For
Americans, the car is a part of culture itself in that, more so than
any other personal possession, the car has truly shaped how we live,
work, and play.
In a way, 20th century America can
be broken down into BF/AF, as in Before/After Ford. While the
assembly line and standardized parts concepts had been around for
decades, Henry Ford was the first automaker in the world to apply it
to the production of cars. Before Ford, cars were expensive,
hand-built playthings of the rich. After Ford, the car was a
mass-produced commodity that, with some saving, could be afforded by
most Americans. Seeing what Ford was doing, the other major American
automakers were quick to copy and car sales skyrocketed.
Before
the car, there were essentially two ways of life for Americans:
farming in the country or factory work in crowded, often filthy
cities. The pace of life was dictated by the speed and stamina of
your horse or your own two feet. It was during the 1920s and the
economic boom that made this decade 'the Roaring 20s' that the
American landscape began to change. People with modest money bought
cars and many moved to the outskirts of the big cities, giving birth
to suburbia, which was a blend of city/country life that made many
people happy. Clean and with enough room to roam and no hard work of
the farm but close enough to city markets to supply one's needs and
wants. What made this all possible? The car.
Following WWII,
the growth of suburbia took off as Americans reveled in previously
unimagined prosperity as we literally rebuilt the world following
WWII and reaped the benefits in the form of plentiful, good-paying
jobs. Life without a car for suburbanites? Impossible!
At the
same time, America began to go space-crazy. The German V2 rockets of
WWII were the first ballistic missiles and, for a short time, they
entered space. Scientists knew that, with bigger rockets, it would be
possible to launch payloads into orbit. Military planners on both
sides of the Cold War saw space as a key battleground in that whoever
controlled space first was at a decided advantage should war come.
Space became all the rage going into the late 1950s and especially
into the 1960s as President Kennedy famously declared that Americans
would go to the Moon and safely return to Earth by decade's end.
Space became a pop cultural phenomenon, appearing prominently in
movies, TV, music, radio, books, art and design, toys, and last but
not least, cars. It is no coincidence that most of the cars detailed
below were initially launched in the heat of the Space Race.
So
here we go, a complete (as I can think of) list of all the
astromomy/space-themed American cars.
Buick
Apollo
(1973-76)
When
the American demand for fuel to fulfill its thirst for its large,
powerful vehicles ran head-onto into the energy shortages of the
early 1970s, manufacturers were sent scrambling to quickly come up
with smaller, more fuel efficient cars. Named after the Greek sky god
and lunar missions that landed on the Moon, the Apollo was Buick's
first effort in the compact market. The modest 250ci I6 engine
certainly was fuel efficient and came paired with either a 3-speed
automatic or manual transmission. For those still wanting some get up
and go under the hood, the Apollo offered a 350ci V8 as an option.
The car could be had as a 2 door coupe, 2 door hatchback, or 4 door
sedan. The Apollo was rebadged as the Skylark for 1976 and is largely
forgotten today
Chevrolet
Vega
(1970-77)
Even before the energy crisis hit in the early 70s,
there was a market for subcompact cars in the United States as
evidenced by the success of the Volkswagen Beetle. Wanting to cash
in on this market and improve on its disastrous Corvair, General
Motors launched a program in the mid 60s to design a conventional
subcompact (front engine, rear wheel drive) that would compete head
on with the popular German import. The Vega beat out proposals by
Pontiac and others within Chevrolet that focused on low weight and
high fuel economy. The Vega was green-lighted in 1968 and, upon
release in 1970, was much lauded, even winning Motor Trend's coveted
Car of the Year Award in 1971.
That was about as good as it
got.
Despite its initial good impressions, the Vega soon
became known as a lemon. The car quickly gained a reputation for bad
engineering, tendency to rust, poor safety, and reliability. The
engine was especially troublesome. Poorly designed, oil would often
seep into the combustion chambers, producing clouds of blue smoke. A
popular joke of the period stated that the only time that you would
see a Vega going down the road not blowing smoke was when it was on
the back of a wrecker. Throughout its run, the car's reputation was
tarnished by several recalls and it became an embarrassment for
General Motors. Fortunately for GM, the Vega's competition was
another quickly cobbled together 70s beauty: the Ford Pinto. Probably
for that reason alone, the Vega soldiered and smoked on through the
1977 model year.
Today,
the car is remembered not for its breaking new ground, but its
practical problems.
Facts
and Figures
*Styles: 2 door notchback, 2 door hatchback, 2
door station wagon, 2 door sedan delivery
*Engine:
122ci I4, 140 ci I4
*Transmission:
3, 4, and 5 speed manual, 2 and 3 speed auto
*Dimensions:
169” l, 65” w, 51” h
*Weight:
2181-2270 lbs
*Production:
2,006,661
Nova
(1962-79, 85-88)
A
far brighter chapter in Chevy's astro car efforts was the Nova. Like
the Vega, the Nova was born of of a desire to capture the compact
market. Unlike the Vega, though, the Nova was born out of a troubled
economy. The United States slipped into a recession in the late 50s
and the huge gas guzzlers of that era lost appeal as car buyers
looked to economize on fuel. Ford launched its compact Falcon in
1960. Chevy countered with its quirky Corvair, which copied the rear
engine design of the just beginning to be noticed in America Beetle.
Result: the Falcon soared while the Corvair gained a reputation of
being both poorly built and dangerous, taking up a large part of
Ralph Nader's Unsafe
At Any Speed.
Sensing their mistake, Chevy quickly launched
a program to design a conventional compact (front engine, rear wheel
drive) that would compete head on with the popular Ford Falcon.
First
Generation (1962-65)
The
Nova name first appeared as the top trim package
on the compact Chevy II. In
the naming phase, 'Nova' was one of the finalists
but lost to Chevy II because the manufacturer wanted a name that
started with a 'C.' All
cars in the first 2 years stayed true to the desire for economy,
coming equipped with either I4
or I6 engines, with the 283ci V8 first arriving for 1964 as a
performance option at the dawn of the muscle car era. 1965
saw a mild sheet metal redesign and the 327ci
V8, capable of producing 300hp. Even with a new emphasis on
performance, sales
still trailed the Falcon dramatically.
Second
Generation (1966-67)
Going
into its second incarnation that saw a much more substantial restyle
that that of 1964 vs. 1965, 'Nova' was still a trim package on the
Chevy II. For 1966, the emphasis came increasingly on performance as
the 327 V8 was even more highly tuned,
with power now rated at 350hp. At
the same time, the I4 was now only offered on
the base Chevy II. 1967
saw only minor tweaks and new government-mandated
safety features but the
new, mid-size, openly performance-focused Camaro cannibalized Nova
sales.
