Tag Archives: Hagerty Insurance

Great Tips For Winter Storing Your Classic

November 9, 2024 The Silo Leave a comment

The trees are almost bare and the evening arrives sooner each day. We all know what that means: It’s time to tuck away our classics into storage.

Just when you thought you’d heard every suggestion and clever tip for properly storing your classic automobile, along comes another recommendation—or two, or three or twelve 😉

As you can imagine, I’ve heard plenty of ideas and advice about winter storage over the years. Some of those annual recommendations are repeated here. And some have been amended—for example, the fragrance of dryer sheets is way more pleasing to noses than the stench of moth balls, and the fresh smell actually does a superior job of repelling mice.

Wash and wax

It may seem fruitless to wash the car when it is about to be put away for months, but it is an easy step that shouldn’t be overlooked. Water stains or bird droppings left on the car can permanently damage the paint. Make sure to clean the wheels and undersides of the fenders to get rid of mud, grease and tar. For added protection, give the car a coat of wax and treat any interior leather with a good conditioner.

Car cover

Even if your classic is stored in a garage in semi-stable temperatures and protected from the elements, a car cover will keep any spills or dust off of the paint. It can also protect from scratches while moving objects around the parked car.

Oil change

Checking oil 1960 plymouth fury — *Sabrina Hyde*

If you will be storing the vehicle for longer than 30 days, consider getting the oil changed. Used engine oil has contaminants that could damage the engine or lead to sludge buildup. (And if your transmission fluid is due for a change, do it now too. When spring rolls around, you’ll be happy you did.)

Fuel tank

Before any extended storage period, remember to fill the gas tank to prevent moisture from accumulating inside the fuel tank and to keep the seals from drying out. You should also pour in fuel stabilizer to prevent buildup and protect the engine from gum, varnish, and rust. This is especially critical in modern gasoline blended with ethanol, which gums up more easily. The fuel stabilizer will prevent the gas from deteriorating for up to 12 months.

Radiator

This is another area where fresh fluids will help prevent contaminants from slowly wearing down engine parts. If it’s time to flush the radiator fluid, doing it before winter storage is a good idea. Whether or not you put in new antifreeze, check your freezing point with a hydrometer or test strips to make sure you’re good for the lowest of winter temperatures.

Battery

An unattended battery will slowly lose its charge and eventually go bad, resulting in having to purchase a new battery in the spring. The easiest, low-tech solution is to disconnect the battery cables—the negative (ground) first, then the positive. You’ll likely lose any stereo presets, time, and other settings. If you want to keep those settings and ensure that your battery starts the moment you return, purchase a trickle charger. This device hooks up to your car battery on one end, then plugs into a wall outlet on the other and delivers just enough electrical power to keep the battery topped up. Warning: Do not use a trickle charger if you’re storing your car off property. In rare cases they’ve been known to spark a fire.

Parking brake

For general driving use it is a good idea to use the parking brake, but don’t do it when you leave a car in storage long term; if the brake pads make contact with the rotors for an extended period of time, they could fuse together. Instead of risking your emergency brake, purchase a tire chock or two to prevent the car from moving.

Tire care

If a vehicle is left stationary for too long, the tires could develop flat spots from the weight of the vehicle pressing down on the tires’ treads. This occurs at a faster rate in colder temperatures, especially with high-performance or low-profile tires, and in severe cases a flat spot becomes a permanent part of the tire, causing a need for replacement. If your car will be in storage for more than 30 days, consider taking off the wheels and placing the car on jack stands at all four corners. With that said, some argue that this procedure isn’t good for the suspension, and there’s always this consideration: If there’s a fire, you have no way to save your car.

If you don’t want to go through the hassle of jack stands, overinflate your tires slightly (2–5 pounds) to account for any air loss while it hibernates, and make sure the tires are on plywood, not in direct contact with the floor.

Repel rodents

A solid garage will keep your car dry and relatively warm, conditions that can also attract unwanted rodents during the cold winter months. There are plenty of places in your car for critters to hide and even more things for them to destroy. Prevent them from entering your car by covering any gaps where a mouse could enter, such as the exhaust pipe or an air intake; steel wool works well for this. Next, spread scented dryer sheets or Irish Spring soap shavings inside the car and moth balls around the perimeter of the vehicle. For a more proactive approach and if you’re the killing type, you can also lay down a few mouse traps (although you’ll need to check them regularly for casualties).

Maintain insurance

In order to save money, you might be tempted to cancel your auto insurance when your vehicle is in storage. Bad idea. If you remove coverage completely, you’ll be on your own if there’s a fire, the weight of snow collapses the roof, or your car is stolen. If you have classic car insurance, the policy covers a full year and takes winter storage into account in your annual premium.

