Classic Cars Lovers

1961 Buick LeSabre Convertible

2011-09-14T22:58:00.000+07:00

Buick LeSabre Convertible 1961 Buick automobile industry pushed up the rankings after slipping to ninth place in 1960. The decline is alarming for Buick, which flew high in the mid-1950s in third place in the U.S. automotive industry.

Ninth place showing the worst position since 1905. Something must be done to resolve the issue.

The first step taken in 1959 by Edward D. Rollert who took control of Buick Division. He first determines to improve the quality, which has gone down.

Second, he set up how to put the product to be more in tune with the times. His efforts appear in the lineup, featuring a 1961 Buick's first model, the Special.

The Buick LeSabre came with a 364-cid, 235/250 horsepower V-8 engine.

Although the size wheelbases (123 inches on the LeSabre) and the model name is taken, the driveline (no more torque tube) and all turned into new ones. So the latest styles do not adopt the old style, the new model left the slogan "Delta Wing" fins, lights sloping.

The snazzier interior of the Buick LeSabre convertible helped boost sales

Fortunately, luck has returned to the Buick. The result is a line most interesting and sellable to the full-size Buick has produced for some time. Among these are conversion LeSabre, which has a price of about $ 3,382, about $ 400 more than the ragtop Chevy.

The Buick model names made the 1961 restyling, but the Delta Wing fins did not.

But, with a 364-cid Buick came, 235/250-horsepower V-8, along with a snazzier interior and still prestigious Buick name. The increase in sales for 1961, which includes 11 951.

Buick has a notch to get the eighth position in the industry rankings. In 1964 it returned in the fifth position, where most of the 1960s and the 1970s.

1990 Buick Reatta

2011-09-14T22:37:00.001+07:00

Buick only produced two-seat convertible. 1990 Buick Reatta is a dream for classic car lovers. Therefore Reatta ragtop to be one variant of the classic cars that have a high price.

The 1990 Buick Reatta is today a prized rarity.

Buick only produced two-seater after years (1988-1991) and 21,850 copies, which is expected Bucik order to sell each year. Most Reattas coupe, convertible 1990-91 but is now becoming scarce with each of 2132 and only 305.

The 1990 Buick Reatta featured numerous standard luxuries.

The Reatta is essentially making the size of the 1986 Buick Riviera cut with wheelbase98, 5 inches. It was just as severe, however, thanks to a lot of luxury and standard front wheel is identical with Hydramatic powertrain consisting of a 3.8-liter V-6 and four-speed Turbo. Unique styling and clean, but also quite conservative, and upon conversion of the manual (with no power options) seem worthwhile for the initial base price of $ 34,995.

But the disadvantage Regatta is deteriorating fast cash crisis which resulted in General Motors sales be slow dump, including the Cadillac Allante (1987-1993). Fortunately, the Reatta was overcome with a collection of modern Buicks, and there is a distinct advantage in that regard.

1962 Dodge Polara 500

2011-09-08T22:18:00.001+07:00

Dodge thought smaller big cars would be hot in 1962, and the 1962 Dodge Polara 500 convertible was no different. Most buyers thought otherwise, but the lighter, sportier new Darts and Polara 500s were hot on the street and unbeatable on the dragstrip.

The 1962 Dodge Polara ruled on the dragstrip.

American car buyers were rushing to compacts by 1962, so Dodge seemed to have good reason for drastically shrinking its standard cars that year. Trouble was, size still mattered to big-car customers, so Dodge's "New Lean Breed" was a tough sell. Oddball styling didn't help. As a result, Dodge dropped 30,000 sales on top of 1961's 25-percent decline. Things would have been worse had true big Dodges not been hastily reinstated during the year.

The 1962 Dodge Polara featured standard bucket seats.

Among the downsized '62 Dodges that did sell were 12,268 top-line Polara 500s: hardtop coupe, hardtop sedan, and convertible with standard bucket seats and a 305-horsepower 361 V-8. A 310-bhp version was available, along with 330- and 335-bhp 383s and -- the real excitement -- a big new 413 Ramcharger with up to 415 bhp. Though few Polaras got that thumping "wedgehead," it made the light Dart two-door a dragstrip terror, and Dodge soon ruled in quarter-mile contests. At least it was consolation for the dreary sales performance.

1975 Chevrolet Caprice Classic

2011-09-08T22:14:00.001+07:00

Here's a funny thing: Many of Detroit's "last convertibles" were more numerous than earlier models. Take Chevrolet's last big ragtop, the 1975 Chevrolet Caprice Classic, which saw 8349 copies versus 4670 for the similar '74. Well, that's what happens when people hear that something is endangered and rush to buy before it's all gone.