Third
Generation (1968-74)
1968
saw another dramatic restyle and an accompanying increase in size,
with the Nova now nearly equaling the mid-size Chevelle. For
1969, 'Chevy II' was dropped and the
Nova finally became a model in its own right. If one counts the
'Nova' years of the Chevy II, the Nova was the longest continually
produced astro themed car on this list. In addition to becoming a
nameplate in its own right, 1969
saw the addition of the 396ci V8, rated at 375hp, to the engine
lineup. 1970-71 saw little changes and the I4 was dropped as the new
economy car slot was now occupied by the Vega. 1972 saw the engine
detuned because of government
pollution regulations, which effectively ended the reign of the
muscle car. 1974
featured a short-lived seat belt interlock feature that would not
allow the car to start unless the belt was buckled. The public loudly
complained and the feature was quickly dropped.
Fourth
Generation (1975-79)
1975
brought a major redesign, downsize, and a return of the I4
engine as the energy crisis persisted and as the Vega had quickly
acquired the reputation of being a lemon. The
LN (Luxury Nova) package was introduced for 1975
and was designed to rival European luxury compacts as American
manufacturers, struggling to meet emission and fuel economy
standards, looked for a new niche in which to market their products.
The
biggest engine offered was a 350ci V8, detuned
to a paltry 165hp, less than half of what it was just a few years
before. There were few changes from year to year with the Nova, but
the same could not be said for other GM products. With
the GM downsizing of 1977-8, the 'compact' Nova
was now essentially midsize. Chevy
canned the Nova after 1979 as the newly downsized,
more modern-looking Malibu far outsold it
Fifth
Generation (1985-88)
An
unusual (and best forgotten) chapter in Chevrolet's history was a
brief resurrection of the Nova for the 1985-88 model years. Designed
as a subcompact
joint venture between GM and Toyota, the
resurrected Nova was essentially a badge-engineered Toyota
Corolla. Unlike its predecessors, the
car was now front wheel drive. Changes during the years were minor
and the cars were only offered with I4 engines that topped out at
110hp.
Chevy
mercifully dropped the now-sullied Nova name for 1989 and essentially
rebranded it as the Geo Prizim.
Sometimes memories of glories
past should be left at just that.
Facts
and figures
*
Styles:
2 and 4 door sedan, 2 door hardtop, 2 door
convertible, 3 and 5 door hatchback, 4 door wagon
*
Engines: 97-153ci I4, 194-250ci I6, 283-402ci V8s. Top performer: 402
ci V8 at 375hp
*
Transmissions: 2, 3, and 4 speed automatics, 3, 4, and 5 speed
manuals
*
Production: peaked in 1974 at 390,517
Equinox
(2005-present)
A
current Chevy offering introduced
in 2005 as a midsize SUV, the Equinox came about as the domestic
vehicle market was undergoing a change as customers became
increasingly interested in 4-door trucks, SUVs, and crossovers
instead of cars. The equinox came with front wheel drive as standard
with all wheel drive
optional. Unlike the
Trailblazer
or Tahoe, the Equinox was lightly built and not
designed for off-roading. With the return of
the Blazer for 2018, the Equinox was downsized to a compact SUV.
Engines
are I4 (some turbocharged) or V6 and all transmissions are
automatic.Dodge
Aries
(1981-89)
Unlike
ford and GM, which reacted swiftly to the energy shortages of the
1970s, Chrysler was financially-strapped at the time and, as a
result, was nowhere near as nimble. Narrowly avoiding bankruptcy,
Chrysler was late to the game with adapting to the changing times.
The Aries (with the Plymouth Reliant) replaced the
Plymouth Volare and Dodge Aspen. Chrysler
marketed both as being the smallest American
cars with a 6 passenger capacity. Initial
sales were brisk, but soon thereafter slowed
to around 100,000 cars/year through the remainder of the production
run, which concluded after the 1989 model year.
Facts
and Figures
*
Styles:
4 door sedan, 4 door wagon, 2 door coupe
*
Engine: 135 ci I4, 158 ci I4
*
Transmission: 4 and 5 speed manual, 3 speed auto
*
Dimensions: 178” l, 68” w, 52” h
*
Weight: 2300 lbs
*
Production: 978,460
Ford
Skyliner
(1957-59)
While
largely unknown to the general public today, the Ford Skyliner is
perhaps the coolest car ever produced for one reason alone: it was a
hardtop convertible. Despite being branded as the Fairlane Skyliner
for 1957-8 and
the Galaxie Skyliner for 1959, the cars were essentially the same.
All cars vame with V8s ranging from 272-352ci. Transmission choices
were all 3-speed with one automatics and two manuals, one of which
sported another innovative feature: an overdrive gear. Despite being
very
showy and innovative, sales were disappointing at just 48,394
cars over 3 years, with 1957 marking the peak in production at over
20,000 cars sold. By the end of the production run just two years
later, not even 13,000 Skyliners found buyers. High cost (for a Ford)
and limited storage space in the trunk with top down (thanks to the
fact that metal can't fold like canvas) undoubtedly contributed to
the lack of popularity at the time. Showing that greatness is not
always appreciated in its own time, the Skyliner is highly
collectible today.
Galaxie
(1959-74)
Ford's
full-size offering during its entire production run, the Ford Galaxie
is the longest continually produced astro-themed nameplate in its own
right (discounting the 'Nova' badge years of the Chevy II) on this
list. It is also perhaps the most variable in options as a Galaxie
could be had as anything from a stereotypical grandparents' car to a
raceway terror and anything in between. The first generation of the
Galaxie (1959) is effectively summarized under the Skyliner above.
Technically, the Skyliner was a Galaxie trim package as standard
Galaxies followed more conventional designs (fixed metal top or soft
top convertible). Second
Generation (1960-64)
The
Galaxie (and Ford's entire lineup) got a dramatic facelift for 1960.
Sheet metal was greatly simplified compared with the 1959 and gone
was the wrap-around windshield, common on American cars from the mid
to late 1950s. For its first two years (1960 and '61), the Galaxie
had two more sky/star-themed trim packages: the Starliner, a fastback
hardtop
(no central pillar) equipped with the new 390 ci V8, rated at 401 hp.
Convertibles known as 'Galaxie Sunliners.' 1962
saw the “500” (for the big NASCAR races) added
to the name to emphasize performance, which was now what Ford was
promoting. 1962 also saw Ford break the 400ci barrier with its new
406 V8, which added a few ponies to the 401 of the 390ci V8 already
in use. The 406 came partnered with a 4-speed manual transmission.
