1975 Chevrolet Caprice Classic

Here's a funny thing: Many of Detroit's "last convertibles" were more numerous than earlier models. Take Chevrolet's last big ragtop, the 1975 Chevrolet Caprice Classic, which saw 8349 copies versus 4670 for the similar '74. Well, that's what happens when people hear that something is endangered and rush to buy before it's all gone.

The 1975 Chevrolet Caprice Classic included a 
175-horsepower 400 V-8 linked to Turbo Hydramatic transmission

Chevy's full-size convertible had long been an exclusive member of the top-line Impala series when the Caprice bowed in 1965 as an even finer, more luxurious big bow-tie that eventually overtook Impala in sales. The ragtop belatedly migrated to the Caprice camp for '73, allowing Chevy to clear more money on each one. Still, the '75 was reasonably priced for the day at $5113, which included rich upholstery, major power assists, and a smooth (if thirsty) 175-horsepower 400 V-8 linked to Turbo Hydramatic transmission.

Of course, there have been other ragtop Chevys since, but none as sumptuous as this Caprice. And sadly for convertible lovers, there probably won't be again.

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1962 Chevrolet Corvair Monza Station Wagon

Things would never be better for the Chevrolet Corvair Monza station wagon than they were in 1962. True, more power, critical chassis upgrades, and an attractive restyle were all in the offing for General Motors' controversial compact. But 1962 brought exciting new models and enhanced performance, and production of 292,531 cars would stand as the high point in the 10-year run of Chevy's answer to the Volkswagen Beetle.

The 1962 Monza station wagon wasn't considered as attractive as the other Chevy Monzas during this time

The Chevrolet Corvair Monza station wagon made its debut in 1961 as part of the midlevel 700 series. The six-passenger Lakewood, as it was called, offered 58 cubic feet of cargo space on a load floor that was nearly 6.5 feet long with the second-row seats folded down.

A handy one-piece liftgate lent easy access to the cargo hold, but the floor sat well above bumper height to make room for the Chevrolet Corvair's aluminum-block, horizontally opposed, air-cooled six-cylinder engine.

Bucket seats were optional for the Chevy Monza wagon.

The 1962 Chevrolet Corvair Monza station wagon started at $2,569 and was trimmed like the other models in the series (though bucket seats, which gave other Monzas a sporty identity were an option).

The 145-cubic-inch engine made 80 horsepower with the standard three-speed manual transmission; 84 horsepower with the extra-cost Powerglide automatic. Powertrain options included a four-speed stick and a "Super Turbo-Air" engine with output raised to 102 horsepower.

Adding extra options could increase horsepower on the Monza station wagon.

However, 1962 Chevrolet Monza glamour didn't seem to rub off on the Monza station wagon. Just 2,362 were made in 1962 (plus another 3,716 in 700 trim), and the body style was dropped. 

Among the rare survivors of that handful of 1962 Chevrolet Monza station wagons is Douglas Englin's Twilight Blue example featured here. This particular 1962 Chevrolet Corvair Monza was a solid, rust-free car when he bought it in 1992 in North Dakota.

This blue Chevy Corvair Monza station wagon is among the few surviving 1962s.

Even so, Englin, of North Aurora, Illinois, spent five years restoring it with, among other things, new paint, trim, and upholstery. Power is provided by the 102-horsepower Super Turbo-Air engine, which is mated to the Powerglide.

Other extra-cost items on Englin's car include its front bucket seats, tissue dispenser, wire wheel covers, roof rack, bumper guards, and side-window "ventshades."

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1963 Chevrolet Impala SS

With crisp new "Jet Smooth" styling and the most powerful V-8s in Chevy history, the big 1963 Chevrolet Impala SS was hard to beat. Still is, in fact -- especially the hot-looking droptop convertible.

The 1963 Chevrolet Impala SS featured crisp styling and racy touches.

Detroit's Big Three swore off racing in 1957, largely under pressure from the "safety lobby," yet within a few years they were back at it, sneaking special parts and low-key technical support to all manner of drivers and mechanics -- unofficially, of course. Chevrolet was more active than most makes, and in 1961 it came out of the closet with a new SS package that added bucket seats, shift console, and other racy touches to the lush Impala convertible and hardtop coupe. At the same time, Chevy introduced its biggest V-8 yet, a 409 with 360 horsepower. The result was a legendary performer that cast a glow over the entire Chevy line

The 1963 Chevrolet Impala SS interior boasted bucket seats and shift console.

