Late Winter Finds '24

As Winter concludes and the seasons change, here are some of the cars and trucks we found during March. See you in Spring!

Above: (3/3/24) - 1974 International Harvester Loadstar 1800 (David)

We start the month of March off with an Old New England Truck! This is a 1974 (or thereabouts) International Loadstar 1800. This is the the automotive backbone of American infrastructure in the mid-twentieth century.  The Loadstar was the choice for school bus drivers, delivery drivers, and construction workers during its lifetime. It also helped put International's name on the map for medium duty trucks, which would be set in stone, with the inroduction of the S-Series in 1978.The Loadstar was produced for several years from 1962 to 1977. It was replaced by the International S-Series in 1978, which you can read about in Bike Ride 26. 

Built as a replacement for the R-Series, from the 1950s, the Loadstar Line was International's new medium duty truck series introduced in 1962. It was slotted below the Fleetstar heavy duty trucks and Transtar semi-cabs. This made the Loadstar a popular choice for local truck drivers during the 1960s and most of the '70s. Loadstars were available with several configurations, such as a dump truck, flatbed, box truck, like this one, or a school bus. The school bus had the only unique name of the series and was known as the Schoolmaster. In 1972, the Loadstar received its only significant update over its production run, with a new tilt-forward hood, featuring fiberglass construction and a squared off appearance compared to the previous design. 

A cab-over-engine variant was offered as well, from 1963 to 1970, and was known as the Loadstar CO. It would split off from the Loadstar line, and become known as the Cargo Master, and would be produced until 1986.  Production of the Loadstar ended with the introduction of the S-Series in 1978, which consolidated the Loadstar, Fleetstar, and Transtar all under one name. 

Above: Looking at the Loadstar

Last tagged in 1990, this Loadstar now rests in an old truck depot. Despite the "Putnam, Connecticut" labeled on the door, this license plate traces back to Vermont, which is the Green Mountain State. However, I found this truck in Rhode Island! So I guess this proves that Rhode Island is not only van heaven, but also truck heaven!

I also included a close up of the nightime running lights atop the cab. I really like how they're individual parts instead of part of the body design like they are today. It definitely adds more to the historical character of this truck, along with the old school design. And yes, your eyes aren't deceiving you, the smoker window has been left open!

Above: (3/3/24) - 1981 Chevy C-10 Scottsdale (David)

Here's a somewhat custom Chevy C-10 with some beautiful color matched rims. Overall, I'd say this truck has been very tastefully modified. The only real exterior modifications I can see include what's been done to the grille, which is from a 1985 to 1988 C-10, as well as some halo headlights. 

Alright, it's time to talk Squarebody trim levels, as this truck is a Scottsdale, a less common trim compared to the Silverado. The trim levels would change, disappear, and reappear over the 1973 to 1991 production run, so this may get confusing but I'll try to make it simple. Here is the original hierarchy of Chevy trucks from 1973 to 1981: Custom, Custom Deluxe, Scottsdale (in 1975), Cheyenne, and Cheyenne Super. 

In 1982, the Custom and Cheyenne trim levels were dropped, so the new order became the Custom Deluxe, Scottsdale, and Silverado. This would remain the trim level lineup until 1988, which brought the return of the Cheyenne, and then finally the discontinuation of the named trim levels in 1989. 

Above: (3/11/24) - 1991 Volvo 240 Estate (David)

At this point, you can expect to find a classic Volvo in every entry. Most Volvo enthusiasts will say that Portland and Maine are the best places to find classic Volvos, but I (and I'm sure many of you also) would argue that Rhode Island might have to join the list. Based on last year alone, I must've found over 100 classic Volvos from the '80s and '90s. While I am aware that I'm an avid Swedish car fanatic, I photograph any classic car I happen upon, so believe me when I tell you that I found all of these classic Volvos by chance!