Mid
year 1963 (branded 1963 ½-an industry first designation of a model
as a half year) saw the fastback
return and the introduction of the 427 ci V8 (essentially a more
deeply bored 406) rated at 425 hp straight off the sales floor.
Under the sheet metal, which now featured deeply
sculpted sides and grille, the
1964
offerings were mechanically equal in every way.
Third
Generation (1965-68)
1965
saw a redesign in both body and chassis. The Galaxie now got stacked
quad headlights and slab sides. Underneath, the suspension was
updated with coil springs replacing the rear leaf springs. Top-tier,
especially plush models were called the Galaxie LTD. As for engines
and transmissions, offerings remained largely the same, with the 427
retaining flagship position. 1966
saw the Galaxie and 'LTD' become separate
models and Ford introduced its new 428 ci V8 that was only rated at
345hp, 80 less than its predecessor, the 427. The reason: cost. The
large bore of the 427 made it expensive to produce as the slightest
shift during casting could make the entire block unusable. The high
compression of the 427 (11.6:1) also required thicker castings. While
the 428 was not as potent as the 427, the emphasis on performance was
shifting to mid-size models, which meant that the 428 didn't need to
move as much weight as the 427s, which had to propel full-size cars
at the same blazing fast speeds. 1967
and 1968 saw only minor changes, often dictated
by new government safety standards. The biggest changes in this time
span was the more rounded look that arrived for 1967 and
when the Galaxie switched back to more conventional horizontally
mounted
headlights in 1968, which had not been seen since 1964.
Fourth Generation (1969-74)
1969
saw yet another new platform, with the Galaxie adding a few inches to
its wheelbase. Also arriving in 1969 was the new 429
ci V8, rated at 360 hp, and government mandated headrests for the
front seats. Sheet metal remained similar in look to the 1968 model.
Another vestige of the muscle Galaxie was dropped in
1970, when the 4 speed manual transmission previously
offered (but by no means standard, anymore) with the 429 was dropped.
1970 also saw the ignition move from the dash to the steering column.
1971
saw new sheet metal and a new grille featuring a prominent center
section reminiscent of many contemporary Pontiacs. Underneath, the
cars remained unchanged. 1971 would also mark the end of the big
horsepower as new government regulations over emissions and fuel
standards were forced upon Ford and all of Detroit. 1971 was also the
final year Ford offered its 3-speed manual transmission with a column
shift (three on the tree) with its V8 engines. Restricted to the I6
engines for 1972, the three on the tree tranny would be dropped
altogether for 1973. 1973-74 Galaxies were essentially unchanged and
the name was dropped for 1975, with Ford consolidating its full-size
models under the LTD nameplate. Facts
and Figures
*
Styles:
2 and 4 door sedans, 2 and 4 door hardtops,
2 door convertible, 2 door convertible
*
Engine: 223-300ci I6s, V8s ranging from 272-429ci, the 427 with dual
4 barrel carburetors was the most powerful at 425hp
*
Transmission: 2 and 3 speed auto, 3 and 4 speed manual
*
Production: 6,543,138 with a peak of 648,010 in 1963, that's over
40,000 more than the Mustang's peak yearGalaxies
in NASCAR
Many
NASCAR teams ran Galaxies through the 1966
season (the era of the biggest cars getting the biggest engines) when
Ford switched to the smaller, lighter Fairlane going into 1967.
Highlights include:
*
1961 and 65 championships with Ned Jarrett
*
1963, 65 Daytona 500
*
1961-63, 65 Southern 500s
*
1961, 62, 65 World 600s
*
In 1963, Fred Lorenzen is first to top $100,000 in season earnings
The
Yellow Banana Galaxie
In
astronomy, galaxies are commonly known by illustrative names that
describe their appearance, such as the Sombrero, Whirlpool, Pinwheel,
etc. In 1966, the racing world would be graced, albeit once, by a
uniquely nicknamed Ford Galaxie, dubbed 'the Yellow Banana' by a
local sports reporter.
The Yellow Banana Galaxie of 1966 has
its roots in 1964, which is when Chrysler launched its potent 426ci
Hemi V8 and went on to dominate at the big tracks (and thus the most
prestigious races). Ford
had no answer and was clobbered by Chrysler products for the 1964
NASCAR season. Going into 1965 and citing driver safety (4 drivers
died in 1964), specifically
tire failure at high speed, Ford lobbyists convinced NASCAR to ban
the Hemi. Result: Chrysler
teams boycotted for 1965 and race attendance
plummeted as many star drivers (most notably Richard Petty and David
Pearson) were absent from the fields. Race attendance and revenues
tumbling, NASCAR let the Hemi return late in the 1965 season.
Ford
again wasn't happy and this time, they designed a tricked out version
of the 427 that featured a single overhead cam (SOHC) and
hemispherical cylinder heads-essentially copying the Chrysler Hemi
(stands for hemispherical) design. Additionally, the new engine
featured an idler (rather than a cam) shaft in the block, dual point
ignition, and oversize valves. With a single 4 barrel carburetor, the
engine was rated at 616hp. A pair of 4 barrels? A screaming 657hp.
Ford sold the engine via the parts department and the racing world
braced itself for a Ford SOHC vs. Chrysler Hemi war in 1966.
However, that wasn't to be. Chrysler protested, probably due
to the fact that, while Ford produced enough engines to qualify for
competition, they weren't in any cars that hit the sales floor for
purchase by the general public. Result: Ford's 427 SOHC became the
only 'production' engine ever banned by NASCAR and, as a result, the
factory Ford teams sat out the 1966 season as Chrysler had done the
year before. Seeing the writing on the wall for more lost attendance
and desperate to get Ford back into the sport to prevent another
financially bleak year, NASCAR became very selective in its
enforcement of rules governing the 'stockness' of its stock cars,
which led to the Yellow Banana.
For
the 1966 Dixie 400 at Atlanta, Junior Johnson,
now retired as a driver, built Fred Lorenzen a decidedly non-stock
Galaxie that featured a
front end that was sloped down (and barely avoided scraping the
pavement) for aerodynamics
and a back end that was swept up at a decidedly non-stock angle for
maximum rear downforce, and thus better handling in the turns. On top
of that, the
roof was chopped and slanted so much that
Lorenzen had to be picked up and lowered into the car through where
the rear window would have been. The only thing more audacious than
the fact that a team showed up to a 'stock' car race with a car this
obviously non-stock was the fact that NASCAR
let it race! If that weren't enough, Smokey Yunick, already
long-known for, in his own words, 'creative engineering,' showed up
with a one of its kind Chevelle for the same race. While it looked
perfectly normal in shape, Yunick's Chevelle was built to 7/8th
scale of the production version. On top of that, it had an oversized
engine, yet NASCAR allowed it to race, too.