The SS proved popular and immediately became an Impala sub-series. Enhancing its appeal for 1963 was Chevrolet's new "Jet Smooth" big-car styling, a crisp, broad-shouldered look that helped SS sales soar beyond 153,000. The SS convertible started at $3186 with an available 250-horsepower 327 V-8. Optional small-blocks offered up to 340 horses, and the "real fine" 409 big-block packed 340 to 425 depending on your courage and budget. Manual four-on-the-floor was available too, but a '63 SS in any form was a great way to go. Still is.

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1957 Chevrolet Bel Air

As an icon of its age, the 1957 Chevrolet Bel Air ranks right alongside Elvis, Marilyn Monroe, and Leave It to Beaver -- curious for a mass-market car in the last year of a three-year cycle. Nevertheless, these Chevys struck a chord that resonates to this day -- even among those born long after the cars were built.

The 1957 Chevrolet Bel Air's V-8 engine could go from 0-60 mph in
under ten seconds. 

Of course, there were plenty of reasons to like the '57 Chevys. Though styling was only another facelift of '55, it looked great: longer-lower-wider thanks to prominent new tailfins, a switch from 15- to 14-inch wheels, and a big new bumper/grille. Ribbed rear-fender appliqués readily identified top-line Bel Airs, including the $2511 convertible.

Far more exciting, Chevy's 265 V-8 was punched out to 283 cubic inches and offered in no fewer than six versions with 185 to 283 horsepower. The latter came from newly optional Ramjet fuel injection, which made for near racing-level performance right off the showroom floor. Chevrolet advertised it as the first American production car to achieve the magic goal of "one horsepower from every cubic inch of engine displacement," though the Chrysler 300B's optional engine actually beat it by one year. Even a four-barrel 270-bhp model could run 0-60 mph in well under 10 seconds.

The 1957 Chevrolet Bel Air produced racing performance right off the
showroom floor.

But perhaps the main reason for the '57s' enduring mystique is that they were the last of the "Hot Ones," arguably the most attractive and roadable Chevys of the decade. As the song says, you don't know what you've got 'til it's gone.

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1955 Chevrolet Bel Air

The 1955 Chevrolet Bel Air was America's most popular car for 1955, which is saying something for a year in which Americans bought cars as never before. But then, the '55 Chevys were something really special.

Start with styling. In a complete change from Chevy's stodgy past, the '55s were thoroughly up-to-date with Sweep Sight wrapped windshields atop "longer-lower-wider" bodies. Even so, wheelbase was unchanged at 115 inches, and the overall design was balanced and tasteful for the day. Vying for glamour with the top-line Bel Air convertible was a nifty new two-door wagon, the Bel Air Nomad, with unique hardtop roofline.

                                               The 1955 Chevrolet Bel Air is a classic in every sense of the word, from
                                                                               styling to engine

More exciting still was Chevy's first modern V-8, the 265-cubic-inch Turbo Fire that was already writing performance history. Though developed in just 15 weeks, this milestone motor was absolutely right from the start, and its 162-180 horsepower backed up Chevy's boast as 1955's "Hot One." You could still get a reliable 235.5-cid "Stovebolt Six," now with 123 bhp, but the V-8 was what most people wanted. Matching Chevy's newfound performance was an updated chassis with ball-joint front suspension, open "Hotchkiss" drive, and standard tubeless tires.

Chevy built 41,292 ragtop Bel Airs for '55, not nearly enough to go around -- then or now. As popular as they were more than 40 years ago, they enjoy even greater popularity today. And that's really saying something

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1924 Chevrolet Series F Superior

The 1924 Chevrolet Series F Superior proved Chevy could hold on to a once-successful design a little too long.

Nickel trim and other deluxe equipment dressed up this 1924
Chevrolet Series F

For William S. Knudsen, newly named president of Chevrolet, 1924 was a good year. The year was not so good for Chevrolet, which saw sales skid due to a stagnant product line. But an era of progress soon would be underway, led by the annual model change being pioneered among GM makes.