“An ex-Ferrari race mechanic (Le Mans three times) recommends adding half a cup of automatic transmission fluid to the fuel tank before topping up, and then running the engine for 10 minutes. This applies ONLY to carburetor cars. The oil coats the fuel tank, lines and carb bowls and helps avoid corrosion. It will easily burn off when you restart the car.”
A warning regarding car covers: “The only time I covered was years ago when stored in the shop side of my machine shed. No heat that year and the condensation from the concrete caused rust on my bumpers where the cover was tight. The next year I had it in the dirt floor shed and the mice used the cover ties as rope ladders to get in.”
“I use the right amount of Camguard in the oil to protect the engine from rust. It’s good stuff.”
“Your car’s biggest villain is rust, that’s why I clean the car inside and out, and wax it prior to putting it in storage. For extra protection, I generously wax the bumpers and other chrome surfaces, but I do not buff out the wax. Mildew can form on the interior; to prevent this I treat the vinyl, plastic, and rubber surfaces with a product such as Armor All.
“Ideally, your car should be stored in a clean, dry garage. I prepare the floor of the storage area by laying down a layer of plastic drop cloth, followed by cardboard. The plastic drop cloth and cardboard act as a barrier to keep the moisture that is in the ground from seeping through the cement floor and attacking the underside of my car.”
“Fog out the engine. I do this once the car is parked where it is to be stored for the winter, and while it is still warm from its trip. Remove the air cleaner and spray engine fogging oil into the carburetor with the engine running at a high idle. Once I see smoke coming out of the exhaust, I shut off the engine and replace the air cleaner. Fogging out the engine coats many of the internal engine surfaces, as well as the inside of the exhaust with a coating of oil designed to prevent rust formation.”

Relax, rest, and be patient

Ford Model a roadster in garage — *Gabe Augustine*

For those of us who live in cold weather provinces or states, there’s actually a great sense of relief when you finally complete your winter prep and all of your summer toys are safely put to bed before the snow flies. Relax; you’ve properly protected your classic. It won’t be long before the snow is waist-high and you’re longing for summer—and that long wait may be the most difficult part of the entire storage process. Practice patience and find something auto-related to capture your attention and bide your time. You’ll be cruising again before you know it. (Keep telling yourself that, anyway.) For the Silo, Rob Siegel/Hagerty.

Vintage

Founders Of Hot Rodding Include Canada Born Hilborn

October 10, 2024 The Silo Leave a comment

These 5 Hot-Rodders Forged the Legacy of the Flathead

The impact of Ford’s flathead V-8 on the hot rod scene is undeniable. But the individuals that immortalized this engine—and, along the way, laid the foundation for the hot-rod scene—are the real heroes.

photo- Brandan Gillogly

n the early 1900s, horsepower was almost exclusively for the Gatsbys of the world. Ford’s flathead V-8, introduced in the depths of the depths of the Great Depression, changed all that. But it needed some help from car obsessives, who went on to invent what we now know as hot-rodding. Learn about them below, then check out Preston Lerner’s deep dive on the Flathead and its impact here.—Ed.

While it’s not without its flaws, the Ford flathead V-8 marked a significant milestone in the history of American performance. Ford’s mass production of the flathead opened up racing to a whole new audience and helped an industry flourish. Ford wasn’t alone, however, as the factory-built flathead was just a building block. Several individuals, through their own innovation and business acumen, were able to build flathead V-8s to horsepower levels that pushed boundaries of speed, developed a massive segment of our hobby, and forged long-lasting businesses, many of which are still with us today. Here are five pioneers of the aftermarket that used the flathead V-8 to cement themselves and their companies in American culture.

Ed Winfield

1901-1982

Known as “The Father of Hot-Rodding,” Winfield got his first job in a blacksmith shop when he was just eight. By the time he was 11, he was stripping down the neighbor’s Model T to shed weight and make it faster. Two years later, he was working on carburetors in Harry A. Miller’s Los Angeles shop where Barney Oldfield’s groundbreaking Golden Submarine race car was being built. With a knack for machinery and an intimate knowledge of engines, Winfield started his own carburetor company in 1919 and began grinding cams the following year. His carburetors were used on eight of the ten Indy 500 winners from 1933-1946, the only exception was Wilbur Shaw, who had won with a Winfield-fed Shaw/Offenhauser engine in 1937 and switched to Maserati power for his wins in 1939 and 1940.

Winfield did it all, from serving as a riding mechanic and racing at Ascot Speedway to working with major automakers in developing engines. Winfield also helped a young Ed Iskendarian with cylinder head work. He was inducted into the Indianapolis Motor Speedway Hall of Fame in 1983 and the Motorsports Hall of Fame in 2011.

Vic Edelbrock Sr.