As for the Yellow
Banana, Lorenzen blew a tire while leading and wrecked it, which
means that there are virtually no good photos of the actual car. The
car seen here is actually a picture of a model taken from Lorenzen's
website, which, apparently approved by Lorenzen himself, is probably
as good a visual of the 'Yellow Banana' as we will ever see.
Taurus
(1986-2007, 2010-19)
The
1970s and the s tart of the 80s weren't exactly banner years for the
American auto industry. Continually burdened with ever more
regulations in regards to emissions and fuel economy, automakers were
devoting all their engineering abilities to meet these new government
mandates. Result: style and performance suffered and, by the middle
80s, many cars still looked similar to (albeit downsized) their 70s
counterparts. However, the tide was starting to turn and automakers,
now getting their hands around the government's killjoy rules, could
finally start looking toward styling again. Ford was no exception, as
the mid-size LTD II was looking quite dated compared to the
competition. That all changed in 1986 when Ford introduced the
futuristic-looking Taurus. The Taurus was
Ford's first front wheel drive car (last of the “Big Three” to
launch one) and was designed to compete directly with more modern
Japanese
imports, which were really eating Detroit's lunch when it came to
customers looking for economy models. The
car was a hit as over 200,000 were sold the first
year. By 1991 and the end of the first generation, over 2,000,000
were sold and the car single handedly pushed
Ford to #1 car maker status (though they had held this position with
trucks since the mid 70s).
Taking
the cue to not fix what wasn't broken, the 1992-95 Taurus received
new sheetmetal but
the car retained the basic look, albeit more smoothed over for better
aerodynamics. 1996
saw the car's first (and really only) major redesign and mixed
reaction from the public. Still, the car sold well but 1996
also marked the final year for the Taurus as America's top-selling
car. The manual transmission was also dropped for 1996. In
1998, the Taurus replaced the Thunderbird as
Ford's NASCAR model and would remain so for the better part of a
decade, winning the national championship in 1999 (Dale Jarrett),
2003 (Matt Kenseth), and 2004 (Kurt Busch) along with dozens of
races.The
2000-2007 generation was a mild update of the previous generation and
eliminated the controversial
emphasis on ovals (especially in regards to the rear window) that
characterized the 1996-99 generation. Overall, though, the car
retained the basic look and continued to sell well to the tune of
roughly 250,000 per year at worst through 2004. Unfortunately for the
Taurus, the market started to change come the mid 2000s as consumers
became increasingly interested in 4-door trucks, SUVs, and crossovers
to the detriment of the traditional car. By 2006, citing plummeting
sales (most USA sales were restricted to fleets by now), Ford canned
the Taurus to much public outcry.
Result of the fuss: Ford
resurrected the Taurus as a full-size model in 2008 and positioned it
as a successor to the Crown Victoria, itself on an already-mapped
road to cancellation thanks to, you guessed it, more government fuel
economy standards. This new Taurus, like the old, initially came as
front wheel drive (in contrast to the rear drive of the Crown
Victoria) but was later offered with an 4 wheel drive option.
Unfortunately, concurrent with the new Taurus, Dodge launched its
707hp V8 Hellcat engine and dropped it into the new 4-door Charger.
In comparison, the Taurus' 365hp turbocharged V6 looked more than
tame and the car never had a chance with a resurgence of power-hungry
customers. In fact, the new Taurus never really took off at all,
period. In its best year (2013), a paltry 69,063 found buyers, which
was not even 1,000 better than the old mid-size version's worst (and
last) year. Adding insult to injury, the old Taurus' last year of
2007 was not even a full year's production. In spring, 2018, Ford
killed the new Taurus (in the USA), too, citing increasing demand for
trucks, SUVs, and crossovers. As of now, sales continue overseas.
Facts
and Figures
*
Styles:
Four door sedan, wagon
*
Engines: 152ci I6, 183-231ci V6
*
Transmissions: 3, 4, and 6 speed auto, 5 speed manual
*
Production: 7,519,919 for the mid-size 1986-2007 (peaked at 463,104
in 1997), 2008-2018 production peaked at 69,063 in 2013 (the worst
year for the old Taurus was 68,178 in 2007)
Mercury
Comet
(1960-69, 1971-77)
Like
its more basic cousin, the Mercury Comet was launched in response to
the recession of the late 1950s, which saw people wanting smaller,
more fuel efficient cars. Designed
concurrently with Ford's compact Falcon,
the Comet was developed
to be a mid-grade economy car. Like the competing Chevy II/Nova,
starting in the mid 60s, the Comet grew to mid-size and put
increased emphasis on performance only to return to its roots in its
final form. First
Generation (1960-63)
In
its first year, the Comet (not yet branded as a Mercury) only
offered one engine: a 144ci I6 that produced, at best, 90hp.
Transmission choices were a 3-speed column shift manual or a 2-speed
automatic. While the car certainly was fuel efficient, many buyers
complained about lack of power, which resulted in a slightly more
potent 170ci I6. The Comet also got
an optional 4-speed manual floor shift transmission in addition to
the 3-speed. 1962 was status quo except for one major detail: the
Comet was finally branded as a Mercury. Still undoubtedly getting
complaints regarding a lack of power, 1963
saw a the 260ci V8 offered as an option, which necessitated a
redesign of the chassis although everything else remained basically
the same. This first generation of Comet shared much with the Ford
Falcon both in and out. The easiest way to distinguish a Comet from a
Falcon? The Comet had
quad headlights
(vs. 2 for the Falcon)
Second
Generation (1964-65)
In
1964,
the Comet saw a major sheet metal redesign and a much more
squared-off look. However, the Ford Falcon received much the same
treatment and, again, the easiest way to distinguish between models
at a quick glance was by the headlights. Gone for 1964 was the
much-maligned 144ci I6 and new for '64 were
a 200ci I6 and a 289ci V8, widely regarded as Ford's best small block
V8. Also dropped for 1964 were the 2-speed automatic transmission and
the 3-speed column shift, with the only choices now being a 3-speed
auto or a 4-speed manual on the floor. With the performance wars
heating up, 1964 saw
Mercury build about 50 lightweight Comets specifically
for drag racing. Somehow, engineers managed to cram Ford's monster
427ci V8 with dual 4 bbl carbs into the compact Comet. 1964 also saw
the performance package Cyclone, eventually to briefly become a model
in its own right, offered for the first time. Aside from some new
side sculpting and a switch to stacked headlights, 1965
was largely a repeat of 1964 but saw
the 170ci I6 and 260ci V8 dropped as engine options. There
were no Comets fitted with 427 V8s in '65
Third
Generation (1966-67)
The
Comet moved decidedly away from its roots (and its cousin, the
Falcon) for 1966 as the car moved from compact to midsize and
was now Mercury's counterpart to the Ford Fairlane. In contrast, the
Falcon stayed small. Despite
the change in size, the chassis remained
virtually unchanged but the mechanical options were decidedly
limited when compared to the year before. All
Comets shared the 390ci V8 and the only choice
was a 2 or 4 barrel carburetor. Buyers
could still choose an auto or manual transmission.