The 1975 Chevrolet Caprice Classic included a
175-horsepower 400 V-8 linked to Turbo Hydramatic transmission

Chevy's full-size convertible had long been an exclusive member of the top-line Impala series when the Caprice bowed in 1965 as an even finer, more luxurious big bow-tie that eventually overtook Impala in sales. The ragtop belatedly migrated to the Caprice camp for '73, allowing Chevy to clear more money on each one. Still, the '75 was reasonably priced for the day at $5113, which included rich upholstery, major power assists, and a smooth (if thirsty) 175-horsepower 400 V-8 linked to Turbo Hydramatic transmission.

Of course, there have been other ragtop Chevys since, but none as sumptuous as this Caprice. And sadly for convertible lovers, there probably won't be again.

1968 Mercury Park Lane

2011-08-31T18:18:00.001+07:00

Mercury's lush Park Lane convertible hit the deck with a new option for the 1968 Mercury Park Lane called "Yacht Paneling." Though an appliqué, it was a nice, nostalgic nod to the real woodies of the late 1940s.

he yacht paneling option on the
1968 Mercury Park Lane was not offered on later models.

Full-size late-'60s Mercurys were what we'd now call "near luxury" models, yet they were typically big, smooth, feature-laden machines. The all-new '65s were even grandly trumpeted as being "In the Lincoln Continental tradition," especially their square, formal styling. A more fulsome look arrived for '67, when Mercury billed itself "The Man's Car." How times have changed

The 1968 Mercury Park Lane yacht paneling look carried into its interior.

Mercury's big '68s were not much changed, still riding a 123-inch wheelbase and offering V-8s up to 428 cubic inches, but there was an interesting new option called "Yacht Paneling." Restricted at first to the top-line Park Lane fastback and $3822 convertible, this involved woody-look side trim like that on Colony Park wagons. As a full-length decal, Yacht Paneling wasn't structural like the real wood on Mercury's 1946 Sportsman convertible, but it was no less distinctive. However, it was none too popular either, lasting only this one year. Of the 1112 Park Lane ragtops built for '68, just a handful were Yacht Paneled, and a mere 15 are known to exist today. Sometimes, it just doesn't pay to go "retro."

1963 Studebaker Lark Daytona

2011-08-31T18:14:00.001+07:00

After years of bumbling, Studebaker -- by then the oldest surviving American marque -- was sinking fast by 1963, and not even sporty cars like the 1963 Studebaker Lark Daytona convertible could save it.

The 1963 Studebaker Lark Daytona didn't change much from its earlier models.

Studebaker was fighting for its life by 1963, but the end was already in sight. Even that year's daring new Avanti sports coupe couldn't save the venerable South Bend company after too many years of misguided management. Though the pert, cleverly conceived 1959 Lark compact provided a hopeful sales upturn, Studebaker began sliding again with the advent of Big Three compacts for 1960. A squarish '61 facelift didn't help. Nor did a more extensive Lark restyle for '62, bolstered by new bucket-seat Daytonas, including a $2679 convertible.

The 1963 Studebaker Lark Daytona had a low-power 169-cubic-inch six as standard.

Prices were little changed for '63. So were the cars, which was the basic problem. Even the sporty Daytonas had an ancient low-power 169-cubic-inch six as standard, though Studebaker's trusty 259 V-8 was available with 180 or 195 horses, and there were 289s with 210, 225, and 240 bhp, the last achieved with "R1" supercharging.

But all this was just gilding on an elderly lily. Three years later, Studebaker finally faced reality and left the car business to the Big Three -- and a growing pool of imports.

1963 Plymouth Sport Fury

2011-08-31T18:09:00.001+07:00

Like Dodge, smaller big cars with offbeat styling cost Plymouth dearly in '62. Cars with handsome new looks and new big-block power -- like the 1963 Plymouth Sport Fury -- started turning things around for '63.

The 1963 Plymouth Sport Fury is relatively rare today.

Plymouth made the same mistake as sister division Dodge by gambling on much smaller 1962 "standard" cars with offbeat Virgil Exner styling. But where Dodge remained ninth in industry production, Plymouth plunged from fourth to eighth.

Fortunately, Chrysler had a new styling chief in Elwood Engel, just recruited from Ford, and his hurry-up efforts produced nicely facelifted '63 standards that helped Plymouth reclaim fourth.