1913-1962

Already an established mechanic, Vic Edelbrock Sr. designed the Slingshot intake manifold for flathead Ford V-8s in 1938 and tested it on his own 1932 Ford roadster on Southern California’s dry lakes. After WWII, Vic moved into a new shop in Holywood and designed his first cast aluminum cylinder head for flathead V-8s. Also in 1946, Edelbrock created its first catalog of speed parts, and soon its products were found on cars competing in virtually every form of racing, whether it was on the 1/4-mile, on circle tracks, or America’s dry lakes. His son, Vic Jr., took over the business after his passing and expanded the business to include fuel injection and superchargers. Vic Jr. passed away in 2017, but the company continues to make performance parts. To this day, the company makes Victor and Victor Jr. cylinder heads and intake manifolds that keep their legacy alive.

Stu Hilborn

1917-2013

Born in Canada, Hilborn came to southern California in time to graduate high school and attend junior college in Los Angeles before enlisting in the Army Air Corps (you’re going to notice a trend here). While working on aircraft, Hilborn began scheming up a new way to feed fuel to engines, and once he was back in Southern California, he built a dry lakes racer that would prove his constant-flow fuel injection could compete and win against carburetors. The sleek racer was the first to eclipse 150 mph on the dry lakes and graced the fourth cover of Hot Rod magazine in April, 1948.

Hilborn continued to modify and improve his fuel injection design, and in 1952 Bill Vukovich drove the Fuel Injection Special in the Indy 500, where he led 150 laps and was just nine laps from the finish when a steering issue sidelined the car. That was tough luck for Vukovich, but 22-year-old Troy Ruttman passed him and took the win. Rutman, like Vukovich, was running Hilborn fuel injection, as were the remaining drivers on the podium. You can think of Hilborn’s mechanical fuel injection taking over for Winfield’s carburetors, as the individual throttle body system became the induction of choice for America’s top racers, dominating the Indy 500 for decades, claiming 34 victories along the way. Hilborn stacks appeared on road racers of all kinds, and the company’s two-port units could be found atop supercharged drag cars as well, but it all started with the dry lakes flathead.

Alex Xydias

1922-2024

Alex Xydias passed away earlier this year at the age of 102, leaving behind an impressive legacy of business achievement and generosity. His name is synonymous with the So-Cal Speed Shop, the Burbank speed equipment emporium he founded after leaving the Army Air Corps in 1946. The most famous product of that enterprise is the iconic belly tank lakester that graced the January 1949 cover of Hot Rod magazine after it ran using Ford V-8-60 power. The So-Cal Speed Shop followed on the success of the lakester with a sleek streamliner that would go on to be powered by a Mercury flathead that would push the car to 210.8962mph, the fastest time of Speed Week 1950, earning Xydias back-to-back spots on the coveted Hot Rod trophy, and the first in excess of 200mph.

So-Cally Belly Tank Lakester front three quarter — *Brandan Gillogly*

Xydias forged relationships with speed parts manufacturers and helped get race-winning parts into the hands of southern California hot-rodders through his shop, but So-Cal Speed Shop also sold parts across the country through its mail-order catalog, using the fame of his racing success to get more enthusiasts involved by proving what the flathead was capable of.

Ed Iskenderian

1921-

Ever a hot-rodder, Ed Iskenderian’s T roadster was and continues to be an influential build, but there’s a reason he’s known as the Camfather. Shortly after returning from United States Army Air Corps service during WWII, Iskendarian was eager to return to building engines, particularly flatheads, but the booming demand vastly exceeded supply. He didn’t waste time waiting for other cam grinders to catch up. Instead, Isky, already experienced with tool and die work, purchased a machine and converted it to grind cams. Not only were his camshafts effective, but Isky was a talented marketer, coining the term “5-Cycle Cam” to describe his camshafts that used valve overlap and the escaping exhaust gases to scavenge the incoming intake charge. In addition to his many pioneering valvetrain advancements, Isky is also credited with selling logo t-shirts before anyone else.

Iskendarian cams are still used by some of the quickest and fastest racers today.

Featured image via –Historic Vehicle Association For the Silo, Fabian Hoberg / Hagerty.

Sci-Tech

7 Of The Best Sounding Car Exhausts

July 13, 2024 The Silo Leave a comment

We asked our friends at Hagerty what defines a great sounding automotive engine. Here’s what they had to say.

When executed just right, a proper exhaust is the cherry on top of the perfect automotive sundae—it stands out in its own right, but it also completes the package. And it’s not just the sound, glorious though it may be. The visual—and sometimes the artistry—that a good set of pipes can add sometimes does more to define a car than any bit of thoughtfully penned bodywork.

We got to thinking about the sights and sounds that captivate us most, and this list was the result. We could have gone on for days, though, and we bet you have some favorites, too, so give our submissions a read, then tell us your favorite exhaust—for whatever reasons you choose—in the comments!

