Mid Winter Finds '23

Our finds for the days and months of mid winter. Another exciting season for us. We photographed a good portion of almost every kind of car from almost every era. There's truly something for everyone here. We hope you enjoy these finds, because we sure enjoyed finding them!

Above: (1/30/23) - 1978 Mercury Marquis Brougham (David)

I smile every time I see a large full sized malaise classic such as this Mercury. They're such enormous cars, its almost comical to me to think that American manufacturers survived in the 1970s when import brands offered a much more economic and efficient vehicle. However, and I'm going to sound like a boomer here, this what the car's identity was. 

In the 1970s, if you wanted comfort and style, you bought a full size American car because it gave you the driving lazy boy sofa experience. If you wanted practicality, efficiency, and sporty handling, you bought an import vehicle. I'm not disputing that these were horribly inefficient, under powered machines, but I'm also not disputing that they did have character. In my Cars of New York  series, I talked about the Buick Electra being a break from the norm of cars today. Most cars today, due to many regulations and requirements, have become mostly similar in design and all try to be sporty, fast vehicles. Some stand out, but consumers demand that their cars be mostly sporty, fast, and efficient. 

The Mercury Marquis is the automotive middle finger to the modern sedan. This car refuses to adjust to the current times, like an old man preaching that his days were the good old days. However, the grass isn't always greener, and there is a dark side to everything. What we see here is an elegant vehicle, with chrome accents and lots of space, but underneath is a big block engine choked down by emissions, making almost no power. That's what this car was in its day, and that's what it remains being today. Even until the end of its life in 2011, the Marquis remained a full sized land yacht, never giving up its identity as one of the last true American body-on-frame sedans.  The Marquis didn't give in to the standards of modern car, and stayed true to its own self, and in the end, it was remembered for that. In a conformist society, be yourself, and be like the Marquis. Don't give into what people want you to live your life like. Be the person you want to be, and stay true to yourself in all of the good ways. 

Above: (1/30/23) - Willys Jeep CJ-3B "High Hood" (David)

The Willys Jeep was infamously known for its service during World War II, but after the war, returning veterans wanted a similar general purpose small vehicle for civilian use. The Jeep CJ-2 was introduced as a civilian version of the famed MB Jeep used in the war. It was gradually phased into the CJ-3A in 1949. In 1953, Willys Jeep was bought by Kaiser Motors, and also during that year, the CJ-3B debuted, which is the Jeep seen here. Not much changed from the CJ-3A, except a more powerful engine demanding a taller engine bay, hence the nickname it was given, "High Hood." It was produced up until around 1964, ending production and the larger, more advanced CJ-5 would enter production soon after. A year earlier in 1963, the "Willys" name was dropped. However, military sales of the M-38 variant would continue until 1968. Two years later, AMC would purchase Jeep from Kaiser Motors, but the CJ-5 would be in full production.

This CJ-3B is a shell of what it once was. It still stands strong though, as these were built very well. It's a very narrow yet tall vehicle compared to what it looks like from a far. I'm unsure if this Jeep will be restored, but I hope it does at some point.

Above: (1/30/23) - Jeep Close Ups (David)

Here, you can get a look at the very simple interior and classic Jeep grille design.  A four speed manual transmission was optional, but cost $194 extra. That's almost $2000 in 2023!

Above: (1/31/23) - 1993 Volvo 940 (David)

Upon us here is a Volvo 940. This car is a survivor, just as I'd expect to find an old Volvo on these cold New England winter streets. When I photographed this car, I realized I've been photographing the 940 and its 740 a bit more frequently. Within the fall and winter seasons, there have been multiple entries on various sedans and wagons of these series of cars. I think this in part because the 740 and 940s have begun to reach their "uncommon beater" phase, where they're not quite a collectible classic yet, but they've become a cool cheap daily you can buy that will last you a lifetime. The 240 has already reached this status, but then again, the 240 is its own legend. It's absurd to think that these 740 and 940s were built to phase out the 240, but since the 240 was too popular, Volvo had to keep it in production after these had debuted! 