Again topping the line was the Sport Fury, which returned from '62 as a convertible and hardtop coupe with standard all-vinyl bucket-seat interior and storming performance potential. Unlike regular Furys, Sports had a standard V-8, a mild 230-horsepower 318. Options ranged from a 265-bhp 361 through three 383s and on to a quartet of newly enlarged 426 big-blocks packing up to 425 bhp with "ram induction."

Plymouth built only 1516 Sport Fury ragtops for '62, so the 3836 delivered for '63 looked like quite a jump. But that's not very many by Detroit standards, one reason you so seldom see one now.

1969 Shelby GT-500

2011-08-31T18:04:00.001+07:00

Take a Mustang, heat up the engine, mix with an artfully race-tuned chassis, then add more "competition" features inside and out. That was Carroll Shelby's recipe for turning Ford's new low-priced "ponycar" into a credible track performer. The result was more than credible, as Shelby's GT-350 Mustangs won most every sports-car race around in 1965-66.

The 1969 Shelby GT-500 boasted a 428-cubic-inch V-8.

Yet the no-compromise flavor of those first fastbacks was quickly watered down with extra size and fluff. The restyled '67 GT-350 was not only heavier but gained a burly big-engine brother, the GT-500.

The 1969 Shelby GT-500 remain a rare classic convertible

The following year introduced convertible versions of both. By 1969, the Shelby GTs were just limited-production custom Mustangs. They were even built by Ford.

Still, a '69 GT-500 turned heads like nothing else, and though its 428-cubic-inch V-8 was available in Mustangs, it made at least 65 more horsepower in Shelbys, a mighty 400 advertised. But this tasty confection cost a steep $5027, so only 335 ragtop 500s were sold for '69, plus a spoonful of reserialed "1970" models. The GT-350 was even scarcer at only 194, plus a dollop of carryovers. It was the last of a great line.

1962 Chevrolet Corvair Monza Station Wagon

2011-08-31T16:53:00.001+07:00

Things would never be better for the Chevrolet Corvair Monza station wagon than they were in 1962. True, more power, critical chassis upgrades, and an attractive restyle were all in the offing for General Motors' controversial compact. But 1962 brought exciting new models and enhanced performance, and production of 292,531 cars would stand as the high point in the 10-year run of Chevy's answer to the Volkswagen Beetle.

The 1962 Monza station wagon wasn't considered as attractive as the other Chevy Monzas during this time

The Chevrolet Corvair Monza station wagon made its debut in 1961 as part of the midlevel 700 series. The six-passenger Lakewood, as it was called, offered 58 cubic feet of cargo space on a load floor that was nearly 6.5 feet long with the second-row seats folded down.

A handy one-piece liftgate lent easy access to the cargo hold, but the floor sat well above bumper height to make room for the Chevrolet Corvair's aluminum-block, horizontally opposed, air-cooled six-cylinder engine.

Bucket seats were optional for the Chevy Monza wagon.

The 1962 Chevrolet Corvair Monza station wagon started at $2,569 and was trimmed like the other models in the series (though bucket seats, which gave other Monzas a sporty identity were an option).

The 145-cubic-inch engine made 80 horsepower with the standard three-speed manual transmission; 84 horsepower with the extra-cost Powerglide automatic. Powertrain options included a four-speed stick and a "Super Turbo-Air" engine with output raised to 102 horsepower.

Adding extra options could increase horsepower on the Monza station wagon.

However, 1962 Chevrolet Monza glamour didn't seem to rub off on the Monza station wagon. Just 2,362 were made in 1962 (plus another 3,716 in 700 trim), and the body style was dropped.

Among the rare survivors of that handful of 1962 Chevrolet Monza station wagons is Douglas Englin's Twilight Blue example featured here. This particular 1962 Chevrolet Corvair Monza was a solid, rust-free car when he bought it in 1992 in North Dakota.

This blue Chevy Corvair Monza station wagon is among the few surviving 1962s.

Even so, Englin, of North Aurora, Illinois, spent five years restoring it with, among other things, new paint, trim, and upholstery. Power is provided by the 102-horsepower Super Turbo-Air engine, which is mated to the Powerglide.

Other extra-cost items on Englin's car include its front bucket seats, tissue dispenser, wire wheel covers, roof rack, bumper guards, and side-window "ventshades."

1969 Plymouth Road Runner

2011-08-23T13:26:00.001+07:00

Plymouth's new 1969 Plymouth Road Runner was as quick as the cartoon bird and far cheaper than other muscle cars. Convertibles were the only thing fans might have wanted. Plymouth obliged for 1969.

The 1969 Plymouth Road Runner was an affordable option for muscle car lovers.