Ford GT40

I’m going to go with the Ford GT40’s “bundle of snakes” exhaust. When you stop to consider the precision with which such a system had to be fabricated, your mind kind of melts a bit. If you’ve never YouTubed one of these things at full honk, do yourself a favor and click play below. — Nate Petroelje

https://youtube.com/watch?v=iMocr95cYfU%3Fsi%3DSRXSg-GEQNSI5Tcf%26enablejsapi%3D1

Gurney Eagle

The first time I ever saw a Gurney Eagle was at Gooding’s Pebble Beach auction in 2013.

The car was on display in the lobby area of the tent, and I remember being flabbergasted at the intricacies of the exhaust pipes coming out of that Gurney-Weslake V-12. I’d never seen anything like it, and all I could think of was spaghetti twirled up on a fork. — Stefan Lombard

1966 AAR Gurney Eagle Mk I-1 — *Stefan Lombard*

Outlaw Dirt Sprint Car

Outlaw Dirt Track Sprint Cars race action — *Cameron Neveu*

No question, there are some lovely-to-look-at exhausts here, but I’m more moved by the sound an engine makes through that exhaust, and that’s a tough call. On several occasions I’ve been lucky enough to be at a racetrack when vintage Ferrari Formula 1 cars were making an exhibition run, and the Ferrari 412 T2’s fabric-tearing sound from its 3.0-liter V-12 is just otherworldly. But I’m picking something far less sophisticated: An exhaust note made by simple unmuffled headers fed by a 410-cubic-inch V-8 engine in an outlaw dirt sprint car. One car is loud; 24 sprint cars, representing about 21,600 horsepower, is thunder. The biggest sanctioning body for sprint cars is the World of Outlaws, which runs about 90 races a year, in a season that, in 2024, starts on February 7 and ends on November 9.

Due to local zoning laws, the WoO requires mufflers for 22 of the races. Since my hearing is shot already (Kids! Don’t do drugs, but DO wear earplugs!), I’ll take the unmuffled races, and the unmistakable smell of methanol in the evening. — Steven Cole Smith

Drag Headers

2021 Dream Cruise woodward ave action hot rod — *Cameron Neveu*

The best exhaust systems are the ones that end after the headers.

I couldn’t have said it much better than SCS. A 410 engine belching out of unmuffled Schoenfeld headers is tops.

But a close second are drag headers. Zoomies or fenderwell are my favorite on old drag cars. That cackle. That’s the noise I’d like to hear out of the trumpets as I approach heaven’s gate. Oh, and the visual appearance of four pipes directing exhaust up and over fat slicks, or peaking around the lip of a fender. Get outta here! — Cameron Neveu

Milan Nostalgia Drags Willys Truck Gasser — “The Haymaker” Willys gasser.Cameron Neveu

Mercedes SLR McLaren and 1987–93 Mustang LX

Mercedes-Benz SLR McLaren exhaust — *Mercedes Benz*

My favorite exhaust in terms of looks is the side exit exhaust of the 2003–10 Mercedes SLR McLaren, because of that insane amount of space between the front wheel and the cowl and the subtle little twin pipes peeking under that area. The flat belly pan likely made this a mandatory location, but that only adds to the appeal. But when it comes to looks and sounds, for me there’s nothing like a 1987-93 Mustang LX with its signature chrome double-barreled shotgun tailpipes, and that small block Ford rumble. I could look and listen to that exhaust all day. — Sajeev Mehta

Shelby Mustang GT350

1966 Ford Mustang Shelby GT 350 — *Ford*

I grew up on V-8s in a GM family.

That said, the first time I heard the idle and subsequent roar of a 289 in an early Shelby GT350, I knew Ford had done something right.

It wasn’t till I was older that I learned all about how firing order, crank design, and exhaust setup influenced the amazing sounds that come from our favorite engines. That 289 was what I remember as my earliest favorite so that’s what I picked for this response, but like Steven Cole Smith said, there are so many great sounds out there that it’s a really tough call. — Eddy Eckart

Vintage

4 Canadian-Built Classic Cars That Are Unusual and Attainable

July 6, 2024 The Silo Leave a comment

A charming read about quirky and rare Canadian built cars from our friends at Hagerty–

Less than a week ago, we all celebrated Canada Day, aka Fête du Canada, the anniversary of Canadian Confederation that occurred on July 1, 1867. It’s a day to “reflect on what it means to be Canadian, to share what makes us proud,” and it “highlights the richness of our land, our diversity, our culture, our contributions, but above all, our people,” according to our government’s official website. It’s a glorious day for Canada, and though we are a little tardy on the dateline, we’re looking at some of the popular classic vehicles to come from the Great White North, and how much they’re worth in today’s market.