So, back to my original topic. Why am I really photographing these older Volvos more? I think the answer lies within the car itself. The 940 is the passing of the baton from the classic '80s era of Volvo, to the next century ideas of the early 2000s that modern car designs were capturing.  The 940 is the last of these classic boxy Volvos, as the 740 would end production in 1992. The 940 would stick around until '98, but its classic boxy design would end in 1995, when the modern aerodynamic design replaced it. You can still see a piece of the 240 in a 940. It looks similar and it shares the same engine, but deep down, what I really see is the changing of times. Like a nostalgic look back into the glory days of one's past, the 940 is a look back into that time for Volvo as well. 

The 940 is like the end of high school. You've reached the end of adolescence and now it's that time to transition into adulthood. You'll carry all that you brought with you, but you'll have the luxury of looking back on those days past. You know a new road is awaiting you, but there's still time to live out the end of that feeling of freedom from responsibility for a few more months. The 940 holds on to the past, but eagerly looks towards the future. Sometimes it may seem like you had it better off when you were younger, but would you want to risk losing all what you've learned from those past experiences? These life lessons, good or bad, have shaped us morally into who we are today. The 240 was the child in ourselves, and the 940 has become the adult. Now it's time for the 940 to venture out into the optimism and uncertainties of the future, and bring all the good its evolved into with it. It may leave that slow, boxy past behind, but that boxy past will always be a part of itself, much like your own qualities will stick with you. We may change and evolve, but so do cars. 

Change is scary sometimes, and not knowing what's on the road ahead can be frightening. Sometimes we may find we're displeased with ourselves at a certain point, but there's always room to grow and learn from the past, and maybe some day, we may look back on those days with fondness because in those unpleasant moments, we've grown. The 940 wasn't a phenomenal car. It was still slow compared to its contemporaries, and it still retained that old design. But the 940 became a modern looking car by the end of the century, and its legacy, along with that of the 240, helped people come to appreciate what they remembered these cars as, just as we appreciate those good old days. 

Above: (2/1/23) - 1964 AMC Rambler American 330 (David)

Step back in time with this '64 AMC Rambler American! The Rambler American was the first ever modern American compact car, predating the Ford Falcon by one year. The Rambler got its roots from the Nash Rambler, which was produced before Nash and Hudson merged to form AMC in 1954. The Nash Rambler was often regarded as the first American compact car due to its luxurious yet economic styling and price. 

The Rambler American debuted in '58, as an affordable compact car which helped boost AMC's name to the forefront of the American car market. The US was undergoing a recession that year, and the Rambler American was one of the only affordable options for American buyers that was practical and fuel efficient. Due to the Rambler's instant success, AMC managed to increase sales while the Big 3 didn't, as at the time, they didn't have an economic compact car of their own yet. The Falcon would change that missing model range in '59. However, we're not talking about the Falcon, we're talking AMC today. I wish they were featured on this blog more often, but I've never been able to find many AMCs around. I really hope to find more at car shows this summer. Anyways, back to the Rambler. 

In 1961, the Rambler recieved a major update, including more space and the introduction of a wagon body style. In '64, the Rambler was updated again for its third generation. This Rambler American is a third generation example. The 330 trim level on this car was the second highest trim level, below the 440 and above the 220.  The Rambler would continue to be an affordable compact into the '60s, until the AMC Hornet would replace it in 1970. 

Throughout its life, the Rambler proved to be a great combination of practicality, efficiency, and sportiness, but was unfortunately overshadowed by cars like the Ford Falcon and Chevy Nova. Today, the Rambler is remembered as true automotive revolutionary, that unfortunately arrived too early for the USDM car market as an important car. The fact that it was produced by an independent auto maker and not by the Big 3 also led to its decline. Despite this, the Rambler inspired those cars like the Falcon, Nova, and Plymouth Reliant, and its success in the Recession of '58 are why these cars came to exist. It really wouldn't be until the '70s, where Americans would truly recognize the importance of the compact car, when compact import vehicles began out selling the USDM cars. AMC would continue selling smaller cars, like Hornet, Gremlin, and Pacer, while the Big 3 continued producing large, inefficient boats. If you haven't figured it out already, AMC beat a lot of these brands to the punch, but unfortunately with poor timing. When the Malaise era dust cleared, and automotive enthusiasts looked back on the life and death of AMC, the Rambler would eventually come to be fully recognized as the true first American compact, and that is what makes this car one of the most important vehicles ever. 