Above: (3/11/24) - 1990 Volvo 740 GL (David)

If you needed further proof about Rhode Island being another US capital for old Volvos, here's another! This is a 1990 740 GL, which makes it one of the final 740s before the end of production two years later. I've discussed the 740's interesting history on ONEC, so for more on the 740's story, check out this entry on a similar 1990 740 Estate. This time, I'm going to continue a previous discussion from last month, so if you want to get caught up, check out this entry on an earlier '88 740 GLE. 

In last month's entry, I discussed how the pre-1990 740s with the sealed beam headlights were a bit more collectible than these late model 1990 to '92 models seem to be. Despite Volvo winding down production of the 740 in favor of the 940 and the anticipation of the new 850, Volvo updated the 740 with plastic beam headlights similar to the 240. Ironically, though the anticipated end of the 740's brief lifespan was coming, Volvo ended up selling a decent amount of 740s between '90 and '92, which helped establish their presence a bit more frequently in the early '90s, as well as today.

However, I think there's a deeper reason for why they're a bit more ubiquitous than the 1989 and earlier 740s. I believe it's because of how similar they look to the 1990 to 1995 940s. Volvo did "parts bin" a lot of the early 940s with the same parts from the 740, including the lights and drivetrain. The only noticeable difference was the rear C-Pillar, which was stretched further back for larger interior space. As much of a Volvo fan that I am, I admittedly have trouble distinguishing late model 740s from early 940s at times. So maybe the reason why the late 740's presence seems more prominent is because I'm also seeing 940s! 

Above: (3/11/24) - 1997 Nissan D-21 "Hardbody" XE (David)

Alright, here's something that's not a Volvo, but like a Volvo, it's just as reliable. It's none other than the Nissan D-21 pickup, commonly known as the "Hardbody" truck. This is a 1997 model, making it one of the final classic Nissan trucks before the new Nissan Frontier entered production, arguably spelling the end of the road for Nissan's reputation with small, reliable pickup trucks. However, Nissan had one year left making the truck they valiantly fought to keep in production, despite being long overdue for an update by the time 1997 rolled around. But, as the saying goes, "if it ain't broke, don't fix it."

You might have noticed that this is a surprisingly clean example of a Nissan D-21. It's probably the nicest example I've seen to date. Usually, these trucks have the appearance of a vehicle that got driven around the world at least five times, but not this one. For a truck that was literally designed to be used and disposed of, I'm glad that this one didn't meet that fate. For as much as I love to see a survivor, sometimes seeing a show-quality vehicle is a reminder of what some of the cars I enjoy looked like when they were new. So, it's good to know that Nissan didn't sell trucks that came with mismatched quarter panels, rusty fenders, and missing taillights. All jokes aside, this truck looks amazing, and I'm glad the owner has kept it up well. 

Above: (3/12/24) - 1992 Oldsmobile Cutlass Ciera S (David)

The Oldsmobile Cutlass Ciera S was the top of the line model during the middle ages of the Cutlass Ciera's lifetime. The "S" trim level was offered from 1990 to 1994, and would be replaced by the "SL" trim level as the top of the line model in 1995. As for the flag badging along the bottom of the "Cutlass Ciera S" badge (see the photo below), this is not an International Series model. My knowledge on these cars isn't as deep compared to others, so I initially thought this was an International Series model. However, that was only sold from 1988 to 1990. I had some help from a friend of the blog and GM historian to properly identify this car.

The Cutlass Ciera was a spin off of the G-Body Cutlass line on GM's new A-Body Platform introduced in 1982. The A-Body was a catch 22 for GM, becoming a milestone in engineering and sales, while simultaneously being criticized as one of the most blatant attempts at badge engineering. Throughout its lifetime from 1982 to 1996, the A-Body gave us the Cutlass Ciera, Chevy Celebrity, Buick Century, and Pontiac 6000. All of these cars were essentially copy and paste versions of each other, with some different front facias and emblems. 