Starting in the early twentieth century, the big Detroit automakers south of the border built factories in Canada to sell to Canadians, rather than ship U.S.-built vehicles north.

This was because of tariffs between the two countries, and while many Canadian-built Ford, GM and Chrysler products were similar to the ones driven by Americans, others were rather uniquely Canadian. There were Meteors (Ford), McLaughlin Buicks, Fargo (Dodge) trucks, and Plymouths trimmed out as Dodges, and Acadians and Beaumonts (both GM). After the Canada-United States Automotive Products Agreement in 1965, though, cross-border trade loosened up. The specifically Canadian models and marques gradually disappeared, although promising independents like the Bricklin SV-1 or Manic GT continued to pop up. Today they’re all interesting, somewhat obscure classics. Below are the Canadian vehicles we most often see on the market.

1960 Frontenac

Canadian Frontenac Car ad — *Flickr/Michael*

When Ford introduced its compact Falcon in 1960, Ford Canada brought out an all-new marque to bring the compact party up north. They called it the Frontenac, short for a 17th-century Governor General of New France (I guess Louis de Buade, Comte de Frontenac et de Palluau was too long to fit on a badge) and built it in Oakville, Ontario. Frontenacs were essentially a mildly restyled Falcon, and were available in two- and four-door sedan body styles as well as two- and four-door wagons. All were powered by the 144-cubic inch Thriftpower straight-six. Ford Canada sold over 9500 Frontenacs for 1960 but discontinued the brand after only one year, replacing it with the Comet for 1961.

Frontenac prices differ by body style, ranging from $13,100 (CAD 17,900) for a four-door wagon at the bottom to $23,000 (CAD 31,400) for a two-door wagon at the top.

1948–52 Mercury M-Series Pickups

To American eyes, pickup trucks with a Mercury badge seem a little Twilight Zone, like a budget city car sporting a Rolls-Royce grille or Kia making a mid-engine exotic. But from the postwar years up until the late 1960s, Mercury M-Series pickups were a very real thing for Canadian buyers.

At the time, many parts of the country didn’t have a Lincoln/Mercury dealership and a Ford dealership, so the Mercury M-Series gave truck-buying customers an option even if there was no Ford store around. The first-generation 1948-52 M-Series followed the same format as the first-generation Ford F-Series. Mercury M-Series trucks came in most of the configurations available on the Ford versions down south, but with fewer engine options. Currently, we only have the 1/2-ton, 239-cid eight-cylinder M-Series in the Hagerty Price Guide, and their #2 values range from $44,600 (CAD 60,900) for the earlier 1948-50 M-47 to $40,800 (CAD 55,700) for the 1951-52 M-1 model. Condition #3 values currently sit in the mid-$20K (CAD 27,300) range.

1968–69 Beaumont

Of all the special Canadian market versions of Big Three vehicles, General Motors’ Acadian and Beaumont lines were arguably the most distinctive.

In 1962 GM launched Acadian, referring to the 17th- and 18th-century French settlers of eastern Canada, as its own brand. Its first model was based on the Chevy II/Nova compact but with different grille and trim, and different models included the mid-tier Acadian Invader and the range-topping Acadian Beaumont. In 1964 when the mid-size Chevelle came out, then Acadian added a Chevelle-based model to the lineup, recycling the Beaumont name. Then, in 1966, Beaumont became its own brand. When the second-generation Chevelle arrived for 1968, Beaumont followed suit. This was short-lived, however, as GM Canada axed the Beaumont brand after 1969 in favor of the Americanized Chevelle and Pontiac LeMans.

Built in Ontario and sold at Pontiac/Buick dealers, the 1968-69 Beaumont looks like a Chevelle with a few scoops of Pontiac mixed in, and generally followed the Chevelle in terms of trim and powertrains, which included 283, 307, 327, 350 and 396 cid engines as well as three- and four-speed manuals or Powerglide and Turbo Hydramatic automatics. Equivalent to Chevrolet’s Super Sport (SS) trim on the Chevelle was Beaumont’s Sport Deluxe (SD).

The average condition #2 value for a 1968-69 Beaumont is $24,200 (CAD 33,000) but, like their Chevrolet-badged cross-border cousins, prices vary widely depending on drivetrain and body style. The cheapest V-8 model in the Hagerty Price Guide is the 1968 307/200 hp sedan with a #2 value of $9600, while the most expensive is the extremely rare 396/350 hp L34-powered convertible with a #2 value of $81,800 (CAD 111,700).

