The Cars of Newport

David: On a day off from work, I took a day trip down to Newport, Rhode Island for a day out. I spent most of the day walking around Thames Street, one of the main streets home to many shops, restaurants, and historical buildings. A lot of the cars found were photographed on side streets, along with a few others photographed in Middletown, RI. You could consider Middletown a part of Newport, as my friend does, but to be accurate, it is its own town. Anyways, I'm naming this entry "Cars of Newport" because it's a location most New Englanders know about, and it sounds a lot better than "Cars of Middletown." 

Above: 1988 Porsche 944 Turbo

Up first, we have a Porsche. Not often are Porsches featured on ONEC, but here is an example of a fairly clean 944 Turbo. While not as desirable as a 911 or 959 from the same era, the 944 is an affordable option for those interested in getting into Porsches, or for those who want a Porsche but don't want to pay 911 prices. The 944 has a unique design as well, which we'll get to later on. But, why are these cars so cheap, and more so, why aren't they as desirable as other classic Porsches from the same era? To understand this car, let's have a look at its past. 

The 944 was the direct successor of the 924, which succeeded the 914 in 1976. The 924 was intended to be Porsche's new entry level sports car, like the 914 was. The 944 was introduced for the 1983 model year, equipped with various improvements from the 924. Pressure was high on the new Porsche 944, as the 924 recieved criticism for its poor performance and power ratings. Without a Turbo, the 924 only produced 110 HP. The Turbo recieved slightly better praise, as the car produced better power ratings and performed more like a Porsche than its naturally aspirated relative. 

The 944 was introduced in 1983, with a more boxier appearance than its predecessor. Despite its boxier shape, the new 944 was faster and handled much better. While still a slower car, the better performance, coupled with its near 50/50 weight distribution allowed for the 944 to creep away from the 924's legacy. The Turbo models had a 0-60 acceleration of 5.9 seconds, produced around 220 HP and were able to reach speeds of up to 160 MPH. While the Turbo charged models, much like the 924, brought the 944 great success, it was over shadowed largely by the 911 and the 959. Because of the 924's poor reputation, that carried over to the 944 for those with an untrained eye. As time went on, the entry level Porsches of the late '70s and '80s became forgotten, until the 2000s.

Today, these cars are great options for those who want a cheap sports car or an introduction into Porsche. While they're not particularly the fastest cars Porsche ever made, the 944's 50/50 weight distribution allows it to handle really well. I presume they won't ever peak in value any time soon because they're not a 911 or other vintage Porsche model, but the Turbo models do fetch a higher asking price if well kept, like this example. 

Above: The Porsche: Front and Rear

Like 914, the 944 has a very unconventional design compared to the typical Porsche. I've been using the 911 and the 959 of the 1980s era of Porsche to compare the 944, and I think it's fair in terms of strictly Porsche vehicles, since we're not comparing performance specifications. The 914 was a very low, flat, and boxy design compared to its contemporary Porsche siblings. See Mid Winter Finds '23  for an example of a 914. The 944 carries some of those characteristics into its design, but smooths itself out to resemble that of a 911's sloped rear body style.  The 944's styling is very much that of an '80s car. It bears resemblance to the Supra Mk. III and RX-7 FC. See Cars of New York and Mid Winter Finds '23 for an example of each of these cars. 

While the 911 is timeless and is one car design that has aged perfectly, the 944 is, without a doubt, a car that was designed in the 1980s. The rounded yet boxy front and rear facias forbid the 944's design to age. Instead, it remains a hallmark of an era of car design where the industry was changing from boxy, hard edged body lines to the aerodynamic, smooth curves of the mid '90s. Perhaps the 924 was ahead of its time in the late 1970s to inspire the Supra Mk. III and RX-7 FC, but because those cars mimic the 924/944 design, they too are a product of their time. 

Above: 1990 Volvo 240 DL 

Now this I like! Here's a pretty road worn 240 sedan still in use. It reminds me much of my own, with its missing bumper trim and license plate illuminators that occasionally fall out of their socket. I really like how the owner has kept this car mostly stock, and is keeping the car's aged appearance. While the rims look aftermarket, I believe they are Volvo 940 rims that were rattle can painted black. I really like how they look, matched with the white paint. Of course, what old daily driven Volvo would be complete without the FCP Euro and IPD USA stickers somewhere on the back windows.