Despite this criticism, the new A-Body cars were a massive success for GM. Notably, the Cutlass Ciera was the best selling vehicle in Oldsmobile's lineup. How come these were a success? Well GM studied from the Book of Lee Iacocca, and produced a small, affordable car that Americans would want to buy. While equipped with modern technology, notably front wheel drive, smaller wheelbases, and efficient inline 4 or V6 engines, these cars were also equipped with "old school" appointments like bench seats, faux wood paneling, and column shifters to remind drivers of the 1960s and 1970s sedans that they were accustomed to. They were also marketed alongside their midsize rear wheel drive G-Body counterparts, to make them synonymous with the "classic" names, for example, the Cutlass Supreme and Chevy Malibu. 

In a historic retrospect, we can criticize these A-Bodies  for their badge engineering and antiquated design by 1996, but it can't be argue that these vehicles didn't help save GM from their blunders in the 1970s, and the continuation of obsolete designs into the 1980s. The Cutlass Ciera was key player in the success of the A-Body, being Oldsmobile's best seller until the end of production in 1996, despite being largely outdated for 1996. Perhaps it's almost like the American Volvo 240 - An old design loved by many. Though the A-Body and Cutlass Ciera were phased out for the new W and N-Platforms, these wouldn't prove to be as successful as the A-Body was during the '80s and '90s. Most automotive critics argue they spelled the end for Oldsmobile and Pontiac. Maybe if the A-Body continued to evolve, we'd still have Oldsmobile and Pontiac with us. 

Above: Reexamining the Cutlass Ciera 

At the end of 2022, I gave the Cutlass Ciera a poor analysis, criticizing it as an outdated vehicle by 1990s standards. However, this Cutlass Ciera was so nice, it's led me to reflect on and reexamine my thoughts from 2022. Now, yes, I am still critical of this car. I think its a prime example of badge engineering, especially for a platform that was a pretty big step forward for GM with its introduction in '85. However, by 1996, this first generation A-Body design hadn't seen a major update since the 1980s, and was very outdated by the time the final models were pushed out. 

But, on the flip side have you ever seen a near perfect Cutlass Ciera in the flesh? Up until this point, I had not, and I must say - This car really cleans up nice! A typical Cutlass Ciera that spent its life in New England will appear something like this: Missing hubcaps, rotted rocker panels. foggy headlights, and an obnoxious case of a loud exhaust leak. 

These cars were the classic beaters that cruised the streets of Sam and I's hometown during our childhood, and as we grew up, well, the New England conditions would inevitably get the best of them, and they disappeared. Because of this rather negative appearance that I grew so accustomed to seeing, you could argue that this is what led to my negative opinion on these cars. Those that still exist today don't look much better, but this individual example proved the New England Cutlass Ciera stereotype wrong, and I'm glad. I'm glad that someone has preserved a car that had no business in the first place being saved. 

Above: (3/12/24) - 1989 Toyota Corolla Wagon (E90) (David)

The Toyota Corolla has always been everyone's favorite economy car due to its amazing efficiency, reliability, and safety. Ever since its introduction in 1966, the Corolla has been one of Toyota's best selling cars for those exact reasons. To the masses, the Corolla was always known as a compact sedan, although early models were coupes. However, for most of its early life until 1997, Corolla buyers had the option of a wagon body style. As is the trend for most vehicles offered with a wagon body style, it wasn't the most popular option, and the sedans generally outsold the Corolla wagons. 

Now the history of the Corolla wagons is a bit strange, as a lot of the JDM and USDM Corollas were produced at different times, with different parts. Production was pretty straightforward in terms of Domestic and Export production, but once the Corolla E100 (the generation after this one) started production in Japan around 1991, the US market didn't receive it until 1993. It gets more complicated with the wagons. The E100 was the last generation of the wagon body style offered in the US, but when the the new E110s began rolling off the platform in 1995, the US continued receiving E100 wagons in tandem with the E110 until 1997. Despite wagons no longer being sold in the US, Toyota never killed off production, as the JDM and other foreign markets continued receiving them. It wouldn't be until 2018 when the US market would receive another Corolla with a liftback hatch. 

