toploader55
Well-known member
OMG Rick
Two of my Favorites. Keep them in good health. !!!! Eddie
Two of my Favorites. Keep them in good health. !!!! Eddie
Do any of us own a classic car...older than 30yrs of age?
- Thread starter ronhic
- Start date
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athanasius80
Well-known member
I think I get the oldest car award...
1923 Model T Ford Runaboat
$364 FOB Detroit when new
176 CID
100 inch wheel base
45mph top speed
4 wheels
2 speeds foward
I bought it when I was $14 and its the most reliable vintage car I've owned. And its _not_ for sale.
1923 Model T Ford Runaboat
$364 FOB Detroit when new
176 CID
100 inch wheel base
45mph top speed
4 wheels
2 speeds foward
I bought it when I was $14 and its the most reliable vintage car I've owned. And its _not_ for sale.
ronhic
Well-known member
Chris....you win the oldest car aware (so far)
Nick, the steering wheel shape was also issued in the Austin Allegro in 1973 in the UK...it was referred to then as 'Quartic'....and was pretty much loathed...but I LOVE that dash....and the square wheel seems to suit it
Nick, the steering wheel shape was also issued in the Austin Allegro in 1973 in the UK...it was referred to then as 'Quartic'....and was pretty much loathed...but I LOVE that dash....and the square wheel seems to suit it
Ah, a fun thread indeed . . .
The BMC 1100/1300 cars are a wonderful design, a real tribute to the creativity of both Alec Issigonis and Alex Moulton. The 1100/1300 was sold here in the US under both the MG and Austin brands. British Leyland tried hard to push the automatic in the Austin America, but it ruined performance and was very unreliable. The cars were conceptually light years better than the best-selling import, the VW Beetle, with superior ride, handling, and space utilization, but the Beetle was pretty much unbreakable while BL products didn’t hold up well at all. BL knew they had a problem here in the US, but their fix was to replace the America with an equally poorly made Marina that had none of the engineering virtues of the 1100/1300. It's funny how things have now changed: VWs now usually feature advanced engineering, but reliability isn't one of their modern virtues (don't ask how I know this!)
The whole BMC 1100/1300 lineup with the transaxle in the sump was based on the technology of the original Mini. Lamborghini engineers were fascinated by these cars too, enough to crib the layout for their stunning ’67 Muira. In their case, however, they used a transverse V-12 behind the driver with a sump-mounted five speed transaxle. Using the same oil for the engine and gearbox was problematic for the Muira as well, with Lamborghini eventually separating the oil supply to each component. I've often wondered if there's any record of what Issigonis thought of the Muira and Lambo's interpretation of his layout on such a vastly different scale.
I love most all old cars, but have a special thing for classic Citroens. My own dream car is my ’73 SM. At the moment it’s off the road until I do some major maintenance – it’s time for new timing chains, and the sodium cooled OEM valves should be checked – but it’s now 36 years old (built in May ’73) so a few worries are to be expected. I also have a ’71 DS21, but doubt that I’ll ever have the time to restore it. That’s sad as I grew up with D series cars and they’re a wonderful combination of supreme comfort with serious toughness. My DS has over 200,000 miles on it, while the SM is comparatively youthful with only 71,000.
The SM has one thing in common with the Imperial and Austin Allegro: the steering wheel isn’t round. In the case of the SM, it’s elliptical to match the elliptical instruments. Since the steering is very, very quick you never feel the unusual shape as it only goes one turn to the left and one to the right. It also has a powered return to the center position, and firms up according to the speed of the car. The steering speed governor circuit runs off the nose of the transaxle and is also tapped to control the cooling fans: at 30 mph they turn off since airflow through the grille renders them unnecessary.
Here’s a pic of an SM dash which shows both the steering wheel and instruments. This isn’t mine but the interior is the same, aside from this one having the very elegant Continental Edison radio never offered in the US.