Offering nine models in regular or DeLuxe trim priced from $490 to $940, the 1924 Chevrolet Series F was little more than a thinly disguised offshoot of the old Chevrolet 490 line. Not only was the car old-fashioned, its design was mediocre and component quality deficient. Though billed as "the world's lowest-priced quality automobile," its drab, boxy "Superior" bodies were poorly built. That wasn't helped much by the DeLuxe models, added at midyear, which included accessories that formerly had been owner- or dealer-installed.

Four-door sedans were gaining favor, and Chevrolet's cost $795. With deluxe equipment, including disc wheels, nickeled radiator shell and headlamps, step plates, and a Boyce MotoMeter, the $495 Touring's price jumped to $640. A four-passenger coupe replaced the sedanette body style but would last only a single season.

Solid rods replaced brake cables during the year, but the brakes were still the external-contracting type. Production in 1924 totaled 307,775 Chevrolets (including Canadian-built cars).

                                  This closed two-door coach Series F featured rear-hinged doors

1924 Chevrolet Series F Superior Facts

Model : Series F

Weight range (lbs.) : 1,690-2,240

Price range (new) : $490-$940

Number built : 307,775

More about → 1924 Chevrolet Series F Superior

1923 Chevrolet Series M Copper-Cooled

The 1923 Chevrolet Series M Copper-Cooled model served as definitive proof that nobody is right every time. Engineering genius Charles Kettering, who'd devised the electric self-starter years earlier, got another bright idea in the early 1920s: an air-cooled engine

The air-cooled 1923 Chevrolet Series M was beset by overheating problems

Air cooling wasn't new, as verified by the success of the Franklin. But Kettering's concept, promising on paper, proved to be a disaster.

GM wanted an engine that was high in performance, light in weight, low in cost, and easy to maintain; a tall order, but not impossible. Kettering exhibited the Copper-Cooled engine in January at the New York Auto Show, vowing that it would eventually replace water-cooling. Smaller than usual, it displaced only 135 cubic inches and yielded 22 horsepower (at 1,750 rpm). Cooling was accomplished using U-shaped copper fins bonded to separately cast cylinders.

Priced about $200 higher than the water-cooled Superior B series, which was essentially an upgraded 490, the Copper-Cooled Chevrolet wore the same body as the Superior B, but weighed some 215 pounds less.

Because of uneven air distribution, production engines began to overheat badly, causing severe detonation. Breathing poorly when hot, power also fell sharply.

Production stopped after 500 cars, and nearly all were recalled. By 1923, Chevrolet was the chief GM rival to Ford, but this fiasco didn't help Chevy's image.

The Series M was Chevy's last attempt at
an air-cooled engine for nearly 40 years.

1923 Chevrolet Series M Copper-Cooled Facts

Model : Series M

Weight (lbs.) : 1,700 (approx.)

Price range (new) : $695-$1,060

Number built : 500

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1920, 1922 Chevrolet Series 490

The 1920-1922 Chevrolet Series 490 was destined for the dustbin. Chevrolet was attempting to get back on an even keel as the Twenties began, but a serious economic depression and management shakeup intervened. GM stock fell sharply, and Pierre duPont ousted William Durant as president. Karl W. Zimmerschied took Chevy's presidency.

The 1920 Chevrolet 490 Touring had a carpeted interior and
a rear-seat footrest.

During Durant's tenure, Chevrolet had relied mainly on the 490, gradually discontinuing the larger cars. For 1920, Series 490 underwent little modification, except that reverse-curve front fenders replaced the straight type, and headlights now sat directly on those fenders. Series FB also continued with little change.

Moving into 1921, Chevrolet dropped from third to fifth place in sales, losing $8.7 million. Worse yet, it finished the season with 150,000 unsold 490s. Customers evidently had come to realize that the 490 simply wasn't as tough as a Model T Ford. "Some day you'll own a Chevrolet," advised one ad, but too many shoppers ignored that fantasy, sticking with Ford or turning to other makes.

Dramatic price cuts for 1922 helped stimulate sales, which tripled, returning Chevrolet to second place. A $680 Utility Coupe with a big trunk joined the 490 line, aimed at traveling salesmen, but the long-lived 490 was about to expire, as Chevrolet had a far different idea for 1923.

                       The 1922 Chevrolet Series 490 sold far better than the 1920 and 1921 Series 490.