1967 was largely a repeat of 1966.
Fourth
Generation (1968-69)
For 1968, the Comet was redesigned again
to appear more like the rest of the Mercury lineup instead of a
Fairlane with Mercury badges. Perhaps sensing customer complaints
over lack of engine choice, the engine options were greatly expanded
for 1968 and included a new 250ci I6 as well as the 289, 302, 351,
and 428ci V8s. Ironically, the 390ci V8, the standard (and only)
engine for 1966-67 was dropped from the lineup. The performance
package Comet Cyclone, with its fastback design, made a name for
itself in NASCAR. 1969 was, like as in the previous generation, a
repeat of the previous year with the only exception being the Cyclone
adding Ford's new 429ci V8 as an option.
Interestingly,
1970 saw the 'Comet' dropped and the Comet Cyclone became just the
Cyclone, hence a 1-year gap wherein there was no official
'Comet.'
Third Generation (1971-77)
Come 1971,
Mercury decided to relaunch the Comet as a compact counterpart to
Ford's new Maverick, the Falcon having been canceled after the 1970
model year. Like the first generation, there was little to
distinguish t he Mercury from the Ford, and this would remain so for
the entire remainder of the production run. The Comets were
distinguished by grille, headlights, and hood but were otherwise
Mercury-branded Fords. Engine choices now topped at the 302ci V8. The
only other engine offerings were 170 and 200ci I6s. The 4-speed
manual transmission was also gone, with the only choices being a
3-speed auto or manual. The 'Cyclone' was dropped for the 1972 model
year. This final run offered very few year-to-year changes as Mercury
scrapped plans for a extensive redesign for 1975. The aging Comet was
dropped after the 1977 model year in favor of the downsized Zephyr,
which was a clone of the more widely-known Ford Fairmont.
Facts
and Figures
* Styles: 2 and 4 door sedan, 2 door hardtop and
convertible, 2 and 4 door wagons
*
Engines: 144ci-250ci I6, 260-429ci V8s
*
Transmissions: 2 and 3 speed automatics, 3 and 4 speed manuals
*
Valuation: Not thought of as a maker of muscle cars, the Comet
Cyclone is surprisingly affordable when compared to Ford's Torino
Talladega and Mustangs and commonly sell for under $20,000 in
“excellent” condition, a true bargain when compared to many
equally-potent contemporaries
Mercury Meteor (1961-63)
Like
the Comet, the Meteor was initially marketed without the 'Mercury'
nameplate. Meteor was, in fact, a separate brand of cars owned by
Ford's Canada Division. In 1960, Ford USA bought the rights to use
the Meteor name in the States, with the hope of Meteor replacing the
disastrously-received Edsel and maintaining a 4-brand lineup. If
successful, the Ford brand family would have looked like this: Ford,
Meteor, Mercury, and Lincoln at the top. Clearly, the plan didn't
succeed and the Meteor got 'Mercury' branding for 1962
First
Generation (1961)
In its first year, the Meteor was a
full-sized car replacing the poorly-received Edsel, as envisioned by
Ford's top brass. In appearance, the Meteor very closely resembled
the Mercury Monterey and was only distinguished by trim and lights.
Engines offered included the 223ci I6 as standard with 292, 352, and
390ci V8s as options. Transmissions included a 2 and 3 speed auto and
3 speed manual, which offered an optional overdrive ratio, which was
very rare in its day. Unfortunately, the Meteor was poorly received
in the States, due in large part to the nearly exact,
widely-recognized Monterey nameplate and the popularity of the big
Ford, the very popular Galaxie.
Second Generation
(1962-63)
The Meteor was now, like the Comet, branded as a
'Mercury' for 1962 and downsized to a midsize car to slot in between
the Comet and Monterey. This was a logical move as Mercury had no
mid-size model at the time. Like the Comet, which shared much with
the Falcon, the Meteor shared much with the mid-size Ford Fairlane.
Engines were, along with the car, downsized with a 170ci I6 as
standard equipment with 221 and 260ci V8s as options. Transmission
choices were increased, with buyers being able to choose between 2
and 3 speed autos and 3 and 4 speed manuals. 1963 was unchanged and
this, unfortunately, included disappointing sales and the nameplate
was dropped for 1964 and is largely forgotten
today.
Oldsmobile
Starfire
(1961-66, 1975-80)
Like the Nova, the 'Starfire' didn't begin
as a model in its own right, originally appearing as a trim package
on another model: the Oldsmobile 98 Series convertibles in 1954-57.
The 'Starfire' name was dropped for 1958 but would return as its own
model for 1961 but now based on the '88' Series. Though, while based
on another model, the Starfire would be decidedly unique and always
had its own unique trim and an especially luxurious interior. In
fact, for much of its run, the Starfire was the most expensive model
in the Oldsmobile lineup. Additionally, the Starfire was the first US
car to feature a floor-mounted automatic transmission and front
bucket seats as standard equipment. Try finding a current car without
this setup today-it won't be easy!
First Generation
(1961-66)
For its 1961 launch as a model in its own right, the
Starfire was only available as a convertible and came equipped with
Oldsmobile's most powerful engine, a 394ci V8, rated at 330hp. From
the start, the Starfire was the most expensive Oldsmobile. Seeking to
broaden its flagship model's appeal, 1962 saw the addition of a 2
door hardtop but 1963 and 64 only got minor changes in the form of
sheet metal and trim tweaks. 1965 saw a major restyle featuring a
much curvier body. With the demand for performance heating up, 1965
saw an upgraded engine: a 425ci V8 offering 375 hp as well as a
4-speed manual transmission as an option. Unfortunately for the
Starfire, 1966 saw the introduction of the radically-designed
Oldsmobile Toronado, which upstaged the Starfire atop the Oldsmobile
lineup. Luxury items previously offered as standard now became
options on the Starfire but standard on the Toronado and the
convertible was dropped for 1966 (how ironic for a model born as
convertible-only). With the new Toronado taking the flagship role
plus the performance market moving to midsize (think the Cutlass
4-4-2) models led Oldsmobile to can the Starfire for 1967.