The BMC 1100/1300 cars are a wonderful design, a real tribute to the creativity of both Alec Issigonis and Alex Moulton. The 1100/1300 was sold here in the US under both the MG and Austin brands. British Leyland tried hard to push the automatic in the Austin America, but it ruined performance and was very unreliable. The cars were conceptually light years better than the best-selling import, the VW Beetle, with superior ride, handling, and space utilization, but the Beetle was pretty much unbreakable while BL products didn’t hold up well at all. BL knew they had a problem here in the US, but their fix was to replace the America with an equally poorly made Marina that had none of the engineering virtues of the 1100/1300. It's funny how things have now changed: VWs now usually feature advanced engineering, but reliability isn't one of their modern virtues (don't ask how I know this!)
The whole BMC 1100/1300 lineup with the transaxle in the sump was based on the technology of the original Mini. Lamborghini engineers were fascinated by these cars too, enough to crib the layout for their stunning ’67 Muira. In their case, however, they used a transverse V-12 behind the driver with a sump-mounted five speed transaxle. Using the same oil for the engine and gearbox was problematic for the Muira as well, with Lamborghini eventually separating the oil supply to each component. I've often wondered if there's any record of what Issigonis thought of the Muira and Lambo's interpretation of his layout on such a vastly different scale.
I love most all old cars, but have a special thing for classic Citroens. My own dream car is my ’73 SM. At the moment it’s off the road until I do some major maintenance – it’s time for new timing chains, and the sodium cooled OEM valves should be checked – but it’s now 36 years old (built in May ’73) so a few worries are to be expected. I also have a ’71 DS21, but doubt that I’ll ever have the time to restore it. That’s sad as I grew up with D series cars and they’re a wonderful combination of supreme comfort with serious toughness. My DS has over 200,000 miles on it, while the SM is comparatively youthful with only 71,000.
The SM has one thing in common with the Imperial and Austin Allegro: the steering wheel isn’t round. In the case of the SM, it’s elliptical to match the elliptical instruments. Since the steering is very, very quick you never feel the unusual shape as it only goes one turn to the left and one to the right. It also has a powered return to the center position, and firms up according to the speed of the car. The steering speed governor circuit runs off the nose of the transaxle and is also tapped to control the cooling fans: at 30 mph they turn off since airflow through the grille renders them unnecessary.
Here’s a pic of an SM dash which shows both the steering wheel and instruments. This isn’t mine but the interior is the same, aside from this one having the very elegant Continental Edison radio never offered in the US.
ronhic
Well-known member
Hydralique,
I love Citroens too.
I have had a 1978 Cx 2400 Pallas C-Matic, 1994 Zantia SX 1.8 5spd in the UK and a 1996 Xantia SX 2.0 5spd here in Oz. The last Xantia did 260000klm before we thought it best to upgrade and we thought that AUD$3000 to do the maintenance that was due (Timing belt, front and rear pads/discs, service, 4 tyres and a heater core) was just a tad too much. I sold it to a Citroen mechanic who loves it dearly.
Friends have ID's and DS's in Sydney so regularly get my 'Citroen fix' and the reason we have the Morris with it's Hydrolastic 'floats on fluid' suspension is because I wanted a fluid suspension car that wasn't going to scare the mechanics too much...though you wouldn't care to know how many won't touch an old 'A' series engine...
The manual Mini's and 1100/1300 were reliable and there are still many of them around here...well mini's anyway. Far too many 1100's were raided for their engine/gearbox transaxle for transplanting into a mini....now they are rare....many and 1100/1300 heart beats in a mini....
I love Citroens too.
I have had a 1978 Cx 2400 Pallas C-Matic, 1994 Zantia SX 1.8 5spd in the UK and a 1996 Xantia SX 2.0 5spd here in Oz. The last Xantia did 260000klm before we thought it best to upgrade and we thought that AUD$3000 to do the maintenance that was due (Timing belt, front and rear pads/discs, service, 4 tyres and a heater core) was just a tad too much. I sold it to a Citroen mechanic who loves it dearly.