Plymouth's new 1968 Road Runner was the first "budget" muscle car and an instant hit. A "Beep-Beep" horn and Warner Bros. cartoon-bird insignia identified it. So did a refreshing absence of costly, speed-robbing frills. Instead you got a 335-horsepower 383 V-8, four-on-the-floor, big boots, and firm suspension. A testosterone-packed 426 Hemi was optional. Taxi-plain interior? Who cared? The starting price was just $2896.

The 1969 Plymouth Road Runner featured a 335-horsepower 383 V-8.

But success tends to breed excess in Detroit, and some plushing up occurred for 1969. Among the additions was a $3313 convertible that attracted only 2126 leadfoots versus some 82,000 coupes and hardtops. Today, the '69 ragtop Runner is an even rarer bird, and collectors pursue it like Wile E. Coyote.

1965 Chrysler 300L

2011-08-23T13:22:00.001+07:00

Chrysler's legendary "letter-series" performance line ended with the 1965 Chrysler 300L -- or so we thought. Today there's a new 300, but the thrill of a convertible isn't part of the resurrection.

The 1965 Chrysler 300L was the last of the letter series for more than 30 years.

For 34 years, the 300L was the last of the great performance Chryslers that began with the 1955 C-300, but that changed with the introduction of the 1999 300M. Is the M worthy of the great letter-series tradition? If you like V-6 "cab forward" sedans with front-wheel drive, yes. Otherwise, it's nothing like its burly V-8 predecessors.

The 1965 Chrysler 300L featured clean styling.

The same might be said for the 300L hardtop and convertible. In 1965, Chrysler was into a fourth successful year peddling "standard" 300s that were barely sportier than low-line Newports. But that, plus fast-waning demand for sporty big cars, had made letter-series superfluous, so the L was the least special of the original line. Still, it had the same clean new styling and long 124-inch wheelbase as other '65 Chryslers, plus a 360-horsepower 413 V-8 that cost extra in plain 300s. But at $4618 for the convertible, the surcharge for an L amounted to over $700 -- a lot to pay for little more than distinct badging and the bigger engine -- so sales totaled just 440 ragtops and 2405 hardtops.

1963 Chevrolet Impala SS

2011-08-23T06:52:00.001+07:00

With crisp new "Jet Smooth" styling and the most powerful V-8s in Chevy history, the big 1963 Chevrolet Impala SS was hard to beat. Still is, in fact -- especially the hot-looking droptop convertible.

The 1963 Chevrolet Impala SS featured crisp styling and racy touches.

Detroit's Big Three swore off racing in 1957, largely under pressure from the "safety lobby," yet within a few years they were back at it, sneaking special parts and low-key technical support to all manner of drivers and mechanics -- unofficially, of course. Chevrolet was more active than most makes, and in 1961 it came out of the closet with a new SS package that added bucket seats, shift console, and other racy touches to the lush Impala convertible and hardtop coupe. At the same time, Chevy introduced its biggest V-8 yet, a 409 with 360 horsepower. The result was a legendary performer that cast a glow over the entire Chevy line

The 1963 Chevrolet Impala SS interior boasted bucket seats and shift console.

The SS proved popular and immediately became an Impala sub-series. Enhancing its appeal for 1963 was Chevrolet's new "Jet Smooth" big-car styling, a crisp, broad-shouldered look that helped SS sales soar beyond 153,000. The SS convertible started at $3186 with an available 250-horsepower 327 V-8. Optional small-blocks offered up to 340 horses, and the "real fine" 409 big-block packed 340 to 425 depending on your courage and budget. Manual four-on-the-floor was available too, but a '63 SS in any form was a great way to go. Still is.

1960 Dodge Polara

2011-08-23T06:13:00.001+07:00

George Jetson would have loved the top-line 1960 Dodge Polara convertible. Although Dodge scored record sales for 1960 with new lower-priced and full-size Darts weren't as popular, the Polara remains a memorable car.

The 1960 Dodge Polara featured taller tailfins and thrusting pod taillamps

After a modest 1959 recovery, Dodge sales boomed by 135 percent to nearly 368,000 for 1960. The main reason was that year's new Dart, a three-series line of lower-priced "standard" models featuring six and V-8 power, Dodge's first "unibody," somewhat extravagant styling, and attractive prices in the $2300-$3000 range.

The 1960 Dodge Polara featured swivel seats.

Covering the $3000-$3600 spread were similarly conceived "senior" Dodges: new Matadors and Polaras on a four-inch-longer wheelbase (122 inches). Styling here was even more flamboyant, with taller tailfins, thrusting pod taillamps, and an oddly shaped face. The top-line Polara included a $3416 convertible offered with 383 V-8s delivering up to 330 horsepower -- that from the hot dual-quad D-500 option with new "ram induction" manifolding. Futuristic gimmicks like swivel seats also returned.

