Mid Winter Finds 2024

As school begins, here is what we found during January and February. This collection has a very diverse offering, as well as many surprises, new and old. Enjoy what we consider to be a very surprising selection, considering what New England winters have to offer!

Above: (1/23/24) - 1995 Volvo 960 (David)

Wouldn't you know it! We start the Post-Winter Break series of finds off with a Volvo! Compared to what we usually find for classic Volvos, I'd say the 960 is an exception, as it's definitely less common to see, compared to other '90s Volvos, like the 850 and the base model 940. This is actually the second 960 to make it on to ONEC, with the first being the estate model, photographed back in October. That entry details the history of the 960, so if you'd like to read more about this car, check that entry out here. 

Above: (1/23/24) - 1992 Buick Roadmaster (David)

Alright you B-Body fans, this one's for you! The Buick Roadmaster was one of the last true-to-form American sedans to come out of GM's lineup before its production end in 1996. The Buick Roadmaster was reintroduced for the 1991 model year, which would also mark the last time that GM would use the name on a Buick model. The Roadmaster was last seen in 1958, but was replaced by the Electra as Buick's full size offering. 

For 1991, the Roadmaster was marketed alongside the last classic GM full size models, like the Chevy Caprice and the Oldsmobile Custom Cruiser Wagon. The Roadmaster was seemingly the more tasteful offering of the '90s B-Bodies, offering fake wire hubcaps, plentiful amounts of chrome, and of course a landau top. These accents definitely helped market the car upwards towards the aging, well off, retired clientele that may have driven similar cars back in the 1960s and '70s. 

Inevitably, the Roadmaster and its GM B-Body relatives would essentially be the last classic American sedan in its traditional sense - Front engine, rear wheel drive, with a body on frame chassis, and handling similar to a can of beans. There was the Buick Century, which touted similar styling, but I consider that to be a modern take on a classic design. 1996 marked the final year of production, as the newly refreshed Park Avenue took the spotlight for Buick's new full size sedan. 

Above: (1/23/24) - 1988 Volvo 240 DL (David)

Now for one of the older cars that usually is seen around campus. Of course it's an old Volvo too, but I'd say this one is a little special. Sure, it's a standard issue 240 sedan, but the paint color is what sets it aside from the usual suspect 240s we typically photograph. Known simply as "Light Blue Metallic" (or Ljasbla Metallic), this color option is fairly uncommon from the typical 240, and serves as a nice contrast from one of the most notorious cars that appears on ONEC.

Above: (1/26/24) - 1988 BMW 325i Convertible (E30) (David)

Here's another classic that is frequently seen around campus as well. Another car from '88, this BMW E30 is in fine shape for a commuter vehicle. Its black paint shines exceptionally well in contrast with the rainy weather Rhode Island had on the Friday morning I photographed this. 

Above: (1/26/24) - 1991 Chevy Cavalier (David)

Now, a modern GM classic. Now, you might assume at first that this was another attempt by GM trying to compete with import car sales, but I'll remind you of an age old saying: "Don't judge a book by its cover!" The Chevy Cavalier was a much needed success for GM, after the failure of the Vega and the subsequent Monza. To put it in perspective, GM sold over 4 million of these across its 1982 to 2005 production run. So, how was Chevy able to turn their compact car game around after failing miserably twice? Well, let's find out through some historical analysis of one of the most overlooked cars of GM's history. 

To understand how bad GM had failed with the Vega, we need to understand the story surrounding it. The Chevy Vega failed similar to the Pinto, but unlike the Pinto, the Vega wasn't a rolling fire hazard. Initially the Vega was success, with a design that called to mind the Camaro. However, at the Lordstown, Ohio GM plant, Vegas were required to be produced at double the speed of regular production vehciles, resulting in some cars that were poorly made. There was also the 1972 UAW Lordstown strike, a reaction to the high demands for the Vega production, which suspended production of the Vega for several days, costing GM $150 million in lost sales. The Vega was also subjected to three recalls, the worst of them concerning the rear axle potentially falling off of the vehicle. The other two recalls dealt with a misfire, which would subsequently cause the car to catch fire, and the emission control system falling into the throttle linkage, causing the linkage to get stuck open. 

The Monza, introduced to replace the failing Vega in 1975, was essentially the same vehicle with a different name, perhaps to fool the customer base into believing they were buying a different car. In 1980, the Monza was discontinued for the '81 model year, and the Cavalier was introduced the following year. 