Above: (2/1/23) - Capturing the Rambler American (David)

As you can see, this old Rambler was pretty far from clean. In fact, its original color appears to be blue, and that green is most likely moss and other sorts of residue covering the paint. A good power wash might bring this back to its old shine, but like the car you'll see below, I'm not sure how much time this has spent off the road. This and the next car were both found at the now abandoned Apponaug Garage, located in Apponaug Village, a town in Warwick, RI. As far back as I can remember, these cars haven't moved, and I remember these cars even before the earliest cars on this blog, like the red Chrysler LeBaron.  My dad, who grew up in this area, remembers these cars as well, so it'd be tough to say how long they've been here. According to my dad, inside there's a pristine car, much like that of a barn find, but when I was there, I wasn't able to see inside. I wonder what car is hiding inside it. Maybe one day I'll find out, but I'd rather not get in trouble for breaking and entering, even if this place is no longer in use. 

Above: (2/1/23) - 1949 Mercury Eight Sedan (David)

Step back even further in time, with this post war classic! A 1949 Mercury Eight, complete with suicide doors and that classic round post war design. This car appears to have been last tagged in 1969, which means this car has spent the last 54 years sitting in this lot. It also means that it spent 20 of those years on the road, so the chances of it getting a second life seem pretty slim to me. You never know though. 

The Mercury Eight was produced from 1939 to 1942, and then again from 1946 to 1951, being replaced by the Monterey. This is the third and final generation of the Mercury Eight, which started in 1949 until the end of production two years later. The third generation goes beyond its two year production run, allowing it to become an icon in American custom car culture. During the 1950s, hot rodders and customizers caught attention of the Eight due to its styling and its relative ease to swap parts with. It became the first ever "lead sled," customized by Sam Barris, which has now become a very popular style of car customization. Essentially, the term lead sled refers to a car that has been lowered and cosmetically modified with lead body filler to give it the low appearance of it "sliding" down the road. These are very similar to "Chop-Tops," where customizers will lower the roofline of a car, another style that the '49 Mercury's are known for. The Mercury's legacy also ventures into the world of toy cars. The iconic Hot Wheels car "Purple Passion" is based on a '49 Mercury.  

Although this '49 Mercury doesn't seem to have much life left inside of it, its legacy can still be imagined when you look at it. I bet if someone tried very ambitiously, this could become a candidate for a lead sled or custom car. I know I'm probably being too generous, and this car is probably way past the point of resurrection, but I always try to give a glimpse of hope for cars like this one. Heck, maybe Sam will be the one to save this in his car resurrection journey. 

Above: (2/1/23) - 1968 Chevy C-10 Pickup (David)

Here we have a more cleaner vehicle compared to our last two examples, a gorgeous '68 Chevy C-10 pickup. This was found at the same garage I photographed the '63 Corvair Rampside, which you can see parked next to it. You can read more about that in Late Fall Finds, it has a very interesting story. 1967 was the first year for the second generation of the C and K series pickups, making this the second year of production. The '68 C-10 wasn't much different from the previous year, but there are a few minor differences and oddities that differentiate it from its predecessor. For starters, '68 offered big block engines as an option for buyers who wanted a bit more power than the small block offerings. I assume that's what this truck may have, given that its been slightly customized. On the more obscure differences, the easiest way to tell a '68 from a '67 Chevy truck is simply by looking at the side panels. Starting in 1968, the US government mandated side turn signals for safety. So the next time you see a classic Chevy pickup and you're unsure if it's a '67 or a '68, look no further than those front fenders for the tell tale sign! 

Above: (2/1/23) - 1989 Buick Electra Park Avenue (David)

I must be on an Electra roll because this is the third Buick Electra I've found this winter. This is the sixth and final generation of the Electra, which would eventually become the Buick Park Avenue in 1991. During the Electra's production run, the Park Avenue was the luxury trim level offered by Buick, and like the Chevy Caprice was to the Impala, it would eventually become its own trim level. Like the two previous generations, the Electra was built on the GM C-Platform. Compared to previous Electras, the sixth generation featured a major downsizing to compete with the rise of gas prices and import car sales. It was the first Electra to feature a unibody construction and a front wheel drive powertrain. In 1987, the Electra was given a minor facelift, which included the sealed headlights, as shown on this car. This car appears to be in really good survivor condition, and I'm glad to see it on the road. The rear trunk lid shows some paint fading, but that's to be expected on a 34 year old car. Safe voyages, Buick!