Exact numbers aren't recorded, but Dodge likely built few 1960 Polara convertibles and only a handful with the D-500 package. That makes the red beauty here another rare Ram ragtop from the Jetsons period of Chrysler Corporation design.

1959 Pontiac Bonneville

2011-08-22T12:53:00.001+07:00

The 1959 Pontiac Bonnevilles became "Wide-Tracks" for 1959 -- big but uncommonly handsome all-new cars that could fly like scalded bats and cornered better than anything else in the medium-price field. It was the start of what would be a dramatic upturn for a traditionally dowdy brand, which moved from sixth to fifth in the sales race.

The 1959 Pontiac Bonneville was Pontiac's first step in a sportier new direction

Leading this charge was the glamorous '59 Bonneville convertible. Though not a limited edition like the 1957 original, it was still a formidable performer with a newly enlarged 389 V-8 making 260 standard horsepower with stickshift or 300 with optional Hydra-Matic. Not enough? Order Tri-Power, with triple two-barrel carbs and up to 345 bhp.

The 1959 Pontiac Bonneville offered Hydra-Matic transmission and
Morrokide seats.

At $3478, the ragtop Bonneville sold a healthy 11,426 units. All came with Pontiac's top-grade "Morrokide" vinyl upholstery. Even "bucket" front seats were available. Pontiac was starting to go sporty in no uncertain terms.

1959 Ford Thunderbird

2011-08-22T12:49:00.001+07:00

The late 1950s marked the beginning of a new era for Thunderbird. The 1959 Ford Thunderbird did well in sales, unlike the 1955-57 two-seat Thunderbirds, which were originally designed as Ford's answer to the Corvette. While handily outselling the Corvette, the famed "Little Bird" failed to make money for Ford.

The 1959 Ford Thunderbird convertible was also known as the "Square Bird."

Determined to make the next-generation Thunderbird profitable, Ford aimed for the broadest audience possible. By 1959 the addition of two rear seats, longer and dramatically lowered bodywork, and a hardtop model paid off. Ford sold more than 76,000 "Square Birds" that year, 19,000 of which were convertibles -- nearly as many convertibles as the Little Bird's best year.

But the convertible Square Bird almost never was. Because of the limited funding available for the 1958 Thunderbird redesign, a decision was made early in the process to eliminate the convertible body from the line. Design work had begun on a hardtop with power-retractable roof panels as an alternative to a true convertible. Engineering issues halted development of the retractable roof, and the convertible was resurrected.

The 1959 Ford Thunderbird's 300-horsepower V-8 performed
sluggishly for its time.

Though low and sleek, base Thunderbirds were not stellar performers, even by the standards of the day. Early tests with the standard 300-horsepower, 312-cubic-inch V-8-equipped Square Bird resulted in 0-60 mph times of 13.5 seconds. But by 1959 an optional 350-horsepower, 430-cubic-inch V-8 would propel the T-Bird to 60 in a livelier 9.9 seconds.

The 1959 Ford Thunderbird convertible is a real prize find for collectors today.

Though Thunderbird began life as a convertible, by 1958 the roofless T-Birds would account for less than a quarter of production. Later generations would see a continuing decline in convertible T-Birds until the coupe took over completely for 1967. Today however, it is the convertible Square Birds that are prized by collectors.

1959 Dodge Custom Royal

2011-08-22T12:45:00.001+07:00

The 1959 Dodge Custom Royal pictured here is a rare bird. For one thing, it's one of only 984 fliptop Custom Royals built for 1959 (base-priced at $3422). For another, it has that year's new Super D-500 option, a 383-cubic-inch V-8 with twin four-barrel carburetors and a blistering 345 horsepower. The point? The Super D-500 was available on any Dodge but wasn't often ordered, so how many other top-line ragtops could have had it too?

This 1959 Dodge Custom Royal boasts the rare Super D-500 V-8 engine option.

That 383 was a new size for Dodge as well as '59 Chryslers and DeSotos, the first of what would be a long line. But you didn't need the Super D-500 to enjoy a Custom Royal ragtop, as its standard engine was a Super Ram Fire 361 with a healthy 305 bhp. In between was a single four-barrel 383 D-500 option with 320 bhp.

The 1959 Dodge Custom Royal had swivel front seats, a popular
but short-lived feature.