Friends have ID's and DS's in Sydney so regularly get my 'Citroen fix' and the reason we have the Morris with it's Hydrolastic 'floats on fluid' suspension is because I wanted a fluid suspension car that wasn't going to scare the mechanics too much...though you wouldn't care to know how many won't touch an old 'A' series engine...
The manual Mini's and 1100/1300 were reliable and there are still many of them around here...well mini's anyway. Far too many 1100's were raided for their engine/gearbox transaxle for transplanting into a mini....now they are rare....many and 1100/1300 heart beats in a mini....
Ronhic,
Citroen pulled out of the US market after '73 so we had no official imports after the D series and SM. I believe that they had intended to come back with the CX, but once Peugeot bought the company in '75 they refused to allow this. Peugeot hated the SM too: they ordered several hundred completed bodyshells to be crushed, and forced Citroen to cut off all financial support to their subsidiary, Maserati. That sent Maserati into receivership and ended Citroen's supply of the Maserati C-114 V6 for the SM.
In spite of Peugeot, some CXs did make it into the US via a couple of grey-market companies in the '80s, but they had to buy the cars at retail in Europe and then privately convert them to US spec. The result was very expensive, and of course most of the old US dealership network was long gone, so very few CXs were sold here. My dad had an early CX2200 Diesel which came into the country via an "alternate" path of questionable legality, but we got it registered and ran it for awhile. It was a nice car and a proper Citroen, but there was no information at all in the US regarding the particular diesel injection system used and parts were non-existant. By that time Peugeot had integrated their US parts operation with Citroen's and they wouuldn't allow any CX parts to be ordered - this was before the grey-market guys set up their own parts network. So the CX turned out to be much harder to run than a D series car and didn't last so long.
Did you know the D series was assembled in the early '60s in Australia, in a place called West Heidelberg? I don't think many were made however and so most of the Ds in Australia are French made cars. There is also a company in Australia which has imported and restored some SMs, mostly from the US. Citroen hardly sold any SMs new in Oz - 5 in Australia and 3 in New Zealand, for a total of 8 cars - so enthusiasts have to get them somewhere else!
I really love the photos of your Morris - the early grille is among the nicest. Glad to hear it's reliable as well, perhaps the Aussie cars were better made than the British ones? I like the Hydrolastic suspension too: that was Alex Moulton's invention, and certainly beats an ordinary steel suspension. Clever British engineering at its best! I have a good friend who remembers her first car, an MG 1100, with great affection. She's a hard core Alfisti, and for the most part if it isn't an Alfa it doesn't rank with her, but I think even after 40 years and many cars she considers the 1100 to be her second favorite sedan after an Alfa Guila Super. She's made it clear to her husband that if she ever finds a running MG 1100 or 1300 it will be hers. Sadly, as in Australia, there is much more interest in the early Mini and hardly any BMC 1100/1300 cars survive. I really do hope she eventually finds one.
Citroen pulled out of the US market after '73 so we had no official imports after the D series and SM. I believe that they had intended to come back with the CX, but once Peugeot bought the company in '75 they refused to allow this. Peugeot hated the SM too: they ordered several hundred completed bodyshells to be crushed, and forced Citroen to cut off all financial support to their subsidiary, Maserati. That sent Maserati into receivership and ended Citroen's supply of the Maserati C-114 V6 for the SM.
In spite of Peugeot, some CXs did make it into the US via a couple of grey-market companies in the '80s, but they had to buy the cars at retail in Europe and then privately convert them to US spec. The result was very expensive, and of course most of the old US dealership network was long gone, so very few CXs were sold here. My dad had an early CX2200 Diesel which came into the country via an "alternate" path of questionable legality, but we got it registered and ran it for awhile. It was a nice car and a proper Citroen, but there was no information at all in the US regarding the particular diesel injection system used and parts were non-existant. By that time Peugeot had integrated their US parts operation with Citroen's and they wouuldn't allow any CX parts to be ordered - this was before the grey-market guys set up their own parts network. So the CX turned out to be much harder to run than a D series car and didn't last so long.