1974–75 Bricklin SV-1

bricklin front three-quarter doors raised — *Joe Ligo*

Seven years before John DeLorean came out with his own ambitious but under-powered, ill-fated gullwing sports car, Malcolm Bricklin built one in New Brunswick, Canada. Bricklin, the serial automotive entrepreneur who brought Subaru to North America, imported Fiat sports cars under the Bertone and Pininfarina brands and was the man behind the Yugo, envisioned a small and reasonably priced sports car with gullwing doors when planning his next business venture in the early 1970s. As the concept developed, Bricklin snagged a few million dollars in funding from the government of New Brunswick and set up two facilities in Saint John and Minto. The company officially unveiled the production version of the Bricklin SV-1 at the Four Seasons in New York in 1974.

By its looks, one might think that SV-1 stands for “Sports Velocity-1” or something wild like that, but it actually stands for “Safety Vehicle”.

The frame of the Bricklin includes an integrated roll cage, and each bumper is designed to absorb 5-mph impacts, both forward-thinking steps at the time. The bodywork is color-impregnated (five shades available) acrylic resin bonded to fiberglass, and the famous doors raise via hydraulic cylinders in about 12 seconds.

When Bricklin went looking for a parts bin to raid, it settled on AMC, so the SV-1 borrows its suspension from the Hornet, and early SV-1s have AMC’s 360-cubic inch four-barrel V-8. Later ones got Ford’s two-barrel 351 Windsor. Most SV-1s got a three-speed automatic, but a few buyers selected a Borg-Warner four-speed manual. In the end, Bricklin suffered the same fate as a lot of upstart carmakers, including the later DeLorean, minus the sting operation and tired Back to the Future redemption arc. There were quality control problems and supplier hold-ups, while a ballooning price and Malaise Era V-8 performance in a nearly 3500-pound car made the SV-1 difficult to sell. Only about 3000 were built.

1974-75 Bricklin SV-1, condition #2 (“excellent”) values

Canada’s sports car has never been particularly expensive, but some strong sales for clean cars have seen prices surge surprisingly to a current median condition #2 value of $38,000 (CAD 51,900).

The current #3 value sits at $23,000 (CAD 31,400) and the #4 value at $9,000 (CAD 12,300). The later Ford-powered cars would theoretically be easier to service, but the 351 was rated with lower grunt than the AMC 360 (175 hp vs. 220), so the two carry similar values. Add a few grand for the four-speed.

Hagerty maintains a Canadian version of our popular online valuation tool, complete with prices shown in Canadian dollars. It can be accessed here.

Transportation

These American 1990s Concept Cars Were Cool AF

May 11, 2024 The Silo Leave a comment

Our friends at Hagerty know a thing or two about cars and really love talking about concept cars of every era, but the 1990s have a special place in their heart. Read on and tell us which one is your fav and why in the comments section below.

It was a good decade for automotive diversity, especially for enthusiasts: SUVs were emerging as a hot new segment, true, but none of them purported to be a coupe or track star. Sport sedans thrived. So did hot hatches. The Miata debuted in 1989, kicking off the roadster craze. Chrysler was, for most of that decade, just Chrysler—not some confusing multinational conglomerate with a name that no one remembers.

Even the automotive ideas that didn’t make production had pizzazz—in a few cases, as you’ll see below, perhaps a little too much pizzazz. We’ve covered ’90s concepts before, but after a spin through the treasure trove that is Alden Jewell’s catalog of car brochures on Flickr, we decided it was time to focus on the concept cars from the U. S. of A., rather than the European contingent that dominated that last list.

Step back in time with us to an era when Buick was thinking of wild sedans, Pontiac was still cool, Mercury … existed, and Dodge was high off the Viper.

1999 Buick Cielo

If you thought Buick’s newest concept car was unorthodox, prepare yourself: The Cielo is much, much more out-of-the-box. (Despite that throwback grille texture, which is very Y-Job.) A four-door convertible, with retractable headlights and voice-operated doors? You’d never know this thing was based on a highly modified Regal GS. The top, complete with its rear glass, stowed beneath a panel at the back thanks to a cable system hidden in the two arches that frame the “roof.” Power came from a supercharged 3.8-liter V-6 making 240 horsepower.

Judging by the much tamer concept of the same name that Buick showed off the following year—and marketed as a possible limited edition—the automaker thought the convertible four-door idea had legs. In Buick’s words, the Cielo “proves just how broad and flexible and contemporary the idea of a premium family car really is.” Little did Buick know that, 15 years later, the only premium family car the people would want was an SUV …

1997 Mercury MC4

Motortrend got rather excited about the MC4 when it debuted in 1997: “The MC4 is for Mercury what the Viper Roadster was for Dodge nine years ago.” Yes, it was far more interesting to look at than the blob-like Mystique or the softly contoured Mountaineer … but no one knew that, 13 years later, Mercury would stop producing vehicles, its sales cannibalized by parent company Ford.