Above: A Closer Look at the 240

Since taking ownership of my own 240, it really makes even more excited to see other people using these cars around as daily drivers. I guess Sam feels the same way when he sees another classic Impala or GM B-Body of the same era. I view the 240 as a classic car that's meant to be driven, as its no secret they'll drive forever. While this 240 may be a bit worse for wear, I bet it's still cranking out the miles. Speaking of closer looks, the tail light configuration of the 944 and the 240 look very similar. 

Above: 1988 Chevy G-20 Conversion Van

Taking a bit of a detour from classic European cars, we have an American classic from an era gone by. This old conversion van looks like it was ripped right out of the 1980s! Look at those rims, white lettered tires, and gold trim! This conversion van alone is something of a relic itself, but nonetheless it's still here on the streets of Newport. 

Growing up in the early 2000s, I remember seeing these old conversion vans quite frequently. Like most daily driven cars from the late '80s and '90s, they began to disappear as the rough New England roads and seasons gave them the test of durability. Being a common sight on the roads, I never really realized the conversion van was a dying breed, until they began going extinct in the early 2010s. By the late 2010s, they had become a scarcity. As the pendulum swung back, I began to recognize the conversion van as a cool old cruiser to see on the streets, much like this one. 

Today, while very uncommon to see, a conversion van from the 1980s or '90s is a pretty cool sight. I know to some, they're probably just a van with a fancy rooftop accessory and large side windows, but I see much more. This an automotive time capsule, and I love that this '88 Chevy Van is being kept as such. 

Above: Conversion Van Close Ups

Here are a couple close up shots I got of the badging on the van. This van does not appear to be ABS equipped, but does have fuel injection! That's pretty fancy to see on an American-made product in the 1980s!

Above: 1985 GMC C-Series Shortbed 

This appears to be a common sight on the streets of Newport. Earlier this week, this truck was spotted and sent into us, proving it still makes the rounds despite its age. It was also parked right up the road from the conversion van, which made for a pretty cool sight. 

The GM square body pickups, much like the conversion van from earlier, are another (once common) sight that's now become pretty rare to see. I really like this truck though. I love cars that have a faded exterior with clean rims. I can't really describe what the look means to me, but I know I enjoy seeing cars like this. I'm glad to see the owner still keeping this truck up and driving it. I'm sure it will last them a long time. 

Above: The GMC: Front and Rear

There's nothing quite like some genuine patina on an old car. Today, many people pay to have their classic cars look like this, as the rusty, aged look is in style. But like a slice of New York style pizza, the real thing is always preferred. Haven't you heard? Old is cool, and this truck sure is cool. 

Above: 1992 Alfa Romeo Spider Veloce Series IV

When was the last time an Alfa Romeo was featured on ONEC? I can't remember, but after searching the collections, the last time I found one was around the same time last year in SC Bike Path Ride 4. This is a bit more of a classically styled European sports car than the GTV-6 I found last year, but believe it or not, this car is newer! 

The Alfa Romeo Spider was produced from 1966 to 1994, with moderate updates to its design over the near 30 year production run. While there were four distinct series (generations), the design remained mostly the same. This is a Series IV Spider, making it one of the final cars before production ended two years later, with the radically designed GTV Spider succeeding it a year later in '93. 

Compared to the previous Spiders, the Series IV was a bit more modern. For the final generation, cars featured airbags, fuel injection, power steering, and most notably, an optional automatic transmission. It was also the only Spider to get flush mounted bumpers that matched the body paint. Production of the Series IV lasted only three years, with the last cars rolling out in 1993. Over the course of its near 30 year run, 110, 128 Spiders were made. For comparison, the MGB sold around 390,000 units. 

Above: 1964 Ford Mustang Convertible Revisited

Of course, we had to revisit a classic Mustang. You may remember this one from earlier in the year, when I stopped by Aquidneck Motors, a European vehicle specialist in Middletown, RI. You can check that entry out here: Aquidneck Motors Cars. This Mustang was one of the vehicles featured in the entry, but I could only get a limited amount of photographs because it was parked in a tight space. It has since moved locations, so I was able to get more revealing angles to see this American classic in all its beauty. To read more about it and the history of the early Mustang, check that entry out!

Above: 1979 AMC Spirit DL: The Last True AMC

As I made my way into the back of the lot, I noticed a peculiar looking vehicle parked on the side of the road. Approaching the vehicle, I noticed its tall stance, and noted that it must be an AMC product. Although, clearly, this was no Eagle. It looked like an AMC Hornet merged with a Gremlin, but both of those cars did not have this stance. What was this strange car then?