Did you know the D series was assembled in the early '60s in Australia, in a place called West Heidelberg? I don't think many were made however and so most of the Ds in Australia are French made cars. There is also a company in Australia which has imported and restored some SMs, mostly from the US. Citroen hardly sold any SMs new in Oz - 5 in Australia and 3 in New Zealand, for a total of 8 cars - so enthusiasts have to get them somewhere else!
I really love the photos of your Morris - the early grille is among the nicest. Glad to hear it's reliable as well, perhaps the Aussie cars were better made than the British ones? I like the Hydrolastic suspension too: that was Alex Moulton's invention, and certainly beats an ordinary steel suspension. Clever British engineering at its best! I have a good friend who remembers her first car, an MG 1100, with great affection. She's a hard core Alfisti, and for the most part if it isn't an Alfa it doesn't rank with her, but I think even after 40 years and many cars she considers the 1100 to be her second favorite sedan after an Alfa Guila Super. She's made it clear to her husband that if she ever finds a running MG 1100 or 1300 it will be hers. Sadly, as in Australia, there is much more interest in the early Mini and hardly any BMC 1100/1300 cars survive. I really do hope she eventually finds one.
dynaflow
Well-known member
no pix yet
I own my grandmothers 1963 Mercury Montery with 48 k on it big long and black sliding rear window turnpike cruiser
She 4 sale I dont have the money to restore her pix to come soon
I own my grandmothers 1963 Mercury Montery with 48 k on it big long and black sliding rear window turnpike cruiser
She 4 sale I dont have the money to restore her pix to come soon
ronhic
Well-known member
Australia has a rather weird history of assembling cars to be honest.
We have at one point or another assembled the following due to import duties being horrendous and assembly being counted towards 'local content'. So apart from the big three, we have assembled or manufactured
Austins
Citroens
Toyota who now fully manufacture (AMI)
Datsun/Nissan (who did fully manufacture and pulled out about 1991)
Mitsubishi (who bought Chrysler and closed in 2006)
Peugeot
Renault (assembled by Peugeot...how ironic)
Goggomobile...yep
Triumph (AMI)
Vanguard (AMI)
Mercedes Benz (AMI)
AMC cars including Rambler after the name was dropped in the US (AMI)
Volvo (Datsun/Nissan)
VW
Wolseley
Riley
MG
Morris
Mini
Leyland
AMI - Australian Motor Industries - assembled many different cars (as you can see). The first Toyota to be assembled outside of Japan (a Tiara) was done so by AMI in Port Melbourne. In 1968 Toyota bought a controlling interest and they are now part of the Toyota empire. In an ironic twist of fate, Toyota Australia now send CKD kits (completely knocked down) overseas for assembly.
Now we have Ford, Holden (GM) and Toyota only....
The Pontiac GTO was a Holden design. Built and exported to the US as is the Pontiac G8 which is built in Adelaide with slightly altered front and rear to blend with Pontiacs corporate look...
We have at one point or another assembled the following due to import duties being horrendous and assembly being counted towards 'local content'. So apart from the big three, we have assembled or manufactured
Austins
Citroens
Toyota who now fully manufacture (AMI)
Datsun/Nissan (who did fully manufacture and pulled out about 1991)
Mitsubishi (who bought Chrysler and closed in 2006)
Peugeot
Renault (assembled by Peugeot...how ironic)
Goggomobile...yep
Triumph (AMI)
Vanguard (AMI)
Mercedes Benz (AMI)
AMC cars including Rambler after the name was dropped in the US (AMI)
Volvo (Datsun/Nissan)
VW
Wolseley
Riley
MG
Morris
Mini
Leyland
AMI - Australian Motor Industries - assembled many different cars (as you can see). The first Toyota to be assembled outside of Japan (a Tiara) was done so by AMI in Port Melbourne. In 1968 Toyota bought a controlling interest and they are now part of the Toyota empire. In an ironic twist of fate, Toyota Australia now send CKD kits (completely knocked down) overseas for assembly.
Now we have Ford, Holden (GM) and Toyota only....