Above: (2/1/23) - Dodge Aries K (David)

What a more perfect conclusion to a day than a K-Car. What more could you ask for. There's nothing more '80s Americana than a K-Car, and there's nothing more K-Car than a Dodge Aries. At first I though this was a Plymouth Reliant, but I soon came to find out it was the identical cousin, the Dodge Aries. They're essentially the same car, just with a different name. The importance of the K-Car is something we haven't discussed yet on ONEC, as I really don't find a lot of these around. The last time we saw a car like this was the more modern Plymouth Sundance in Cars of New York, but this Aries is what truly comes to mind when you think of a K-Car. 

The K-Platform, or K-Cars, were the most important cars Chrysler ever produced. Yes, the '60s B-Bodies and A-Bodies were more iconic, but the K-Car was the true muscle that pulled Chrysler out of their downward spiral they found themselves in during the '80s. If you need any clues as to why Chrysler failed miserably in the late '70s and early '80s, look no further than the Dodge Aspen and Plymouth Volare. See Late Fall Finds for an example of a Dodge Aspen, or "Ass-Pen," as it's known on ONEC. These cars were tremendously outdated and sold poorly, leading to Chrysler to ask for a financial bailout, only to be denied it by President Jimmy Carter. Chrysler, now financially worse off than a college freshman, frantically tried to figure out a solution to the problem.  Chrysler released the Dodge Omnis and Plymouth Horizons, hoping that the small, front wheel drive compact cars would save them, but those too sold poorly in their first years of production. Former chairman John Riccardo stepped down from Chairman, as the US government wouldn't grant Chrysler any money under his management. This was when an automotive legend came into play, and no, it's not a car, it's one man. The legendary Lee Iacocca was the man responsible for saving Chrysler, with his idea of "A small, affordable economy car that Americans will want to buy." Sure enough, in 1981 the first K-Cars debuted, with features similar to that of previous Chrysler models, but now with more economic engines and fuel efficiency. The cars retained classic elements like bench seats and column shifters, but changes were significantly downsized bodies and inline four engines designed by Chrysler. Iacocca's plan proved right, as Chrysler sold over 100,000 units in its first year run. 

The K-Car would be remembered as the car that saved Chrysler, and Iacocca is often the man associated with that. Iacocca would pass away in 2019, but his legend still lives on in the K-Car and the Mustang, although that's quite possibly the opposite of a K-Car. I wish I see more of these, as I do like them. We may joke on them, but they're some of the most important cars ever to cruise the streets. 

Above: (2/6/23) - 1970 Chevy Monte Carlo (David)

The Chevy Monte Carlo is another odd child of the late '60s and early '70s of the GM family of cars. Debuting in 1970 as a personal luxury car, the first generation Montes were based on the G-Platform, a variation of the A-Platform with a longer wheel base. The G-Body would become famous in the '80s, when it was used for cars like the Grand National and the third and fourth generation Monte SS models. 

Often cited as a Gentleman's Muscle Car, the Monte was offered with big block engines, such as the 396 and 454, but what really drew people to the Monte was its style. Starting at $5000 new in '70, which is equal to about $38,300 today, the Monte got you options seen on Cadillacs and Buicks. Because of that, the Monte was a instant hit, selling about 146,000 units in its first year. Around 3900 of those cars were equipped with the SS 454 package. 1971 saw a slight decline in popularity with only around 1900 SS cars being produced. In '72, the SS package was removed as an option, but the 454 was still available. The Monte wouldn't be available again with the SS package until 1983. 

The first generation Monte Carlo is an underdog from the last years of the muscle car era. It arrived late in the game, but it also arrived at the peak of the muscle car era in 1970.  Being equipped with a 454 big block, it could make similar power numbers as its Chevelle relative, but many saw the Monte just for its style and not its power. GM saw this too, and the second generation Montes became a luxury vehicle, offering no sporty options at all. 