The new Cavalier was a breath of fresh air for Chevy. Introduced in 1982, the Cavalier rode on the new J-Platform, also home to the Buick Skyhawk and Cadillac Cimarron. Finally, it seemed like GM had gotten their act together with compact vehicles, as the new Cavalier sold exceptionally during its first generation. In total, over 2 million units were sold, with 1984 being the highest year of sales at 462,611 vehicles sold. 

In 1988, the Cavalier was updated to its second generation, like the one you see here, and this sold even better than the previous generation! While there were no standout years like 1984, the Cavalier's sales were steady through 1994, totaling again at over 2 million vehicles sold. 

1994 marked the third and final generation of the Cavalier in the US market, as well as the end of the J-Platform. Arguably, the third generation didn't leave as large of an impact, and the new Cavalier, despite its modern design, blended into the background and slowly disappeared from the spotlight. To prove the point, only 18,960 vehicles were made for its final year. In 2006, the Chevy Cobalt would replace the Cavalier, another car that drifted into the background (unless you count the Cobalt SS) and became forgotten about. 

I guess like any old rock band that peaked in its glory days, the later years are often forgotten about as that spark that was once there, as in the spark that made something that should've flown under the radar, will inevitably burn out. The Cavalier was there at a time when GM desperately needed something to convince the US market that they could make decent compact vehicles, and sure enough, the Cavalier came through. Perhaps the Cavalier wasn't needed in the late '90s and early 2000s, as the new wave was SUVs and Minivans, which cast the Cavalier and vehicles alike aside. The Cavalier served its purpose, going above and beyond to make up for past blunders, and while it isn't remembered as fondly as it should, GM wouldn't be what it is today if it wasn't for the success of the Cavalier from 1981 to 1994.

Above: Cavalier Close Ups

I know I've definitely seen plenty of these old Cavaliers growing up, but I can't ever remember seeing one within the last ten or so years except this one. Of course, while this isn't the best looking car in Chevy's history, I certainly can appreciate its obscurity and historical significance to automotive history. 

Above: (1/30/24) - 1986 Oldsmobile Cutlass Supreme Brougham (David)

New Oldsmobiles are in early this year! Name the movie reference for a Miss Piggy and a trip to Pier One Imports. Anyways, this Oldsmobile is clearly less than new, as made clear by design and the mismatched front quarter panel. Nonetheless, as we always say, seeing a survivor car like this Olds is just as rewarding as finding a show car, and in some cases better! 

This '86 Cutlass Supreme was part of the fifth generation of the traditional Cutlass Supreme. I'm using the term "traditional" here to represent the rear wheel drive mid-size Cutlass models from 1961 to 1988. This is because the use of the Cutlass marque can get a little confusing once you reach the 1982 model year. The Cutlass lineup was pretty straight forward until '82. There was the Cutlass base, the Cutlass Salon, Cutlass Supreme, and the Cutlass Calais. Then in 1982, the lineup split, and the new Cutlass Ciera was introduced on the new front wheel drive A-Body platform. So technically, from 1982 to 1996, two different Cutlasses existed on two different chassis. 

The fifth generation is largely thought as the last of the classic Cutlass models. Yes, the sixth generation existed, but that was front wheel drive and turned out to be a flop for Oldsmobile. But the fifth generation lasted 10 good years on the renowned G-Body platform. Body Styles included a 2-Door Coupe, 4-Door Sedan, 4-Door Hatchback, and a station wagon. The Cutlass Supreme was probably the most common of the '80s G-Body Oldsmobiles, typically seen in a 2 or 4-Door configuration. Of course, there was the 442 Hurts/Olds, probably the best known of the G-Body Cutlasses, but that's a story for another entry! 

Above: Supreme Details on the Cutlass Supreme

You really don't see these classic G-Body sedans much anymore. While home to the Cutlass, the G-Body also brought us the Chevy Malibu, Monte Carlo, El Camino, Buick Regal, Grand National, and the Pontiac LeMans, to name a few. This Cutlass, while not perfect, is a great example of how I remember seeing these growing up. Of course, I grew up in the early 2000s, and these were still relatively sparse, but I saw my fair share of these old '80s GM sedans around town pretty frequently. Most of them were usually pretty road worn, maybe not to the degree of this one, but you could expect to see some rust and maybe some rot forming around the rear quarters or rocker panels. 

Seeing this brought back some of those early memories of classic cars around my neighborhood. So much so that my parents and I had a discussion about a few of the old cruisers at dinner that night. A lot of them have disappeared now, but some, like this Cutlass remain. Even in its worn state, it still lives to serve as a reminder that sometimes the pieces of your life always manage to stick with you and remind you in some of the strangest ways.

Side note: This Olds and the next several cars were all found in Narragansett, RI. 