Second
Generation (1975-80)
Oldsmobile would resurrect the Starfire
nameplate in 1975 but not as its flagship, but rather a base model
that was essentially a subcompact Chevy Monza (similar to the Vega)
wearing Oldsmobile badges. Standard engine was a 231ci Buick V6.
Transmission choices were a 3-speed auto or 4-speed manual. The only
change for 1976 was the addition of a 5-speed manual transmission
featuring an overdrive ratio as the 5th gear, no doubt to
boost fuel economy. 1977 saw the Buick V6 dropped as standard
equipment and replaced with a 140ci I4. The Buick V6 became an option
and, come mid year, Chevy's 305ci V8 was added as another option.
1978 saw the 140ci I4 dropped and replaced with Pontiac's “Iron
Duke” 151ci I4. 1979 saw minor sheet metal changes and a switch
from quad rectangular headlights to duals. 1980 was essentially
unchanged and the Starfire was dropped following the model year.
Aurora
(1995-2003)
Going into the mid 1990s, Oldsmobile was in a bad
way as sales were not even half of what they had been a decade
before. Management knew that their brand needed a major boost to stay
competitive. Born out of a 1989 concept car, the Aurora was conceived
from the start to be a sports sedan. How desperate was Oldsmobile to
get a fresh start? So much so that the very word 'Oldsmobile' was
nowhere to be found on the car save the radio and engine cover.
Instead, a stylized 'A' adorned the new car.
First
Generation (1995-1999)
Launched in 1995, the Aurora took its
place as Oldsmobile's flagship model (though good luck finding
'Oldsmobile' anywhere on it), displacing the previously top-tier
Toronado coupe and 98 Sedan. Going all-out to blend luxury and
performance, the Aurora featured many luxury items as standard that
were options on similarly-priced cars. These included: dual-zone
climate control, dual front airbags, leather seats, walnut interior
accents that were actually real wood, a six-speaker sound
system, a dual cd/cassette player, and eight-way power front seats.
The Aurora also featured as standard equipment a real-time display of
gas consumption, a rarity in its day. Among the few options were a
power sunroof, a Bose sound system, and heated seats. Transmission
was a 4-speed automatic and the engine was a V8 cranking out 250hp.
The car received widespread praise for its style, power, handling,
and safety. Throughout its run through 1999, the Aurora received
basically only minor tweaks, which was not a bad thing considering
how widely well-regarded it already was. The full-size
Aurora would
serve as the styling foundation for new compact and mid-size models.
Curiously,
there were no Auroras for the 2000 model year as Oldsmobile was
banking on a new Buick platform on which to build a 88 Series
successor and then reintroduce the Aurora as an even more luxurious
model for 2001, giving its 88 successor, planned to be called the
Antares, a year in the Sun on its own. Unfortunately, that didn't
come to pass as Buick scrapped its new platform, which forced
Oldsmobile to re brand the planned Antares as the Aurora for a
stop-gap solution to fill its flagship slot.
Second
Generation (2001-03)
Slightly
smaller than its predecessor and no longer sporting a unique look,
the new Aurora never got the praise or sales that the first
incarnation did, though it could more than hold its own in its market
segment against the competition. Perhaps the car never got a fair
chance as General Motors announced in late 2000 that it planned to
shut down Oldsmobile altogether in the next few years. Clearly, this
is not something to boost sales of a new generation of car just as it
hits showrooms for the first time. Also, the 2001 Aurora was the
first to offer a V6 as an option, though this would end early into
the 2002 model year, at which point V8s became standard again. Like
its predecessor incarnation, the list of luxury options as standard
was long and added new features, which included: keyless entry,
alarm, the OnStar system, steering wheel-mounted climate and radio
controls, power trunk release, automatic front head and fog lamps,
and side airbags. The few new options included a
memory for radio presets and a voice-activated, CD-ROM based
navigation system. Production for 2001 was over 50,000 but fell to
just over 10,000 for 2002 and barely scraped above 7,000 for 2003,
which was to prove the final year for the Aurora as part of the
planned shut-down of Oldsmobile itself, which would be history
following the 2004 model year.
Plymouth
Satellite
(1965-74)
The Plymouth Satellite began its run as the top-tier
package of Plymouth's “B” Belvedere line. Plymouth had shrunk its
B cars for the 1962 season, which essentially made for a lineup
without a full-size model, which the B cars had been through 1961,
with the Fury serving as the intermediate. This continued until 1965,
which is when the Fury was switched to a full-size model, leaving the
B cars in the mid-size slot, which is where they would remain. In
1965, the new Satellite would be the flagship of the B line.
First
Generation (1965-67)
With the muscle car craze picking up, V8
engines were standard equipment for the Satellite in 1965, a rarity
for a mid-size car. Available engines included a standard 273ci V8
with the 318, 361, 383 and 426ci wedge (not hemi) as options. 1965
saw only 2 door hardtops and convertibles offered as body styles.
Inside, bucket seats and center consoles were standard. Transmission
choices included a 3-speed automatic or 3 and 4-speed manuals. 1966
was highlighted by one major addition under the hood: the
availability of the 426ci Hemi. While officially rated at 425hp,
insider leaks from people at work on the engine claimed power in
excess of 600hp. 1967 saw minor changes in trim and sheet metal, most
notably a switch from dual to quad headlights but mechanically, the
cars were the same with the exception of a new engine offering: the
440ci Magnum V8..
Second
Generation (1968-70)
1968 saw the Satellite lineup expanded
from 2 models to four with the addition of a 4-door sedan and wagon.
The car also underwent a major stylistic revision, sporting a much
curvier body but one nowhere nearly as aerodynamic as Dodge's new
generation of Charger. 1968 also saw the addition of a new model to
the B line: the famous Roadrunner. Engine choices remained unchanged
but a new Sport Satellite was launched, with the base engine being
the 318ci V8 instead of the 273. Transmission choices remained the
same as did the cars themselves through the 1970 model year.
Third
Generation (1971-74)
1971 saw another huge redesign of the
sheet metal, resulting in an even curvier “fuselage” body. A new
2 door sedan was offered while the convertible was dropped, as was
the 440ci V8. As the gas shortages were beginning to happen, Plymouth
offered buyers looking for economy the 225ci Slant 6, the first time
a Satellite could be had with a 6-cylinder power plant. Buyers who
craved power could still order the 426 Hemi as an option for 1971,
though this would prove to be the final year for Chrysler's fire
breathing 'Elephant' engine as it was dropped for 1972 following new
emissions/fuel economy standards mandated for 1972. For buyers
looking for a touch of luxury, the wagon could be had with wood grain
paneling starting in 1971. Again, transmissions were a choice between
3-speed auto or 3 and 4-speed manuals. Again, the 1972-74 models
would remain little changed in the same vein as the previous
generation had done following the initial restyle. Plymouth moved the
Fury back to mid-size for 1975 and thus de-orbited the Satellite
following the 1974 model year.