Above: (2/6/23) - The Monte Carlo: Front and Rear (David)

A true "Rusty Chevrolet," I've been seeing this Monte just as long as I had been seeing that Rambler American photographed from a few days ago. Like the Rambler, this car has always been parked in this exact spot, accumulating more and more rust as the years passed it by. The inspection sticked on the windshield showed it last being tagged in 2006, so I'm not sure what almost 20 years of sitting has done to this car, besides a good deal of patina. I'm not sure how ambitious of a project it would be, but a 1970 Monte would be a car worth saving, even if this isn't equipped with the SS 454 package. Any classic car to me is a piece of automotive history and worth saving, so I might just have to add this to my ever growing list of cars I wish I could save. 

Above: (2/6/23) - 1994 Plymouth Grand Voyager LE (David)

If you grew up in the '90s or 2000s like I did, you probably remember these old mini vans everywhere. As the years went buy, they slowly grew less common, eventually becoming a car that made less of an appearance on the road than the Beatles did on stage after 1966. The wood paneling may have been pealing, and the headlights were faded, but when I saw this car, it made me remember seeing these often. I never had the fortune of riding in one of these, but my neighbor had a similar second generation Dodge Caravan in blue, before trading it for a third generation model. 

I know you're ready for it, today we're talking mini vans! Love them or hate them, they were once the official car of suburban soccer moms and now they've become out phased by SUVS. Everything had its start somewhere, and the Mini Van started with the Chrysler K-Platform. There's a reason why I said those cars were important! In the late '70s, Chrysler wanted to create a vehicle that had car like qualities with the ability to be used for utility purposes. It would have lower ground clearance than a standard van, and the rear seats would be able to be removed for extra cargo space. The car would be approved by Lee Iacocca in 1979, but would start production in 1984, after a few last minute changes were made to the original design. The biggest change was a single sliding passenger side door that made the middle and rear part of the vehicle more accessible for utility use and parking lots. These Plymouth Voyagers and Dodge Caravans effectively became the first mini van, creating a new style of vehicle unseen before in America. It replaced the station wagon as the popular form of people hauler, which would last well into the 2000s. 

The Chrysler mini vans were not only the first to create their own style of car, but they also helped father the modern SUV. While the mini van hype lasted well into the 2000s, the SUV would slowly start to phase it out as the new car of choice for suburban households and large families. The AMC Eagle was still the car to spark the idea, with a similar concept of a utilitarian family vehicle, but the Chrysler mini vans would push the idea a step further. With the ability to have three row seating and the ability to remove the last two rows for cargo, it essentially wrote the book for what would come in the 2000s. Most SUVs have all these features, and it's all thanks to these old mini vans.

Now the mini van has entered its winter years. It has become more of a laugh now, consisting of jokes about soccer moms and trash class families. Not many brands offer a mini van anymore, in fact, Chrysler canceled their last mini van in 2021. Most brands that do offer them are import brands, like Honda and Toyota, but aside from that, not much else. I don't foresee a return for these, at least not any time soon, but I do appreciate the history they hold, even if I'm not one to favor SUVs and Pickup Trucks. While I'm not going to romanticize these cars, I will say this. They're a forgotten thing of the past, like an old crooner singing at lounges in Las Vegas. His days of fame and popularity singing Sinatra and Dean Martin covers are over, and now he'll look for gigs where ever he can get them. The Voyagers and Caravans, in a way, are similar. Once a very popular car, it has now become a car for people who need what ever they can get at the lowest price possible. But, like seeing an old singer still enjoying their profession in wake of changing times, I appreciate seeing an old Plymouth mini van because there's an essence to it that brings back memories of times of my past. 

Above: (2/6/23) - 1990 Chevy Caprice Classic Revisited (David)

This '90 Chevy Caprice was first photographed by Sam in June of 2021. I returned about a year and a half later after I saw it in the same parking plaza on my way home from school. Not much has changed since June '21. It still has the cracked bumper filler and the same aftermarket wheel covers.  One thing that did change, however, was this car's employment status. It appears it now has a job as a pizza delivery car! 