This is an AMC Spirit, one of the last true AMC products to drive out of the Kenosha, Wisconsin plant before Chrysler would purchase them in 1987. The Spirit was the successor for the Gremlin, while the similar Hornet was succeeded by the Concord. This change would occur during 1979, around the time the Eagle would enter production. Because of the Eagle's legacy on car design, the Spirit and Concord tend to live in the shadow of their SUV relative. However, less notably, AMC offered the Eagle SX-4, which was a four wheel drive version of the Spirit. 

The Spirit entered production in 1978 for the '79 model year as AMC's new compact offering replacing the Gremlin. The Pacer would stick around for a year later, but eventually would be phased out of production in favor of the new Spirit. The Spirit was well recieved by automotive critics, noting its decent gas mileage and comfort at its price range. Through 1979 and 1980, the Spirit AMX package was offered as a tribute to the Javelin AMX of the late '60s and early '70s.  While less known by the average car person, they are highly sought after vehicles for AMC enthusiasts. 

The 1980s ushered in the final years for true AMC cars. To comply with US fuel efficiency standards, the larger V8 and I6 engine offerings were dropped in favor of the VW-sourced I4 engines. AMC saw sales of the Spirit dwindle badly, despite automotive journalists saying that the car's handling was very similar to other European hot hatches of the same era. Unfortunately, Ford's new Mustang design stole the show, and would dominate the market as an efficient, sporty compact vehicle. 1983 was the final year of production for the Spirit, as AMC's new partnership with Renault was put into effect the following year, and badge engineered Renaults were sold as AMC vehicles in the US. 

Today, while overshadowed by the Eagle, the Spirit remains a hidden treasure of one of the last true AMC products made before their short lived Renault partnership and eventual Chrysler buyout. While the Spirit does not leave a legacy as impactful as the Eagle, the Spirit AMX has achieved collector car status, and remains the underdog for the late AMC model lineup. 

Above: 1989 Volvo 240 DL Estate

This is a prime example of a survivor. This Volvo 240 looks like it just drove around the world twice and then some! When I showed Sam the photos, he thought it was the evil twin of my 240, which I can't disagree with. Hopefully whoever owns this 240 plans on restoring it, as I believe it needs some love and care. It was parked at a service shop, so I'm hoping that's the case. I can do with the duct taped headlamps, but the rear bumper makes me cringe!

Above: 1973 Ford Gran Torino

What a clean Torino! Parked at the same shop as the beaten 240, this '73 Ford Torino was in much better shape. I believe the last Torino featured on ONEC was a '68 GT Convertible. The focus of that entry was the prime years of the Torino, and its legacy on Ford's racing heritage. This entry will focus on the Malaise years from 1973 to 1976. This car is an example of what the Torino became, following its 1973 update. 

Much like the Chevy Monte Carlo, the Torino was once a powerful, yet luxurious muscle car. It was aimed at the intermediate market, appealing to consumers who wanted something tasteful yet powerful, which earned these cars the nickname "The Gentleman's Muscle Car." Also much like the Monte Carlo, in 1973, the performance aspect of what made these cars successful was dropped in favor of a sole luxury coupe offering. While the Gran Torino Sport was still available with a fastback, but that would end in 1974. 

This Torino has the "Luxury Décor Package," which came standard with a vinyl top, matching colored rims, and a wood paneled interior. Limited colors were available, such as this green color. This was introduced as well in 1973, but would be replaced by the Torino Elite in 1975. 1973 was arguably the last noteworthy year for the Torino before it cashed in on its Malaise years in '74. In '73, Ford still tried to make the Torino a sporty car, but the inevitable fuel crisis crossed with government emission standards didn't allow for that to happen. With this '73 Torino, look back into the early '70s with the last of the dying breed of muscle cars.

Above: 1982 Ford F-100 Custom 

Back in Newport, I was walking a side street with my friend when we happened upon this old Ford pickup. Like the Volvo 240 wagon from earlier, this had seen much better days. It looked pretty clean from a far, but once we got close to it, we noticed the duct tape rust repairs and other sketchy spots on the truck. More notably, and a bit concerning, there was a fist sized hole in the back of the inner fender visible from the bed. I'm not sure how much structural integrity this F-100 has left, but I'm glad it's still putting in the work for its owner. 