Fact sand Figures:
*
Styles: 2 door hardtop, coupe, sedan, 4 door sedan and wagon
*
Engines: 225ci I6, 273-440ci conventional V8s, plus the 426ci hemi
*
Transmissions: 3 speed auto, 3 and 4 speed manual
*
Valuation: anything with a hemi is worth a fortune today
*
A 1971 hemi Cuda convertible with a 4-speed sold for over $3 ½
million in 2014
The Car That Made 'The King'
One
can't help mentioning 'King' Richard Petty when discussing about
mid-size Plymouths of the 1960s and 70s. Richard Petty used
Plymouth's mid-size B cars starting in 1962 and continuing through
1972, with the exception of his only year at Ford in 1969. By the
time he switched to Dodge in 1973, Petty had already won over 120
races in Plymouths. Of all those years, the 1967 season was nothing
short of amazing and it was then that 'The Randleman Rocket' became
'The King.' Richard Petty's 1967 season was nothing short of an
all-out assault on the record books. The highlights include: won 27
of 46 races run (.586 win percent), won 10 consecutive races, had the
national championship won with 6 races left in season, and surpassed
his father, Lee, as NASCAR's all-time win leader.
Sundance
(1987-94)
Identical to the Dodge Shadow, the Plymouth Sundance
was launched as an economy model for the 1987 model year. All cars
had I4 engines (albeit many different ones) until a V6 became
available for 1992. To keep costs down, only 2 models were offered
during the entire production run: 3 and 5 door hatchbacks that were
designed to look as though they had conventional trunks. The extra
storage space created by the design was a major selling point
advertised by manufacturers. Transmissions were a 3-speed auto or a
5-speed manual through 1992, when a 4-speed auto was offered with the
new V6. Year to year changes were minor through the production run
until the Sundance was replaced by the all-new Neon for
1995.
Pontiac
Star Chief
(1954-66)
Began in 1954 as a model in its own right and was
essentially an extra luxurious Pontiac Chieftain, previously
Pontiac's flagship large car. Throughout its dozen year run, all
years of the car are easily identified by its star emblems (shapes
and configurations do vary) along the sides. Unlike a lot of cars for
the time, there were few variations of the Star Chief during its run
and changes took place on an almost yearly basis.
1954
Introduced
as a model in its own right as an upscale Pontiac Chieftain, the Star
Chief was the first Pontiac to use a non-Chevy wheelbase (123.5
inches). To emphasize luxury, the car offered an optional air
conditioner-a first in its price range and a rarity at any price in
its day. The only engine was the old-style 248ci I8, a holdover from
pre-WWII. As a bit of pop culture trivia, a Star Chief was featured
prominently in an episode of I Love Lucy.
1955
The
Star Chief got new sheet metal and a modern 247ci V8 engine. A showy
feature, the plastic Indian head hood ornament lit up when the
headlights were turned on. 1955 also introduced a 2-door hardtop
Safari wagon similar to the Chevy Nomad. The basic sheet metal would
remain basically the same through 1957.
1956
got a 316ci V8
1957
upgraded to a 347ci V8 and saw a Bonneville trim package added
1958
saw the Bonneville become a model in its own right and take
Pontiac's premier model slot. The Star Chief now was the maker's
second tier car. The Star Chief saw its 4-door models dropped and was
only offered as 2 door hardtops and convertibles. The Star Chief
(like all Pontiacs) got a noticeably longer, lower, wider body with
updated chassis. The engine was the previous year's 347ci V8, now
bored out to 370ci.
1959 saw the Star Chief get even
wider in keeping with Pontiac's “wide track” design. The
convertible was dropped, limiting the Star Chief to sedans and
hardtops as the Bonneville and new Catalina got their maker's primary
attention.
1960
saw the Star Chief revert to 4 doors only thanks to the advent of the
Ventura and the only new option was an electric clock.
1961.
The Star Chief and the entire General Motors lineup got a
much-needed, modernized makeover for 1961. Gone were wrap around
windshields and tail fins as was the Star Chief's station wagon
option. Hardly a unique model anymore, the Star Chief was now
virtually identical to the Catalina except for Bonneville-style tail
lights and the star emblems.
1962
saw the addition of a 421ci V8 with a pair of 4barrel carburetors
rated at 405hp. Very few Star Chiefs got the potent power plant.
1963-64 were largely status quo.
1965 saw a major
redesign featuring a much curvier body but under the metal, little
was changed this year or in 1966, which would prove to be the Star
Chief's final year.
Sunbird
(1976-94)
Launched
in 1976 to meet the need for fuel efficiency in the era of worsening
fuel shortages that saw blocks-long lines to gas stations in some
places, the Pontiac Sunbird spent its entire life as a subcompact,
albeit in drastically-different forms.
First
Generation (1976-“80”)
The
1976-80 Sunbirds were traditional rear-wheel drive
cars and were badge-engineered Chevy Monzas. In its first year, only
a notchback coupe was offered and a 140ci I4 was the only engine,
though Buick's 231ci V6 was quickly added as an option. Transmissions
offered more choice as a 3-speed auto and 4 and 5-speed manuals were
offered. The 5-speed was rated at a then astounding 28mpg city and
34mpg highway. 1977 saw the 151ci I4 “Iron Duke” become the base
engine and a hatchback added to the lineup. 1978 saw the adding of a
station wagon to the body styles and the availability of Chevy's
305ci V8 as an engine option. 1979 was status quo but 1980 saw the
station wagon dropped along with the V8 option. Interestingly, 1980
saw an unusually-long production year as extra models were produced
to carry dealers through 1981 as General Motors was busy reworking
its compacts to front wheel drive, slated to debut in 1982.
Officially, there were no 1981 Sunbirds though new 1980s could be
bought as new through the 1981 calendar year.
Second
Generation (1982-1994)
1982
saw the Sunbird switch to front wheel drive. However, unlike other GM
brands, which canned the names of their mid 70s to 1980 compacts,
Pontiac kept the Sunbird nameplate around for the front wheel drive
platform's 1982 debut, which would also prove to be the final year
for the carburetor as Sunbirds became fuel injected for 1983. All
cars (coupes, sedans, wagons, hatchbacks) were equipped with various
I4s until 1991 when a V6
was again offered.