1990 was the final year for the third generation Caprice. It had lasted 13 years, starting production in '77, with minimal cosmetic updates periodically. By the time the final models rolled off the assembly line, it was a very outdated design in dire need of an update. 1991 saw the introduction of the fourth generation, which would be produced until '96, being killed off due to financial issues and the rise of the SUV market replacing sedans and wagons as the new choice of family car. '96 would be the final year for the Caprice name as well. It was sold in other nations as a sedan, and briefly returned to the US as a police vehicle, but none were sold for civilian use. 

Above: (2/6/23) - The Caprice Classic: Front and Rear (David)

Here are some front and rear shots of the Caprice. In the front end photo, you can see how rotted the bumper filler has become. 

Above: (2/7/23) - Custom Ford Mustang (Sam)

I spotted this modern mustang as I was leaving class one day.  Its yellow paint was a nice contrast from all the other silver and grey cars parked along the street.  It appears to be sporting a custom grill with corner LED lights, complements of Amazon.  I like the styling of these new Mustangs, as I think it's a nice modernization of the classic first generation's design.  

Above: (2/7/23) - 1984 Toyota Supra Mk. II: "Zupra" Returns (David)

We last photographed the "Zupra" Supra in Summer of 2021. To see that entry, check out Thayer St. Cars. It, like the Chevy Caprice from earlier, has also changed a little a bit since we last saw it. When I saw this classic Supra, I didn't know it was the same car. It wasn't until I saw the "Zupra" license plate that I knew I was reacquainted with an old friend. Zupra last had some custom rims installed, but now sits on the original rims it wore out of the factory. I'll be honest, I really think it looks better. I'm not saying the custom rims didn't look good, I just really love these classic Toyota rims, so I'm acknowledging my bias. 

Above: (2/8/23) - 1984 Cadillac Eldorado Roadster (David)

Here we have an '80s black beauty, an '84 Cadillac Eldorado. This is the tenth generation of the Eldorado, produced from 1979 to 1985. It was a significant downsize compared to the previous ninth generation cars, featuring a wheelbase of 114.0 inches, compared to the previous generation's 126.3 inch wheelbase. The tenth generation was the first to feature an independent rear suspension.

Above: (2/8/23) - Caddy Close Ups (David)

Despite being a less desirable year of the Eldorado, this car still retains its elegant styling seen on the generations before it. 

Above: (2/10/23) - 1973 Porsche 914 2.0 (David)

The Porsche 914 was quite possibly the strangest Porsche to ever roll out of the West Germany Porsche factory. During the late 1960s, Volkswagen was looking for another small sports car to replace the Type 34 Karman Ghia, which had been in production since 1961. Porsche was also looking to replace their mid-range model, the 912, for a sports car that would differentiate itself from the top of the line 911. The 912 was essentially a smaller 911, sharing a very similar design aesthetic. The two companies settled on the 914 design, but decided to market it together. A flat four cylinder option would be sold under the VW name, and a six cylinder model would be sold as the Porsche. However, this plan didn't really fall through, as a disagreement between VW and Porsche presidents caused issues. The two companies would eventually compromise, and this resulted in the car being sold as the VW-Porsche 914 in Europe and the Porsche 914 in the States. 

The final result was a mid engine sports car, something unseen in a production Porsche ever before. Up until the 914, mid engine Porsches were only built as race cars. Porsche wanted the 914 to be a new era of sports car, so they strived to differentiate it as much as they could from the 911. The middle mounted engine would better assist with weight distribution, and the vehicle would have a lower ground clearance and wider stance to aid with handling. It had a removable Targa top for an open top driving experience, and a vast amount of cargo space due to the mid engine design. Porsche also wanted the car to be safe for its drivers, so crumple zones were integrated into the design, which was very advanced for 1960s car technology. 

So what made it the strangest Porsche ever made? Well, this car was built with a hodge-podge of Volkswagen and Porsche parts. Parts of the interior were made by VW and some by Porsche. The four cylinder engine was the same engine used in the Beetle and the six cylinder engine was the engine used in the 911. Along with the "VW-Porsche" badging, this caused a rumor that the two companies were merging, despite that rumor proving to be false. 

Production of the 914 would start in 1969 and last until 1976. Although receiving mixed reviews at the start of its production, it became Motor Trend's import car of the year in 1970. Because it was sold in both VW and Porsche dealerships, this earned it the nickname "The Poor Man's Porsche." However, this quirky sports car proved to be a success for Porsche and Volkswagen, as it would become Porsche's best selling model, out selling the 911, with more than 118,000 units sold over the course of its production run.