Above: 1980 Mercedes Benz 450 SEL (W116)

Feast your eyes on the pinnacle of Mercedes Benz engineering. The W116, or the first of the S-Class cars. If you owned one of these cars back in the 1970s, you might have as well made it. While a modest design compared to the '70s American cars, the Mercedes Benz W116 was ahead of its time. Because of Mercedes Benz' prominence in the luxury car market, it helped inspire the cars of the 1980s. 

Debuting in 1973, the new Mercedes Benz sedan already looked like a car from the 1980s. In comparison to the other contemporary cars being sold at the time, most were large, wide, and featured many design cues from the 1960s. The new W116 incorporated four wheel disk brakes, full sealed beam exterior lights that weren't individually  spaced, and an aerodynamic design. It also revolutionized turbocharged diesel engines, beginning in 1978, and also was the first car to use the now standard ABS anti-lock system. 

1980 was the final year for the W116, as the new W126 was set to succeed the car the following year. Although the W126 was another leap in modernizing car technology and overall more popular, without the success and innovation of them W116, Mercedes' place in the automotive industry wouldn't be where it is today. While other cars were also pioneering modern design features, the W116 arrived at the perfect time. 1973 saw many outdated designs from the 1960s and it was time for a clear change. Mercedes saw this opportunity and, with their new S-Class sedan, took full advantage of it. The car wasn't too niche like a Saab, and too sporty like a BMW, the W116 appealed to the perfect medium and its modest design allowed for this to be a revolutionizing success pushing Mercedes to the forefront of high quality luxury in the 1980s. 

Above: The 450 SEL: Front and Rear

From first glance, I thought this was the more famous Mercedes Benz W123 cars, but upon closer inspection, I noticed it wasn't. While very similar, the W116 is a larger car and a tad bit wider. They did use a lot of the same parts, and the W123 would debut in 1976, during the production of W116. Come to think of it, Mercedes has used those rear tail lights on a lot of their cars. That's what helps make this car instantly recognizable. Although I didn't exactly know what I was looking at, I knew it was Mercedes product. Obviously the star is a pretty good hint as well. 

Above: 1965 Ford Mustang 2+2 Fastback

Lastly on our trip to Newport, we have another classic Mustang. At Aquidneck Motors, we saw a nice example of a convertible Mustang, now here's the opposite! A Mustang fastback is one of the most recognizable muscle car (Or pony car if you're feeling fancy) designs ever produced. Even if you don't know cars well at all, you probably have seen a Mustang fastback before. 

The Mustang fastback design was such a success, that it was kept in production throughout the Mustang's many different incarnations. The original fastbacks were built during the first year of production for the 1965 model year. They were developed without Head Manager Lee Iacocca's knowledge, but once presented to him, Iacocca instantly fell in love with the design and approved it. The new fastback became the best selling trim level of the Mustang, and remained so until the Ford Mustang II in 1974. 

The Mustang II saw a major redesign based on the Ford Pinto, and one of the design changes was the introduction of a hatchback liftgate. While not quite like a traditional Mustang, the hatchback took design cues from the 1960s fastbacks. When the third generation "Fox Body" Mustang entered production in 1979, the same liftback was kept in production, although it resembled the traditional fastback design more so than the Mustang II did. The true fastback would return in 1993, with the introduction of the "SN-95" Mustang, or fourth generation. From here on out, the fastback would be a standard option of the Mustang. A convertible would always be available, but the fastback would continue to be the best seller. Today, when the modern muscle car takes on a retro-inspired design from their 1960s ancestors, the Ford Mustang remains true to form with its iconic fastback design, cementing itself in the minds of car enthusiasts as one of the most iconic car designs ever produced.

Above: Mustang Close Ups

I want to revisit the topic of the Mustang being instantly recognizable, because I have a short story that helps reiterate my point. While I was photographing this car, a landscaper who was parked behind it noticed me taking pictures of the car. He too was very impressed by it, and shared a story about how he owned one growing up, which he bought for a very low price. The Mustang is a car that invokes a feeling of nostalgia for some. Because its been around for so long, remaining a very popular car (except for the Mustang II), every generation seems to have a story about a Mustang, whether it be about a friend or themselves. For me personally, my first experience with a Mustang was test driving one with my grandfather and cousin. I remember having to sit in the back seat, and even though I was very young, I remember it being lots of fun despite the poor visibility I had in the rear seat. I wish he bought that car to this day. When a car sticks around for a while, like an old friend, you form a relationship with it, allowing for stories good or bad to take shape and become passed down to another car guy alike. I didn't know the landscaper when I was photographing this car, but the Mustang brought us together through that story of his Mustang growing up. That's what makes car culture all the more better.