The Pontiac GTO was a Holden design. Built and exported to the US as is the Pontiac G8 which is built in Adelaide with slightly altered front and rear to blend with Pontiacs corporate look...
In addition to GM, Mitsubishi and Ford both sold Australian made cars here in the US on a limited basis. The Mitsubishi was a station wagon variant of the Galant back in the '90s, while Mercury sold the little two-seat convertible Capri in the same era. I knew a guy with one of the Capris and he kept it much longer than he ever anticipated, simply because it was virtually trouble free and very inexpensive to run.
We shouldn't forget native Australian companies either, like Lightburn with the Zeta . . . after all, it was assembled in a washing machine factory!
I rather like the Goggomobil Dart, at least in photos. To my knowledge none were ever exported so I've not seen one in person. Certainly the Aussie design is much prettier than anything from the main factory in Germany.
While on the subject of microcars, I saw a rather nice Messerschmitt KR 200 parked in an upscale neighborhood last week. What with the concept of peak oil, owners of Zetas, Goggomobils, and Messerschmitts may have the last laugh after all.
We shouldn't forget native Australian companies either, like Lightburn with the Zeta . . . after all, it was assembled in a washing machine factory!
I rather like the Goggomobil Dart, at least in photos. To my knowledge none were ever exported so I've not seen one in person. Certainly the Aussie design is much prettier than anything from the main factory in Germany.
While on the subject of microcars, I saw a rather nice Messerschmitt KR 200 parked in an upscale neighborhood last week. What with the concept of peak oil, owners of Zetas, Goggomobils, and Messerschmitts may have the last laugh after all.
"I own my grandmothers 1963 Mercury Montery with 48 k on it big long and black sliding rear window turnpike cruiser
She 4 sale I dont have the money to restore her pix to come soon"
What? No vintage Buick with a dynaflow trans? Traitor.......
She 4 sale I dont have the money to restore her pix to come soon"
What? No vintage Buick with a dynaflow trans? Traitor.......
dynaflow
Well-known member
not anymore
got rid of all my old cars only have a 02 Park Ave and a 96 Toyota now and my little truck
got rid of all my old cars only have a 02 Park Ave and a 96 Toyota now and my little truck
ronhic
Well-known member
Hydraulique,
That is what happens when you use Mazda 323 running gear as the basis for a car....they stay reliable.
The car flopped in a big way here for two major reasons.
1) the MX-5 (Miata) was released about the same time
2) there was a major expose (or3) about the quality of the car. Much if it televised. One of the biggest issues people had was with water intrusion around the convertible top...but I ask you, would you wash a convertible with a jet of water aimed at 90o to the roof/windows and expect it to remain water tight?
That is what happens when you use Mazda 323 running gear as the basis for a car....they stay reliable.
The car flopped in a big way here for two major reasons.
1) the MX-5 (Miata) was released about the same time
2) there was a major expose (or3) about the quality of the car. Much if it televised. One of the biggest issues people had was with water intrusion around the convertible top...but I ask you, would you wash a convertible with a jet of water aimed at 90o to the roof/windows and expect it to remain water tight?
At last count...
I have six cars that are 30 years or older...
My most recent acquisition is a '67 ChevyVan 108, panel. Spittin' image of the Mystery Machine (ScoobyDoo). It took a fair amount of work last summer and fall to sort out her neglected problems, but now she's capable of being a daily runner and I get a kick out of driving it. And it's practical - I use it for hauling large/bulky/heavy items. Haven't hauled any major appliances in it yet, but I'm sure it would do just fine.
The List:
'79 Plymouth Arrow Sport pickup 2.6L 5 sp manual
'78 Dodge D100 pickup 360 V8
'67 ChevyVan 108 panel with 283 V8 and 3sp manual
'64 Plymouth Valiant Signet 200 hardtop 225 slant six & push button automatic
'50 Plymouth Special Deluxe 4 door sedan, 3 sp manual
'50 Plymouth Deluxe 4 door sedan (not running, got it for parts... but it's complete except for frozen motor).