I suppose the end of the Corolla wagon could be a sign of the times in mass US car culture. By 1997, the wagon was out of style, and SUVs and the Minivan were in. Toyota had all these bases covered with the mid-engined Previa minivan and the Land Cruiser filling in the SUV/offroad segment. With Previa being a huge success and the Land Cruiser becoming a popular alternative to the Jeep Cherokee, I would assume it didn't make sense to Toyota marketing executives to continue to sell a car in a market that didn't need it. 

Above: (3/12/24) - 1962 Chevy-Grumman-Olson Kurb Van (David)

Yes, you read that right. This is panel van was produced through a joint partnership with Chevy and Grumman, and their subsidary Olson, which produced delivery vans. You may recognize the name "Grumman" as a producer of military aircraft, notably during World War II and the Korean and Vietnam wars. You would be correct, as it's the same company, although now they're known as Northrop-Grumman, after they merged with the Northrop Corporation, which also produced military aircraft, in 1994.

Although history is sparse, this tri-joint partnership came to be in 1939. It's a classic tale of "I know a guy who knows a guy," and after reading about the history of this partnership, I wouldn't be surprised if this is where the saying originated. 

The story starts off when the Kinney Chevrolet Dealer of Brooklyn, New York's President, Walter Heingartner, proposed the idea of step-in panel van for easy deliveries around New York City. Heingartner's political foot in the door for this idea was none other than the New York Commissioner of Alcohol Authority James Olson, who agreed that there could be a market for this new style of van. Now, Olson didn't have any access to vehicle production facilities, and being the President of a dealer, Heingartner probably didn't have much leverage with GM executives. So, Heingartner reached out to Grumman co-founder Jacob Swirbowl, who approved the design to be produced in Grumman's aircraft factories.

Unfortunately, the timing of the proposal came at the start of World War II, so production had to be postponed until after the war. Production would officially start in 1946, with Grumman-Olson Kargo King van. During this time, the three partners officially established the Olson brand under the J. B. E. Olson name. The company picked up steam with the Kurb Side, starting production in the early 1950s, but would be phased out around 1962, with the introduction of the Kurb Van, seen here. With help from the success of the Kurb Side, the Kurb Van rose to become the delivery truck for America throughout the 1960s and onward. It would end production sometime during 1970s, in favor of the Kurbmaster, which would be produced until 1990. 

The Grumman-Olson company was also known for producing the infamous LLV mail trucks. In 1984, they were awarded their largest contract ever, when the US Postal Service awarded them a billion dollar contract to produce their new mail trucks, replacing the Jeep DJ trucks, which had served from 1968 to 1984. 

Above: The Little Van that Delivered a Whole Nation

The Kurb Van's success proved to be influential into modern day panel truck designs. You may have noticed this, but its successor, the Kurbmaster, the Freightliner MT-55 and Ford F-59 all bear resemblance to the original Kurb Van from 1962. Afterall, the design worked, so why change it? A narrow width, allowed the truck to park on the streets and not take up much passing space, and its tall design allowed for maximum storage of packages, small or large. 

The Kurb Van was the backbone of a American infrastructure during the mid-twentieth century. Despite being notorious, it blended into the background on highways, city streets, and neighborhoods, though dutifully delivering packages to businesses, schools, or as service trucks, such as this example. By the time production ended in the '70s, it continued to remain in use into the 1990s. They affordable as they were dependable, so when it came to getting delivering packages on time, the Kurb Van was a driver's choice. 

The Kurb Van's legacy is just as obscured as it was during its lifetime. Despite this, it inspired a future generation of delivery trucks, and helped create a sub-culture of car customization in the modern day. Yes, people customize these vans, and there is an entire Facebook group dedicated to preserving Grumman-Olson vans. 

Above: (3/13/24) - Assorted '80s GM Cars (Sam)

The local GM squad is once again back in force in this quick shot I snapped one day while driving past.  In addition to these four cars (the one under the tarp is a Cutlass), the owner had what looked like a Grand National or Regal body he was sandblasting, along with the frame and front clip to go with it.  None of these cars have plates, but they are definitely in the process of being revived and will hopefully return to the road one day soon.