Above: (1/30/24) - 1987 Dodge Power Ram 250 (David)

Here's some more '80s Americana for you in the form of a truck! This Dodge Ram was found down the road from the Cutlass, but unlike the Cutlass, this truck was in far worse shape. While from afar, it looks decent, that is for a nearly 40 year old New England vehicle. However, when I got closer to inspect it and photograph it, I realized it was far worse than I initially thought. Rot plagued the fenders and rocker panels, while the rear bumper seemed to be holding by only a few bolts - or at least what was left of the bumper. From the looks of it, it seemed this Dodge had spent most of its life outside and spent the later years of its life as a plow and storage space for the service station in which I found it parked at. 

We like to look at old beat up cars with optimism on ONEC, because we believe that every classic shouldn't have to be sent to the scrapper. Of course, being New Englanders, it can be difficult to watch the weather corrode a lot of our favorite cars away. Case in point, this truck is one of those vehicles that we, and I myself hate to see rot away. Fortunately, because this is a body-on-frame truck, it has potential to be salvaged. Granted the frame isn't as worse off as the body panels, with some proper welding or replacement parts, this truck could have a second chance at life again. These trucks were made from galvanized steel, so it could be worse! The fact that this truck rotted this badly probably means the frame isn't great either, but the bed and cab aren't buckling, so that's another positive. Who knows, maybe I'll come back in a few years for a nice summery visit to Narragansett and this truck will be in a better state than when I saw it, but only time will tell. 

Above: (1/30/24) - 1991 Volvo 240 Estate (David)

Of course, I happened upon a 240 in my venture around Narragansett. This is a pretty standard wagon, but appears to have been lowered, especially on the front end. This gives it a more sporty appearance, similar to our friend Stu's 240, which you can read about in this article. Otherwise, this 240 looks to be stock, but maybe the owner could've thrown on some IPD sway bars or a suspension kit when they lowered it. 

I found it interesting to note the "Volvo On Call" sticker on the passenger window. I always enjoy seeing stickers like these, as I view them as small artifacts of the time that this car existed. Obviously, I'm not sure if Volvo will still reward you $5000 if you catch the person who stole your radio, or perhaps they would honor it, but I'd rather not test that theory for the sake of myself and this 240 owner! In my brief research on the Volvo On Call system, I found that you can still purchase a subscription to it, but I couldn't find anything regarding the 240 or any other older Volvo models from this time period. Again, I'm not looking to test any theories here, but it still would be interesting to dial up Volvo customer support to see if this policy would still be honored for vintage vehicles.

Above: (1/31/24) - 1980 Volkswagen T3 Vanagon L Kombi w/ Westfalia Camper Top (David)

Talk about sunshine on a cloudy day. A classic Volkswagen always finds a way to bring a smile to your face, even if you're having bad day or a gloomy day like the day I found this Kombi. This could be the case because classic Volkswagens aren't that common to see, or maybe its because of their appearance. In an age of aggressive car designs, a classic Volkswagen is a wonderful contrast, and a reminder that cars don't need to look so angry in order to capture attention.

This orange Westy is an early example of the third generation (T3) VW buses. The third generation entered production in 1979 for the 1980 model year, following the second generation (T2) buses from 1967 to 1979. The T3 brought a very similar aesthetic to the T2, but with a 1980s twist. Typical black plastic bumpers and grilles replaced the chrome trim from the T2, but the most '80s thing about the T3 were the amount of right angles incorporated into the design. 

Seriously, there's more geometry going on here than in a high school freshman's math class. Look at the windows, the grille, the tail lights, and even the "2WD" decal below this. Perhaps that's another aspect that makes the design so recognizable and timeless. Its simplicity helps it age well. Yes, the squares and boxes of the 1980s are a piece of its time, but the Vanagon transcends the 1980s because of its cultural significance. 

A classic Volkswagen is like David Bowie. Despite several aesthic changes over the decades, they've managed to remain relevant, within car culture and pop culture. The VW Bus changed its appearance radically several times over its production run, and despite this, is still one of the most instantly recognizable vehicles of all time. David Bowie went from Ziggy Stardust to Major Tom to Aladdin Sane and managed to keep the same fan base and grow. I think you can see the parallel I'm drawing here. Even though Mr. Bowie left us in 2016 and the VW Bus in 1992, they're significance has outlived them, which speaks more to the meaning that both hold. Of course, it's nearly impossible to compare Bowie to a Volkswagen, but I think in the grand scheme of things, one they have in common is that despite how many times you can change yourself, you'll still be loved if the core of who you are remains the same. 