In 1997, however, Mercury’s star shone far brighter. The MC4 wore the edgy, minimalist look characteristic of Ford’s New Edge design language, initiated by the GT90 concept in 1990 and most familiar to folks on the 1999 Mustang. A trapezoidal grille and emphasized wheel arches are common to both that Mustang and the MC4, which actually started life as a V-8–powered ’96 Thunderbird. Unlike the T-Bird, the Mercury concept boasts four doors and a rear cargo area accessed by a pair of gullwing doors. It had style, space, and, of course, a healthy dose of tech that hadn’t quite been readied for production: video cameras instead of side- or rearview mirrors, nickel-chrome plate bedazzling the interior, and heated and cooled cupholders.

1997 Pontiac Rageous Concept

In 1997, Pontiac had four-door cars, and it had V-8–powered cars, but it didn’t have any V-8–powered, four-door cars. The Rageous, with its 350-cubic-inch small-block and vestigial set of rear doors, aimed to fix that. It could carry four people, but the trunk was accessed via a top-hinged hatch, making this more of a hatchback than a sedan. The Rageous had a six-speed manual transmission and a heavily vented, pointy schnoz that put that of the contemporary Firehawk to shame.

1997 Pontiac Rageous concept interior — *Pontiac*

1994 Dodge Venom

If the Dodge Venom reminds you of a Neon, you’re on the right track: This 1994 concept was built on a version of the Neon’s platform. Unlike that compact, however, the Venom was rear-wheel drive. Compared to the sportiest Neon, the SRT-4, the Venom boasted an iron-block six-cylinder engine with 24, rather than 16, valves, and more power: 245 rather than 215 horses. The Venom looked like the perfect little brother to the Viper, which it honored with that side-scoop and squinty headlights atop a four-section grille. The concept even made the cover of Car and Driver‘s March 1994 issue, accompanied by the question: “Dodge’s pony car of the future?”

We wish such an affordable, spunky two-door had made production: Dodge wouldn’t have a direct competitor to the Mustang and the Camaro until the Challenger, which hit the streets 14 years later.

1995 Chevrolet El Camino SS Concept

It may remind GM fans of a Holden, but the El Camino SS Concept ute is a GM B-body at its core. GM’s Advanced Vehicle Development Center in North America built this ute out of a Caprice station wagon in just 16 weeks, grafting onto that people-hauler the nose of an Impala SS. Many of the steel body panels were made by hand. Power came from a 300-hp version of the LT1 V-8 found in the Corvette and the Impala SS (in different tunes) and was channeled to the rear wheels via a 4L60E Hydramatic transmission. Unfortunately, the platform that gave it birth spelled its doom: GM killed the age-old B-body at the end of 1996. RIP.

1994 Plymouth Expresso Concept

Would you believe us if we said this was a Plymouth? Maybe not, because the Expresso is more interesting than anything Plymouth made in the ’90s … until the Prowler arrived for the 1997 model year, at least. (That retro-mobile debuted in concept form the year before the urban runabout Expresso debuted.) The Expresso was built on the shortened frame of a Neon, to be sold under both the Dodge and Plymouth brands, and used the compact’s 2.0-liter four-cylinder to power its front wheels.

The four-door bubble would never reach production, but its name stuck around in the Plymouth lineup as a trim package on the Neon, the Voyager, and the Breeze. Be prepared to explain yourself if you mention this concept in front of a coffee snob: This weirdo’s name really is EX-presso, not Espresso. The proper pronunciation would be too … well, proper. For the Silo, Grace Houghton/Hagerty.

Transportation

Twenty-One Vehicles With Elite Silhouettes

March 11, 2024 The Silo Leave a comment

There’s nothing quite like the sleek side profile of a vehicle with a long hood, a fast roof, and a smooth decklid. But there is more to our shared love of cars, because, we should also consider the smooth, singular sideline of a minivan. While that isn’t an answer one would expect when asking about the most appealing vehicle silhouettes, a minivan is indeed one of the many candidates our friends at Hagerty received here in their latest installment of our According to You series.

So what other vehicles deserve a mention here? Have a look below and tell us what you think in the comments!

Porsche 928 GT

The original series 928 was clean and wonderfully well balanced and was striking from every angle but take a look at this silhouette and marvel that this design is almost fifty years old.

Shelby Daytona Coupe

@DUB6: Hard to beat an early 911 in my book, but really, I’m voting for the Shelby Daytona Coupe. It has some of the muscle of the Cobras built in, with the sloped down nose for aero, the long, sleek roofline, and then that striking rear spoiler and chopped-off tail.

It may not be the most beautiful, but to me, it’s the most striking silhouette out there.

Chevrolet Corvette

@Bernard: The first few years of the C3 Corvette. I wasn’t around to see them new, but the C3 has always stood out in the school of cool, IMO, especially the silhouette. I think the crash bumpers and other stuff of the later years softened them up too much, but the silhouettes of the early ones could’ve been used as scalpels.