Transmission options remained the same as those offered on the
1976-80 models. 1983 saw the addition of a convertible. Starting in
1984, Pontiac began to tweak the I4 for performance via various
configurations, which often outperformed competing models' V6s. The
Sunbird underwent a major cosmetic facelift in mid 1988, hence the
1988 ½ year designation, but the mechanicals remained largely the
same. The convertible was dropped following the 1989 model year.
Following the 1988 ½ facelift, year to year changes were minor. As a
phase-out was planned for 1994, Sunbird trim packages were dropped
and the cars became increasingly alike. The 1994 models still in
production were essentially 1993s sold at a lower price. Sunfire
(1995-2005)
Launched
in 1995 to replace the Sunbird, the Sunfire received a dramatically
updated look compared to its predecessor. The Sunfire came in 2 door
convertibles/coupes or a 4 door sedan
and shared
much with the Chevy Cavalier. Through its decade run, engines were
all I4s and transmissions were a 3 or 4 speed auto or 5 speed
manual. Convertibles
were discontinued after 2002 and the car was dropped following 2005
and replaced by the Pontiac G5, which was essentially a Chevy Cobalt
in Pontiac trim.
Solstice
(2006-2010)
Based
off a 2002 concept car, the Solstice was Pontiac's first two-seater
since the quirky, mid-engine Fiero of the 1980s. Unlike the Fiero,
the Solstice offered a traditional front engine, rear-wheel drive
design and could be had as either a coupe or convertible. While a
performance enthusiast may initially brush off the Solstice's I4
engine as too weak for a sports car, the Solstice was no slouch under
the hood as the I4s were tricked out to produce 177hp (over
1hp/cubic inch-the muscle car era's gold standard), thus giving the
car a lot of get up and go. Transmission
options through the production run was either a 5 speed auto or 5
speed
manual. Bold styling, performance prowess, and a sub
$30,000 price made the Solstice a hit with the public and the press.
Pontiac initially had only planned to produce 7,000 for the 2006
model year, but public demand eventually pushed Pontiac to crank out
over 10,000 units.
Come
2007, Pontiac upped its game and introduced a special GXP edition
that ran through 2009, the last full year of production. The GXP came
with a turbocharged I4 engine that could be tweaked via computer
programming to produce up to 290hp-a whopping 2.4 horsepower per
cubic inch-the best in the history of GM-even bettering Corvette's
most potent power plant in the horsepower to cubic inch ratio. The
advertised 260hp was no slouch, either and could propel the Solstice
from 0-60 in 5.5 seconds. Unfortunately with the economic crash of
2008, it was announced late that year that Pontiac would be shut down
following the 2010 model year. 2009 would be the Solstice's final
full year and, Pontiac's shuttering announced, demand plummeted. Only
20 model year 2010 Solstices were produced in a 1-month span in
April-May, 2009. Pontiac was shut down as planned following the 2010
model year and all plans to sell rights to the Solstice to other
manufacturers fell through. While the jury is obviously still not
even a decade after production stopped, some consider the Solstice a
future classic.
Saturn Motor Company
(1985/1991-2010)
Started as a GM project, codenamed
“Saturn,” that would focus on producing small, fuel-efficient,
high-quality cars to compete with Japanese imports, Saturn was never
meant to be a car manufacturer in its own right. When the project
began in June, 1982, Japanese imports were eating Detroit's lunch.
Burdened by mountains of ever increasing regulations regarding
emissions and fuel economy, the quality, reliability, and styling of
American cars suffered as manufacturers went all-out to meet
government dictated mandates.
The
first concept car under Project Saturn was unveiled in 1983 and the
company was incorporated in 1985 and billed as a private,
employee-owned company. This was done in spite of GM initially
planning to launch the Saturn concept under an existing brand as
launching an all-new brand that shared no parts with other GM models
and creating a whole new dealership network would proive very costly.
However, come 1990, GM bought out Saturn and made it a brand in its
own right.
The
first Saturn production car was built for the 1991 model year but
GM's earlier reservations of launching a whole new make of car that
shared virtually nothing with the 5 existing GM brands proved true as
this was a very costly endeavor come the 1990s. Setting up a whole
dealership network added even more financial strain to the effort.
The timing of the launch couldn't have been worse, either, as it
coincided with the early 1990s recession, which saw the auto industry
as a whole take a hit. However, for those who bought Saturns, the
feedback was positive as the cars quickly gained a reputation for
reliability and economy. The no haggle pricing policy put in place at
Saturn dealerships undoubtedly helped, too. On the bad side,,
Japanese automakers had begun to set up shop in the States, which
allowed them to undercut Saturn by way of eliminating the import
costs. Still, while they didn't sell to the (perhaps overly) high
expectations, Saturn sales held steady through the 1990s, reaching
500,000 cars by 1993, 1 million by 1995, and 2 million by 1999, which
translates to roughly 250,000 cars per year. Not bad for a new
start-up company.
In
the early 2000s, Saturn expanded its focus from compact cars,
introducing its first crossover SUV in 2002 as the market started to
switch away from traditional cars and toward trucks, SUVs, and
crossovers. Saturn also started replacing some of its compact car
1990s models with new ones at this time. Saturn expanded its horizons
again in 2005 with the launch of its first minivan, which rocketed to
popularity in the mid 1990s. During this time, Saturns became
increasingly similar to other GM products as supporting a
manufacturer that had virtually nothing in common parts-wise with the
other 4 brands under the GM umbrella was proving costly. Evidence of
this came in 2007 as the Saturn Sky roadster, essentially a clone of
the Pontiac Solstice, was introduced. 2007 also saw a midsize sedan
and an even larger crossover and 2008 saw Saturn unveil a hybrid
concept.
Just
as things seemed to be looking up in regards to GM reining in the
costs of supporting an upstart make, the American auto industry ran
head-on into the 2008 financial meltdown. With the under/unemployment
numbers skyrocketing and people struggling to avoid foreclosures on
their homes, not many people were looking to buy new cars and GM was
put in dire straights. Once the world's largest automaker, GM was
eventually forced to take a government bailout to avoid bankruptcy.
The joke then went that 'GM' now stood for 'Government Motors.' With
the bailout and mandates to trim budgets, GM announced it would focus
on its best selling brands: Chevy, Buick, Cadillac, and the
truck/SUV-based GMC. No lifeline was extended to Saturn (or Pontiac)
and all attempts to sell the brand failed. The company officially
ceased to exist on Halloween, 2010
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