Above: Kombi Close Ups

There's nothing quite like seeing a Volkswagen Kombi, regardless of the time of year. Winter, Spring, Summer, or Fall, these will always bring a smile to my face. What made me chuckle in particular was how Volkswagen decided to note that this was a two wheel drive vehicle. Usually most brands will put decals noting if the vehicle has a four wheel drive train, but I guess Volkswagen decided to cover all the bases. There was a four wheel drive option for the Vanagon, but that didn't appear until 1984, and was known as the "Syncro."

Above: (1/30/24) - 1979 Dodge Ram Van 250 Custom (David)

And now the antithesis to the Volkswagen from above, this Dodge Van! I can't think of a better follow up to the orange Westy than a boxy old American piece of steel. Of course, I found this by chance after seeing the Westy, but what are the odds! Compared to the Westy, this Dodge is plain, but still makes me happy to see. The design and color aren't as vibrant or as culturally significant, but to me, an old van is an old van, regardless of what meaning it holds. 

Compared to its pickup counterpart from earlier, this Ram Van is in much better shape. Although the snow on the windshield leads me to conclude it hasn't been driven in a few days, the body looks pretty solid, with the exception of some rust and clear coat fade. These early second generation vans (1979 to 1980) are pretty difficult to find. These models came with the singular circular headlights in the grille, until they were updated to two stacked rectangular beams in the same position. Dodge kept this design until 1986, when it lost the two beams, and gained a turn signal below. 

Above: (1/30/24) - 1988 Volvo 740 GLE (David)

Another Volvo! This time, something a bit more uncommon than the 240 from above, a 740 GLE from 1988. This was found in the same lot as the Dodge Van from above, but appears have been driven more than the Dodge has. Likewise, this Volvo has high mileage badges on the back noting its traveled over 200,000 miles, which likely means that it's the daily driver for its owner. 200,000 miles is nothing for an old Volvo too, so I'm sure this will keep serving its owner for many more years to come.

I've found that most Volvo 740s before the year 1990 are rather difficult to find. This could be because they're more desirable than later models based on their older appearance, or maybe because they weren't as popular as the 240. I still find that detail amusing even to this day. Anyways, why aren't these older 740s as common as the early '90s models? Well, like how the early model 240s (1975 - 1985) are now collector's items, I feel the same could be said about the 740. While the 240 is the more popular choice, the 740 has been riding the coat tails of the 240 as a great alternative. I guess you could argue that history is repeating itself. The turbo model is especially most desirable among enthusiasts, especially in the wagon body style. You can expect to see high prices for those. However, a standard 740 from the '80s won't break the bank, so if you're looking for an '80s Volvo in good shape for a decent price, try a 740! 

The most noteworthy feature on this 740 is its headlights. While the 240 had lost its sealed beam headlamps in 1986 for modern plastic lenses, the 740 and 760 models retained their sealed beam headlights until 1989, when Volvo updated the 740's front end to plastic lenses in 1990 to be consistent with the 240's. The 760, which was a higher trim level of the 740, had gotten the new plastic beams in 1988. The 740 would be succeeded by the 940 in 1992, and would retain a lot of the characteristics of the 740 throughout the majority of its production. 

Above: (2/10/23) - 1985 Buick Electra Park Avenue (David)

The 1985 Buick Electra is a representation of peak 1980s Americana. The 1980s were a time of transformation, as the 1970s showed how inefficient land yachts could be. So during the '80s, American brands tried to make up for their mistakes in the decade prior. The resulting vehicles were those that retained some of those 1970s design elements, but with a refreshing take on old designs. The updated General Motors C-Platform was such an innovation. 

Previous to 1985, the C-Body was a full size platform for vehicles like the Electra, Oldsmobile 98, as well as a few Cadillacs. In 1985, it was significantly downsized, and changed driving layouts from rear wheel drive to front wheel drive. The result was actually fairly successful, as the design cues from the late 1970s and early '80s models were kept in production with the new design. Wire hubcaps, landau tops, and bench seats were all pretty much standard options to remind customers that, despite significant downsizing, everything was still as they remembered. 

This new redesign, along with the new A-Platform, which was home to the infamous Cutlass Ciera, helped GM move their sketchy reputation from the 1970s to a new, forward thinking one in the mid '80s. The '85 Buick Electra is simultaneously old school, yet forward thinking. 

Above: The Last of the Electras

Following the sixth generation's conclusion in 1990, the Electra name would be retired in favor of the Buick Park Avenue, which would become Buick's flagship model after the retiring of another classic Buick marque, the Roadmaster. You also just saw an example of a late model Roadmaster above. 