Today, the 914 is remembered as an innovative car. It was the first mid engine production Porsche, and one of the first cars to have a crumple zone. 

Above: (2/13/23) - 1987 Mazda RX-7 (FC) (David)

Here we have a classic Japanese car, the Mazda RX-7 FC! This was spotted on my way out of school today as I was making my way back to my car to drive home. I thought at first that I was looking at a Mk. III Supra, then I saw the rims and I thought it was a Porsche 928. Knowing I was completely wrong, and also knowing I recognized that front end all too well, I took a closer look at the rims again, and then I knew it was an RX-7. I felt awful for not recognizing it right off the bat, but then again, it was early in the morning, so I may not have been at my best. 

The RX-7 makes an occasional appearance on ONEC, but I don't believe I've photographed a second generation FC model. I've photographed the FB, which you can check out in Bike Ride 12. 

The second generation RX-7 made its debut in 1985, with tasteful changes including a more aerodynamic body and better suspension. Mazda planned to focus on the North American market for the FC. It took design cues from the Nissan 300ZX and the Porsche 928, which probably explains why I thought this was a 928 at first glance. The FC was the first RX-7 to have a convertible body style and the first RX-7 to have a twin turbocharged engine, known as the Turbo II. The previous generation had a single turbo charger as an option. 

Above: (2/15/23) - 1987 Mercedes Benz 300 E (W201) (Sam) 

I was pleasantly surprised to be greeted by this Mercedes as I was heading to class one day.  This street seems to be a great place for car spotting, as I found both the Mustang a few cars back and the Weinermobile from Early Fall Finds '22.  This particular example was in excellent shape, and I mean excellent shape.  Even from far away, I could tell this was a well-preserved survivor by the shine of the paint.  The interior was impeccable, with absolutely no rips or wrinkles in the leather that I could see.  I have to say this car is on-par with the 1987 Oldsmobile Regency 98 we spotted in Early Winter Finds '23.  I never saw the car again after this sighting, so maybe it's tucked away in a garage somewhere getting the care it deserves.  It had an Ohio plate on it, so maybe the owner roadtripped it back home.  Regardless, this is a wonderful future classic, and I hope it continues to stay in great shape.  

Above: (2/16/23) - 1994 Mercedes Benz E 320 (W124) (David)

Here is a remarkably kept late model Mercedes Benz E-Class of the W124 chassis. The W124 E-Class vehicles were produced for 11 years, from 1984 to 1995. The W124 was the successor to the legendary W123 300 Series Turbo Diesels of the 1980s. This made the W124 the first generation of the E-Class series for Mercedes Benz. 

Upon release, the new E-Class was fairly advanced for its time. The car featured a very aerodynamic design, which looked ahead of its time. Due to this design, it had a very low drag coefficient of 0.28. The car was built very well like its predecessor, and gained a good reputation for reliability.  In 1994, the car recieved a minor facelift for the last two years of production. In 1995, the final W124s rolled off the assembly line,  being replaced by the W210. 

Many consider these to be the last classic Mercedes Benz cars ever made. I sort of touched upon that when I compared it to Pink Floyd's The Wall, and how it would be remembered as the last great car produced by the brand. The reference to Pink Floyd stood for The Wall being the last great album produced by the original band. You can read about that in SC Bike Path Ride 3. Back to the car, I certainly agree. I think given Mercedes' reputation with their new cars, which could be argued started with the release of the W210, people remember these as being a car that was built to last and not to break down after it leaves the dealer. Whenever anything enters a bad phase, it's easy to look back on the past times and reflect on the good that came out of it. The W124 is the reflection of the end of the classic era of Mercedes and the shift to the modern era. 

Above: (2/20/23) - 1985 Chevy C-10 Silverado (David)

Here is another classic I found on campus walking into school. I have late classes in the evening, so the sun was setting and allowed for some cool pictures to be taken. I hate to talk about myself on here, but I'm really big fan of the front quarter shot photo I took. I really love how the clouds look in the background. Anyways, enough about me, let's talk Squarebodies!