All these engines were efficient "wedgeheads" that worked best with responsive TorqueFlite automatic transmission. Rivaling its trademark pushbutton controls for futuristic gimmickry was another new '59 feature: swivel front seats. Our featured Custom Royal has these too, though other Chrysler makes also offered them. The idea was to ease entry/exit in ever-lower cars. This option was fairly popular, but it didn't last beyond 1960.

1959 Cadillac Series 62

2011-08-22T12:40:00.001+07:00

Depending on your taste -- and maybe age -- the 1959 Cadillac Series 62's soaring tailfins are either the literal height of period excess or a campy icon for Happy Days exuberance. The result of a crash General Motors redesign effort prompted by Chrysler Corporation's '57 "Forward Look," the '59 Cadillac was almost as radical as that year's "bat-wing" Chevrolet, though the towering fins and bomb-shape taillamps were nicely balanced by lower-slung bodies with tapered lines. There were also worthwhile technical improvements, headlined by a larger 390-cubic-inch V-8 (up from 365) with 325 standard horsepower and a rousing 345 in Eldorados.

The 1959 Cadillac Series 62's distinctive tailfins defined an automotive era.

The Eldo convertible remained queen of the line at $7401, but the less glittery $5455 Series 62 version was no less arresting. It was certainly more numerous, with a record 11,130 built versus just 1320 ragtop Eldos. Today, all '59 Cadillacs are firmly enshrined as emblems of their era, thanks to those fins -- and the fact that Cadillacs would never look so wild again.

The 1959 Cadillac Series 62 are prized by collectors for their unique styling.

1958 Edsel Citation

2011-08-22T12:26:00.001+07:00

It wasn't the first "wrong car at the wrong time," but the 1958 Edsel Citation was the biggest flop of them all. Indeed, the very name has become synonymous with failure.

The 1958 Edsel Citation is widely considered one of the biggest
automotive failures

Edsel was conceived in boom-market 1955 to bridge the large price gap between Ford and Mercury, part of Ford Motor Company's grand strategy for competing with General Motors toe-to-toe. But with the usual lead times, Edsel didn't appear until 1958, by which time the medium-price market was tanking. Worse, these "new" cars weren't that different from what wasn't selling already.

A '58 Edsel was either upmarket Ford (Ranger, Pacer, and station wagon) or slightly downmarket Mercury (Corsair and Citation). Styling was Edsel's own and not bad for '58, but a daring "horse collar" vertical grille prompted snickers, shock, or both. There were expected gimmicks like a revolving-drum speedometer and "Teletouch Drive" automatic transmission with pushbuttons in the steering-wheel hub. Otherwise, the '58 Edsels were familiar FoMoCo fare.

Convertibles were restricted to Ford-based Pacer and Mercury-based Citation models, the latter the costliest '58 Edsel at $3801. The Citation used a 410-cubic-inch version of Ford's then-new big-block V-8 with a healthy 345 horsepower; the Pacer a 303-bhp 361. All Edsels had plenty of go, but not the handling and braking to match. Add in frequently "casual" workmanship, and it's little wonder that only a little over 63,000 were sold. Ford had hoped for 100,000-plus. Among them were 1876 open Pacers and just 930 ragtop Citations.

The 1958 Edsel Citation suffered from gimmicky gadgets and drab styling.

With that, only Ford-based cars returned for '59, but sales kept sliding. For Edsel it was already too late.

1958 Continental Mark III

2011-08-22T12:19:00.001+07:00

There was nothing ironic that 1958's Lincolns and Continentals -- including the 1958 Continental Mark III -- were the largest, heaviest postwar Detroiters yet. They were simply out of phase with the times, conceived in boom-market 1955 amid predictions that people would always want the biggest cars they could get.Bigger was usually better in the Eisenhower era, but that started to change in 1958, when a deep recession caused lots of car buyers to "think small."

The 1958 Continental Mark III was incredibly large and heavy in
an era of small cars

Riding grand 131-inch wheelbases, these Lincolns were boxy but clean and imposingly massive, though slanted quad headlamps were dubious. Continental was renamed Mark III, but though still a separate make, it was now a more luxurious Lincoln, unlike the unique, timelessly styled 1956-57 Mark II hardtop coupe. At least the Mark III offered more models priced up to $4000 lower. These included two hardtops and a sedan, plus the first open Continental in 10 years.

The 1958 Continental Mark III featured a 430 V-8 engine with 375 horsepower.

Despite the recession and a stiff $6283 price, the convertible sold respectably at 3048 copies; only the hardtop sedan did better. Like standard '58 Lincolns, Mark IIIs featured a big new 430 V-8 with 375 horsepower, plus unit construction -- the biggest "unibody" cars yet -- and surprisingly decent handling. A distinctive reverse-slant rear window with drop-down glass distinguished all Marks -- even the convertible. It made for a very complex top mechanism, but then this was the '50s.