I have six cars that are 30 years or older...
My most recent acquisition is a '67 ChevyVan 108, panel. Spittin' image of the Mystery Machine (ScoobyDoo). It took a fair amount of work last summer and fall to sort out her neglected problems, but now she's capable of being a daily runner and I get a kick out of driving it. And it's practical - I use it for hauling large/bulky/heavy items. Haven't hauled any major appliances in it yet, but I'm sure it would do just fine.
The List:
'79 Plymouth Arrow Sport pickup 2.6L 5 sp manual
'78 Dodge D100 pickup 360 V8
'67 ChevyVan 108 panel with 283 V8 and 3sp manual
'64 Plymouth Valiant Signet 200 hardtop 225 slant six & push button automatic
'50 Plymouth Special Deluxe 4 door sedan, 3 sp manual
'50 Plymouth Deluxe 4 door sedan (not running, got it for parts... but it's complete except for frozen motor).
xraytech
Well-known member
Rick, I love that 61 Olds Super 88, it is one of my favorite olds, the other being the 58 Holiday 88 fiesta wagon.
Nick, beautiful Imperial, 60 and 61 I think were the most stylish imperials offered
Nick, beautiful Imperial, 60 and 61 I think were the most stylish imperials offered
Hi Ronhic
Sorry, the pedant in me is coming out again... can't help it as I am as big a French car nut as a washing machine nut...
Renault wasn't assembled by Peugeot, it was the other way around.
The factory was in West Heidelberg, the company was originally Continental and General. They assembled Studebaker, Citroen and Peugeot, and I think Borgward and NSU briefly, too. Then they started assembling Renault. Eventually Renault bought out the factory and it became Renault Australia. They continued assembling Peugeot cars under licence, Citroen were already fully imported and Studebaker had disappeared by then.
Renault Australia assembled their own 10, 16, 12, 18 and 20 models, as well as Peugeot 404, 504 and early 505s. Later 505s were assembled by Leyland Australia, who changed their name to Jasguar-Rover Australia. The last 505s, and all wagons, were fully imported from France.
So that Heidelberg factory assembled 3 rival French brands, Citroen, Peugeot and Renault, though only 2 of the brands at any time.
Renault Australia also assembled Ford Cortina wagons under contract - Ford Australia were selling more cars than they cound make at the time (what a change to today!) so they contracted Renault to assemble Cortina wagons in the late 1970s. The tax changes in the late 70s hit local assemblers of imported cars very hard, they were intended to force the manufacturers to change to higher Australian content, but actually many closed up altogether as their vehicles overnight became very expensive and sales plummeted. Renault tried to go upmarket but it wasn't successful and they had a lot of unused capacity in their factory and the Ford contract saved many jobs there for a few years.
I have owned 3 Renaults assembled in that factory - a 12 sedan, an 18 wagon and a 20 hatch. The 20 was a fantastic car.
One of my neighbours was a senior engineer at that factory in the late 50s early 60s, when they assembled the Citroen DS. When he left to work for VW, he got a new DS as a golden handshake, and was able to supervise production of his own car, including fitting some special extras from France that weren't available on Australian cars. He eventually sold that car to a collector.
Chris
Sorry, the pedant in me is coming out again... can't help it as I am as big a French car nut as a washing machine nut...
Renault wasn't assembled by Peugeot, it was the other way around.
The factory was in West Heidelberg, the company was originally Continental and General. They assembled Studebaker, Citroen and Peugeot, and I think Borgward and NSU briefly, too. Then they started assembling Renault. Eventually Renault bought out the factory and it became Renault Australia. They continued assembling Peugeot cars under licence, Citroen were already fully imported and Studebaker had disappeared by then.
Renault Australia assembled their own 10, 16, 12, 18 and 20 models, as well as Peugeot 404, 504 and early 505s. Later 505s were assembled by Leyland Australia, who changed their name to Jasguar-Rover Australia. The last 505s, and all wagons, were fully imported from France.
