the DeSoto Adventurer coupe in the 1960s. That hard-top coupe was also chosen as the pace car for the 1956 Indianapolis 500, the first and only time a DeSoto model was selected.

DeSoto’s demise had largely to do with Chrysler’s introduction of its Imperial brand in the 1950s, a luxury marque positioned to take on Cadillac and Lincoln. The Chrysler brand was demoted to near-luxury status, overlapping DeSoto. When the Newport was introduced in 1961 as Chrysler’s lowest-priced model, it sealed DeSoto’s fate and the brand was canceled.

A late-model DeSoto, one of the last of its kind.

4. Tucker

Few people might recall the Tucker brand apart from Francis Ford Coppola’s movie, “Tucker: The Man and His Dream.” That 1988 production told the story of Preston Tucker and his dream to build an innovative sedan.

The Tucker 48 was the lone model produced by this car manufacturer with just 51 copies built in 1947 and 1948. That model featured a rear engine, rear-wheel drive design, had a directional third headlamp centered above the grille and included several safety features such as shatterproof glass that were ahead of its time.

Tucker’s demise was largely attributed to an investigation by the U.S. Securities and Exchange Commission and the U.S. Attorney General over its handling of finances. The company officials were indicted, charges were later dropped, but the negative publicity eventually contributed to Tucker’s demise.

5. LaSalle

If LaSalle was in operation today, its business equivalent would be Scion. Just as Scion is part of the Toyota brand, LaSalle found a home in Cadillac.

LaSalle, like Cadillac, was named for a French explorer. It was created in 1927 by GM chairman Alfred Pritchard Sloan, Jr., developed solely as a lower-priced companion car to Cadillac. The brand served to fill perceived gaps in the GM product portfolio then composed of Cadillac, Buick, Oldsmobile, Oakland, and Chevrolet.

Cadillac built and sold LaSalle, essentially a lower-priced Cadillac established to compete against the Packard Six. LaSalle sales were still going strong when the brand was canceled in 1940, largely to allow GM to concentrate on Cadillac and Buick, with the latter taking over LaSalle’s purpose.

1930 LaSalle Sedan. Photo copyright Paul Fisher and licensed under
the Creative Commons Attribution 3.0 Unported license.

Out With the Old, In With the New

Intense competition across the American landscape has sent many brands packing. Those vehicles are still showcased at popular classic car shows around the country, offering show visitors tangible examples of an industry in constant change.

New American brands such as Tesla, Rivian, and Bollinger are still being created, demonstrating that ingenuity and marketing savvy continue to define the auto industry today.

See Also — 7 Winter Storage Tips For Classic Cars

Photos copyright Auto Trends Magazine unless otherwise specified.