1957 Lincoln Premiere

2011-08-22T12:14:00.001+07:00

Fins flew higher than ever in 1957, and the 1957 Lincoln Premiere had some of the tallest in Detroit- -- a literal big change from the low, handsomely sculpted rear fenders of 1956. The appendages might have been even higher, but cooler heads fortunately prevailed in the design studio.

The 1957 Lincoln Premiere featured QuadraLites: 7-inch headlamps
above the others

Otherwise, Lincoln's successful '56 formula was little changed for '57. The only other visual difference was "QuadraLites," conventional 7-inch headlamps above 5-inch "road" lamps. Under the hood, Lincoln's 368-cubic-inch V-8 gained higher compression and 15 horsepower for an even 300.

The 1957 Lincoln Premiere's 368-cubic-inch V-8 produced an even
300 horsepower.

The Premiere convertible again headed the line, but joined other models in being quite a bit more expensive -- $5381. Only 3676 were built. Even then it wasn't the rarest '57 Lincoln, but as a ragtop, of course, it was surely the most desirable.

The 1957 Lincoln Premiere was expensive, as convertibles go, but still desirable

1957 Ford Fairlane 500 Skyliner

2011-08-21T04:15:00.001+07:00

Ford offered two convertibles for 1957: the usual cloth-roof Sunliner and the first "hardtop convertible" that really did convert -- the 1957 Ford Fairlane 500 Skyliner. What's more, all '57 Fords were all new -- dramatically longer, lower, and wider, with "dream car" styling that looked like something from another brand. With all this, Ford exceeded its 1955 sales record while outproducing rival Chevrolet for the first time in decades.

The 1957 Ford Fairlane 500 Skyliner had the first-ever retractable hardtop roof.

That new "retractable hardtop" was called Skyliner, a name borrowed from Ford's 1954-56 plexi-roof hardtop. Offered like the Sunliner in a new top-line Fairline 500 series, it was the sort of technical wonder Americans expected as the "space age" beckoned. At the touch of a button, a bevy of motors, relays, and wires raised a rear-hinged panel on an elongated deck, slid the top into a deep well, then closed the deck over it. Though quite complex and far from foolproof, this system was more reliable than was once reported, and the top's stately passage up or down was a surefire crowd-pleaser.

The 1957 Ford Fairlane 500 Skyliner was a pricey but popular model for Ford.

Luggage space was limited to a small box in the "trunk," and the added hardware made the Skyliner pricey for a Ford at $2942- -- $437 more than the Sunliner. Even so, the '57 Skyliner sold reasonably well at 20,766, though that was well down on the conventional convertible's 77,726.

The 1957 Ford Fairlane 500 Skyliner had limited trunk space, thanks to
the retractable roof.

Sales then tapered off, so the Skyliner was dropped after 1959 as a costly indulgence by money-conscious Ford execs. Today, though, a "retrac" still pulls crowds like nothing else.

1957 Chrysler New Yorker

2011-08-21T04:08:00.001+07:00

After completely overhauling its cars for 1955, Chrysler Corporation did it again for '57 with the 1957 Chrysler New Yorker. From Plymouth to Imperial, every model had "The Forward Look," with dramatically lower bodies, crisp thin-section rooflines, acres more glass, and lean dart-shaped profiles with soaring tailfins. Suddenly, Chrysler was Detroit's new styling leader. In fact, its '57s so impressed General Motors designers that they immediately started over on their '59 models.

The 1957 Chrysler New Yorker defined elegance and style for the late 1950s.

The Chrysler-branded '57s were perhaps the handsomest of the bunch, thanks to a simple grille and rear end, plus tastefully restrained ornamentation. The $4638 New Yorker convertible was particularly elegant with the top lowered.

Like sister divisions, Chrysler also set new standards for ride and handling by introducing torsion-bar front suspension for '57. Another benchmark was new three-speed Torque-Flite automatic transmission, a quick, smooth shifter that would prove exceptionally trouble-free, though not its gimmicky pushbutton controls. Further enhancing performance, Chrysler's efficient Hemi V-8 was enlarged for New Yorkers from 354 to 392 cubic inches, good for 325 standard horsepower.

The 1957 Chrysler New Yorker revealed the new Torque-Flite
automatic transmission.

Though Chrysler sales were strong in '57, the droptop New Yorker attracted just 1049 orders. Rarer still was a new high-performance 300 convertible with 375 or 390 bhp; it saw only 454 copies. Today, collectors wish there'd been a lot more of both.