So that Heidelberg factory assembled 3 rival French brands, Citroen, Peugeot and Renault, though only 2 of the brands at any time.
Renault Australia also assembled Ford Cortina wagons under contract - Ford Australia were selling more cars than they cound make at the time (what a change to today!) so they contracted Renault to assemble Cortina wagons in the late 1970s. The tax changes in the late 70s hit local assemblers of imported cars very hard, they were intended to force the manufacturers to change to higher Australian content, but actually many closed up altogether as their vehicles overnight became very expensive and sales plummeted. Renault tried to go upmarket but it wasn't successful and they had a lot of unused capacity in their factory and the Ford contract saved many jobs there for a few years.
I have owned 3 Renaults assembled in that factory - a 12 sedan, an 18 wagon and a 20 hatch. The 20 was a fantastic car.
One of my neighbours was a senior engineer at that factory in the late 50s early 60s, when they assembled the Citroen DS. When he left to work for VW, he got a new DS as a golden handshake, and was able to supervise production of his own car, including fitting some special extras from France that weren't available on Australian cars. He eventually sold that car to a collector.
Chris
Suds . . .
That '64 Valiant is especially cool. When I was a kid my aunt had a similar car, a very early Barracuda with the 273 and pushbutton Torqueflite. I'll never forget wandering around in that car with my two older cousins in the summer of '67. I was 8, they were 14 and 17. The 17 year old was the driver, his brother the "co-pilot", and I was relegated to the back seat. Their favorite trick was to manually shift the gearbox, but since the pushbuttons were chrome against a brushed chrome instrument panel it was hard to drive and hit the right button at the right time. So my older cousin would put the poor thing in first at a light and then nail it once the light turned green. At the right moment the "co-pilot" would hit the button and it would lurch into second. What with the 273 it wasn't a ball of fire but it sure was fun to watch all this pointless teamwork. I was of course sworn to secrecy lest my aunt and uncle find out how they were treating the Barracuda. The car was white with ice-blue vinyl bucket seats - really quite handsome and nicely proportioned.
That '64 Valiant is especially cool. When I was a kid my aunt had a similar car, a very early Barracuda with the 273 and pushbutton Torqueflite. I'll never forget wandering around in that car with my two older cousins in the summer of '67. I was 8, they were 14 and 17. The 17 year old was the driver, his brother the "co-pilot", and I was relegated to the back seat. Their favorite trick was to manually shift the gearbox, but since the pushbuttons were chrome against a brushed chrome instrument panel it was hard to drive and hit the right button at the right time. So my older cousin would put the poor thing in first at a light and then nail it once the light turned green. At the right moment the "co-pilot" would hit the button and it would lurch into second. What with the 273 it wasn't a ball of fire but it sure was fun to watch all this pointless teamwork. I was of course sworn to secrecy lest my aunt and uncle find out how they were treating the Barracuda. The car was white with ice-blue vinyl bucket seats - really quite handsome and nicely proportioned.
ronhic
Well-known member
Chris....
I knew that it was one way or the other and thought that it was Peugeot/Renault rather than Renault/Peugeot. Thanks for clarifying that.
Until my last Renault, a 1990 21 I bought in 1998, I was a HUGE Renault fan.
I've had a 1975 12GL, 1976 12 1.4 ( I say 1.4, but I have a feeling that the first face-lift models had the 1289cc engine), 1977 12XL, 1976 16TS and the horrible 21....The 12 and 16 were fantastic cars and I would happily have one now...especially a Virage wagon.
I knew that it was one way or the other and thought that it was Peugeot/Renault rather than Renault/Peugeot. Thanks for clarifying that.
Until my last Renault, a 1990 21 I bought in 1998, I was a HUGE Renault fan.
I've had a 1975 12GL, 1976 12 1.4 ( I say 1.4, but I have a feeling that the first face-lift models had the 1289cc engine), 1977 12XL, 1976 16TS and the horrible 21....The 12 and 16 were fantastic cars and I would happily have one now...especially a Virage wagon.