Buick used the Park Avenue name as a trim level for the Electra to note the most luxurious model. The Electra Park Avenue included options like cruise control, electric locks, electric trunk release, better sound system, and coach lamps. While these don't seem like game changing options today, for GM and the 1980s, these were pretty typical "special options." Although, cruise control had been around long before 1985. However, I can just imagine that these were also great sales tactics used to lure customers in to paying upmarket for their new Buicks. 

Above: (2/12/24) - 1977 Ford Pinto Cruising Wagon (David)

Holy smokes! Pun intended, this was a pleasant surprise! I can't tell you the last time I saw a Pinto, and honestly, I don't think I have. Yes, the Pinto had a horrible reputation back in the 1970s, and I'm sure many of you reading this know why, even if you don't know cars too well. The Ford Pinto might just be one of the most controversial vehicles ever produced. It's so controversial that it gets talked about in higher level history classes and business ethics classes. It's so controversial that even if you mention an exploding car made in the 1970s, people automatically assume its the Pinto. Yes, the Pinto was a pretty nasty creation. 

However, the Pinto barely survived the 1970s. The last models were squeezed out of Ford production plants in 1980. By that point Ford at faced 117 lawsuits regarding the Pinto's fiery status, that it made no sense to continue production. They had also recalled millions of Pintos, including its relative Mercury Bobcat, due to the defective rear end safety. So, the Pinto went into retirement, and remained an example of automobile safety negligence and unethical business practices. This is a huge subject in automotive history and would require at least an entire page to dedicate to, so I'm not going to go into complete detail here. What you really need to know in terms of how Ford managed the legal disputes was a decision to recall the vehicles instead of paying out the families and owners whose lives had been affected by the exploding cars. 

Today, the Pinto hasn't really changed much in favorability towards car enthusiasts. It's still a punching bag joke and it still is brought up as a conversation piece as a crucial point as to why most American compacts failed so badly in their first few years during the 1970s. While some do own them as enthusiast vehicles, the niche is still small. However, seeing a Pinto in the modern day is so ironic that it almost reverses its reputation. Obviously, I didn't grow up in the 1970s when these were rolling around brand new, but its legacy has stood the test of time. My college history classes would discuss the failure of these cars, and I would find the subject intriguing not only because it pertained to cars, but because people were still talking about it as a relevant topic. Because of this, yes, seeing a Pinto in 2024 is a wild sight. You don't expect to see a Pinto because you've expected that they were either scrapped because no one wanted them anymore or because they exploded in a fiery rear end collision. Perhaps the Ford Pinto is the Anti-Classic Car. 

Above: A Fiery Find

Then there was the Cruising Wagon, almost a distraction from the terrible that embodied the Pinto. The Cruising Wagon looked a custom vanster shrunken down into a compact car, complete with slotted alloy rims, groovy decals, and flashy paint colors. The Cruising Wagon was only around from 1977 to 1978, with the majority of production taking place in 1977. 

Today, it's become an underdog in terms of alternative '70s vehicles to collect. Because of the Pinto's reputation, these fly under the radar. Those who know, know, and this explains why Pinto Cruising Wagons like this one usually appear in car shows, and not on the sides of streets. I guess I was lucky to find this in a parking lot. I mean, I'm pretty lucky to have found one of these general. 

Above: (2/19/24) - 1993 GMC Vandura 3500 (David)

Oh look, another van! This time we have a ratty GMC Vandura from 1993, one of the final classic GMC vans before the end of production in 1996, in favor of the much needed updated GMC Savanna in 1997. 

This Vandura shows much signs of use, and you'll see as to why that may be in a little bit. Missing trim, faded paint, and some nice patina show signs of long distances traveled, days spent outside late at night, and overall a van doing what it should - transporting people and goods reliably from point A to point B. 31 Years later in 2024, it continues to do so, proving that it still has life left in it, despite its derelict appearance.  

Above: Another Van Adventure Story?

If you recall from earlier this winter, I found a similar GM van of the same era, only this was a Chevy Bonaventure. If you really need a refresher, a look through Winter Break Finds 2023-24 should help with that. Anyways, the point here is that the van I found then (in Boston) had traveled from California all the way to the East Coast (or at least we can conclude that's the case based on the plates). This van, although I found it in Providence, has Massachusetts plates, but there's more here. 

Notice I included a picture of the decal on the door of "Poudre School District, Massachusetts." A quick search around the local areas and states didn't do me any good. I then removed the "Massachusetts" from my search term, and it revealed that the Poudre School District was actually located in Colorado. So, in short, we have yet another classic van that made its way over to the east coast. I guess New England is van heaven afterall.