1957 Chevrolet Bel Air

2011-08-21T04:05:00.002+07:00

As an icon of its age, the 1957 Chevrolet Bel Air ranks right alongside Elvis, Marilyn Monroe, and Leave It to Beaver -- curious for a mass-market car in the last year of a three-year cycle. Nevertheless, these Chevys struck a chord that resonates to this day -- even among those born long after the cars were built.

The 1957 Chevrolet Bel Air's V-8 engine could go from 0-60 mph in
under ten seconds.

Of course, there were plenty of reasons to like the '57 Chevys. Though styling was only another facelift of '55, it looked great: longer-lower-wider thanks to prominent new tailfins, a switch from 15- to 14-inch wheels, and a big new bumper/grille. Ribbed rear-fender appliqués readily identified top-line Bel Airs, including the $2511 convertible.

Far more exciting, Chevy's 265 V-8 was punched out to 283 cubic inches and offered in no fewer than six versions with 185 to 283 horsepower. The latter came from newly optional Ramjet fuel injection, which made for near racing-level performance right off the showroom floor. Chevrolet advertised it as the first American production car to achieve the magic goal of "one horsepower from every cubic inch of engine displacement," though the Chrysler 300B's optional engine actually beat it by one year. Even a four-barrel 270-bhp model could run 0-60 mph in well under 10 seconds.

The 1957 Chevrolet Bel Air produced racing performance right off the
showroom floor.

But perhaps the main reason for the '57s' enduring mystique is that they were the last of the "Hot Ones," arguably the most attractive and roadable Chevys of the decade. As the song says, you don't know what you've got 'til it's gone.

1956 Packard Caribbean

2011-08-21T04:01:00.001+07:00

The '56 Caribbean was the most potent, most advanced convertible in Packard history. Sadly, it was also the last.

The 1956 Packard Caribbean was the last "real" packard

The 1956 Packard Caribbeans evolved from the nearly all-new '55s that were created with scarce funds in a crisis atmosphere. But an amazingly adept restyle successfully modernized vintage-'51 bodies, and Packard introduced its first V-8, an improved Ultramatic transmission, and a new "Torsion Level" suspension providing truly extraordinary ride and handling. Trouble was, new partner Studebaker was fast dragging Packard toward oblivion, so 1956 would be the finale for "real" Packards.

The 1956 Packard Caribbean's 374 cubic-inch V-8 engine
delivered 310 horsepower.

Among them was the last edition of the top-line Caribbean convertible, priced at $5995 and newly partnered by a $5495 hardtop coupe. Both carried a V-8 enlarged to 374 cubic inches and 310 thumping horsepower, plus most every known luxury-class amenity, including new front seat covers that reversed from cloth to leather. But Packard was looking terminal, and no '56 sold well. The ragtop Caribbean managed just 276 copies before a two-year run of halfhearted "Packardbakers" ended the life of a once-great make.

The 1956 Packard Caribbean's seat covers were reversible, from cloth to leather.

1956 Lincoln Premiere

2011-08-21T03:56:00.001+07:00

Lincoln was one of the few makes to miss out on Detroit's 1955 sales boom, but it came back strong with the 1956 Lincoln Premiere: dream-car styling, massive new proportions, and horsepower to match. Ads proclaimed the '56s "Unmistakably Lincoln," but there was nary a trace of the lithe and lively Mexican Road Race-winning models of 1952-55.

The 1956 Lincoln Premiere was the only Lincoln convertible for that model year

Styling borrowed heavily from the 1954 Mercury XM-800 show car and conveyed substance without looking fat or resorting to glitter. Wheelbase grew three inches to 126, overall length added seven inches, and width swelled by three inches. Even so, the '56s didn't weigh much more than corresponding '55s, and with a mighty new 368-cubic-inch big-block V-8 packing 285 horsepower, they were the quickest Lincolns yet. They also cost a whopping $500-$700 more than the '55s, but such was the price of "progress" in those days.

Lincoln continued with two series for '56: Capri and new upmarket Premiere, each with a four-door sedan and hardtop coupe. A convertible was exclusive to Premiere and the priciest '56 Lincoln at $4747. Though just 2447 were built, Ford's luxury nameplate moved just over 50,000 cars in all, versus some 27,000 for '55.

The 1956 Lincoln Premiere also came in a four-door sedan or a hardtop coupe.

Today these Lincolns are bona fide collector's items, the rare ragtop especially. Considering all they offered, it's a wonder they didn't "go gold" a long time ago.