This is an '85 C-10 Silverado that appears to be almost stock, except for some modest and tasteful aftermarket rims. Before the Silverado became its own model, it was high trim level of the Chevy C-Series trucks. The Cheyenne was the top trim level of Chevy trucks until 1975, when the "Silverado" name replaced it. These names can be confusing, but essentially, the Silverado, Scottsdale, and Bonanza all existed around the same time, and all represented a similar high trim level truck. 

Above: (2/20/23) - Silverado Close Ups (David)

Here are some close ups of the custom rims and "C-10 Silverado" badging. Enjoy my reflection in the photo as well. 

Above: (2/22/23) - 2000 Saab 9-3 Viggen (David)

Finally, we have a Viggen. Along with the 9-3 Turbo X, these are some of the most highly sought after modern Saabs. I've been looking to photograph a 9-3 Viggen for a while now, and finally I've gotten the chance. I've seen these around a few times, but they blend in very well making them easy to miss. To the untrained eye, these may look like just another 1999 - 2002 Saab 9-3 hatchback, but they're so much more. When you see the triangle badge with three black stripes, you know you're in for a treat. Let's learn a bit more about these Swedish sleepers. 

The 9-3 Viggen is a high performance factory tuned trim level of the Saab 9-3, and was offered from 1999 to 2002. It was named after the Saab 37 "Viggen" jet fighter aircraft, which was produced by Saab's aircraft division. The term "viggen" translates to "thunderbolt" in English. The Viggen made 230 HP, and was powered by Saab's 2.3L turbocharged engine, which made 20 PSI of boost. Those numbers are indeed the stock power ratings. It was only available with a five speed manual transmission, and came with a sporty interior with Viggen logos on the seat. It was available in all body styles, like the five door hatchback seen here, and also a three door hatch or convertible. 

Only around 4600 were made during its four year run, making the Viggen a fairly rare Saab. I certainly don't see a lot of these around, so it is a treat for me when I see one. They're regarded among Saab enthusiasts as the last great true Saab, before GM fully took over in 2000. While it was produced during the GM years of Saab's history, the Viggen idea originated during late production of the 900, as Saab's performance engineering team had created a 230HP concept 900 model. Today, they've started to increase in value, as they have become slightly collectible. While the Viggen was overshadowed by more iconic Saabs like the 900 Turbo SPG, it left its mark as the last true great Saab ever built. 

Above: (2/27/23) - 1987 Lincoln Continental (David)

Here we have a 1987 Lincoln Continental, the seventh generation of the famed luxury car. Although, compared to previous versions of the car, the seventh generation was nothing like them. The seventh generation was produced from 1981 to 1987, and unlike the previous generations, it was a mid-size car. Up until that point, the Continental had been a full size sedan, and one of the largest cars ever produced. As this is probably no surprise to many, the car had to be downsized in the 1980s to comply with emissions and fuel efficiency demands of the '80s, and the Continental effectively became a product of its generation. 

During this time, the Town Car also debuted, which bore a similar appearance to the Continental. The sixth generation Continental was produced in 1980, only one year of production. In 1979, Ford had created the Panther platform for its full size cars, and it was put into production a year later. The 1980 Conti was marketed alongside the Continental Mk. VI, the top trim level offered by Lincoln. However, in 1981 the two models split, which is where the Conti Genealogy can get a bit confusing.  While the standard Continental became the seventh generation and adopted the Ford Fox platform, the Mk. VI would stay in production until 1983, still based on the Panther Platform. In 1981, the Town Car was introduced as its own model, and would eventually replace the Mk. VI in 1982. In 1983, the Continental Mk. VII was introduced as a two door personal luxury coupe, featuring a radical redesign compared to its previous generations. 

In summary, because that was very confusing, the sixth generation Continental was produced for one year only in 1980. Alongside it, the Continental Mk. VI was produced as the top trim level of the car. In 1981, the two models split off, and the Mark series Conti remained unchanged, and the new seventh generation, like the car seen here, became a mid size sedan based on the Fox platform. The Town Car replaced the Mk. VI in 1983, and the Mark series would be redesigned as the Mk. VII in 1983. So the next time you find yourself at a party discussing Lincoln Continentals, you'll now have all the knowledge you'll need about the 1980s Lincoln models.