@Tony: I’d say any modern Corvette. They’re all designed in the wind tunnel these days so they’re all aero-efficient, but the later C4s with the rounded ends I think look great.

@Dave Massie: C3 Corvettes—especially the ’80–82 models.

@C: I agree. I am partial to my 1973 Corvette coupe. It’s a one-year-only design and looks great in silhouette.

@Paul: 1984–90 C4 Corvette. The concave rear bumper is just cool. On the other hand, the convex 1990 ZR-1 bumper and its use on the 1991–96 models are strong candidates. In my C4-centric world, the Corvettes nailed the Silhouette Sweepstakes.

Jaguar XKE

@Ken_L: I am partial to my C3 Corvette, but I must say the Jaguar XKE coupe has been my favorite since I was very young.

@Howard: And its “top-down” sibling, the XKE droptop roadster … great road car.

@Doug: Hands down, Jaguar E -ype coupe (XKE)

@Jeff: Had a ’68 XKE roadster. I was about to cast my vote for it, but you astutely beat me to it!

@Lew: The first Jag E-Types with the worthless bumpers and glassed headlights.

Jaguar XK-120

@Gayle: In ’56, my uncle bought a ’53 Jaguar XK-120 FHC and I have been enamored with that gorgeous profile ever since, especially with the disc wheels and the spats (skirts)!

1963 Riviera

@Snailish: ’63 Riviera … Not sure what got us there, but for decades after, so many vehicles owed it a debt. It would likely still be a cutting-edge design if evolved to today’s construction methods/rules. But it’s also amazing from several directions, not just the side.

Lamborghini Countach

@Shiven: Lamborghini Countach! It absolutely accentuates the ’70s and ’80s realm of excess!

Toyota Previa

@ap41563: Toyota Previa! Turn the lights off and illuminate it from behind and the egg shape still looks fresh today, even at 30 years old.

Hyundai Genesis Coupe

@Colton: For the more modern, cheaper cars, I’d say the first generation of the Hyundai Genesis Coupe. The car itself was a mixed bag (I owned one for eight years), but the side profile, especially in low light, just highlighted how well that body was sculpted.

MG TF

@T.J.: Without a doubt, my 1954 MG TF is a constant head turner with classic vehicle lines (running boards, smooth curvature in fenders, spoked wheel on the exterior of the gas tank, etc.). A timeless beauty.

1961–63 Ford Thunderbird

@Jon: I have always liked the 1961–63 “bullet” Thunderbirds. There was just something perfect about their profiles.

Third-Generation Pontiac Firebird

@Espo70: Third-gen Firebird/Formula/Trans Am. One of the best designs to come out of GM. Still looks exotic today.

Aston Martin Project Vantage

@George: I might be biased, but the Aston Martin Project Vantage Concept—which became the Vanquish—is the most cohesive and accomplished shape of all time.

1958 Chevrolet Impala

@Don: How about the 1958 Chevy Impala 2-door hardtop? My wife’s uncle thought it looked like a water buffalo!

GMC Motorhome

Hemmings

@Chuck: For oversize vehicles, the 1973–78 GMC Motorhome. Ahead of its time when new, smooth and sleek (compared to other coaches), and has aged gracefully.

@Kent: Still a very sought-after vehicle after all these decades. Would love to have one!

Ferrari 250 GTO

Amalgam Models 250 GTO 4 — Amalgam Models

@David: One of the most recognizable, and possibly the most desirable profiles of them all: The 1962 Ferrari 250 GTO by Scaglietti.

Fiat 500

@Alex: 2012–19 FIAT 500: Totally unique and unmistakable. You would never confuse it for any other car from any other marker.

1966 Oldsmobile Toronado

@John: Without question for me it is the 1966 (and only the 1966) Oldsmobile Toronado.

Bugatti Type 57SC Atlantic

@Tom: So many Ferraris—the Dino, 250 GTO, 275 GTB, La Ferrari, etc., as well as the GT40, Miura, E-Type, and numerous British Roadsters of the ’50s and ’60s. But the granddaddy of all side silhouettes has to be the Bugatti Type 57SC Atlantic.

2003–08 Mazda Mazda6

@Mike: From a basic sedan point of view I’ve always loved the 2007 Mazda 6 profile with the spoiler.

1956–57 Continental Mark II

@Jeff: The 1956 Continental Mark II is still the most elegant and beautiful production American car.

1984–86 Pontiac Fiero

@Jack: 1984–86 Pontiac Fiero notchback. Best-looking shape of the 1970s and ’80s wedge cars.

Flintstones Car

@Greg: The log car that Barney Rubble drove on The Flintstones … feet and all!

Featured image: 1984 Chevrolet Corvette.