1920-1922 Chevrolet Series 490 Facts

Model : 1920 ­Series 490

Weight range (lbs.) : 1,820-2,160Price range (new) : $795-$1,285

Number built : 150,226 (approx.)

Model : 1921 Series 490

Weight range (lbs.) : 1,820-2,160

Price range (new) : $795-1,375

Number built  : 76,370 (approx.)

Model : 1922 Series 490

Weight range (lbs.) : 1,435-2,150

Price range (new)  : $510-$875

Number built : 243,479 (approx.)

More about → 1920, 1922 Chevrolet Series 490

1919 Chevrolet Series 490

The 1919 Chevrolet Series 490 was virtually unchanged from the 1918 model. Chevy apparently saw no need to alter a winning lineup.

The 1919 Chevrolet Series 490 Roadster was Chevy's entry-level 

offering

Chevy's entry-level 490 lineup had been a strong seller since its introduction in 1916. A closed sedan had been added to the line the following year. For 1918, a closed coupe joined the sedan, though both were priced significantly higher than their "open" Roadster counterparts.

There were no model changes for 1919 Series 490. However, the larger F series was renamed the FB and rode a longer wheelbase, 110 inches. It also gained a closed coupe and Chevy's first true four-door sedan. The FA wheelbase stayed at 108 inches, the 490 remained at 102. 

As for Chevy's flasgship, the Series D V-8, sales, which had never been numerous, dwindled to just 71 in 1919, and those were probably nothing more than left-over 1918 models given 1919 serial numbers. With that, Chevy's flagship was discontinued at midyear; total sales over its lifetime stood at just 2,781 units.

Though the V-8 proved to be a losing proposition, FB production increased significantly over that of the FA, while the popularity of the 490 soared.

By this time, Chevrolet was assembling cars in factories around the country, including Flint, Mich., Tarrytown, N.Y.,St. Louis, Oakland, Calf., and Fort Worth, Texas. Nearly 150,000 U.S.-built Chevys hit the road in 1919, putting Chevrolet second only to Ford in the sales race -- though by a still-whopping margin.

The 490 Roadster's dashboard was spartan and practical

1919 Chevrolet Series 490 Facts

Model : Series 490

Weight range (lbs.) : 1,820-2,160

Price range (new) : $715-$1,185

Number built : 149,833 (approx.)

More about → 1919 Chevrolet Series 490

1918 Chevrolet Series FA and 490

The 1918 Chevrolet Series FA and 490 were counted on for big sales, due to listless acceptance of the costly V-8-powered Series D. Maybe Chevy thought some new names would help.

This restored 1918 Chevrolet Series 490 wears grille script from an
earlier Chevy

The FA series was the new name for the former Series H, while the Royal Mail was renamed the Roadster and the Baby Grand was now called the Touring.

Lengthening the stroke of the H's four-cylinder engine by 11/4 inches enlarged its displacement to 224 cubic inches and boosted horsepower to 37 for the FA. A centrifugal water pump replaced the old thermo-syphon cooling system. And the gearbox was repositioned against the clutch to form a unit with the engine. Wheelbase remained at 108 inches.

Closed bodies were gaining favor, and Chevrolet prepared to follow that trend. A new two-door sedan cost $1,475 ($540 more than the touring car). Its right-hand door was center-mounted to facilitate access to the rear seat. The backrest on the right front seat could swing over, so its occupant might face either forward or backward.

Because the United States was now a full participant in the Great War, automobile output was reduced. Nevertheless, about 81,000 U.S.-built Chevrolets were produced during 1918, as the company finally became part of the General Motors group on May 2. That was good enough for a third-place finish, ahead of Buick but behind Ford and Willys-Overland.

The Chevrolet lineup also expanded to include trucks: a beefier variant of the 490 series, as well as a one-ton that was called, strangely, the Model T.

                                         Open-bodied cars like the Chevrolet Series 490
                                                     were popular due to lower cost

1918 Chevrolet Series FA and 490 Facts

Model : Series 490

Weight range (lbs.) : 1,890-2,160

Price range (new) : $660-$1,060

Number built : 95,660

Model : Series FA 

Weight range (lbs.) : 2,640-2,950

Price range (new) : $935-$1,475

Number built  : not available

More about → 1918 Chevrolet Series FA and 490

1917 Chevrolet Series D V-8

The 1917 Chevrolet Series D V-8 followed an engine trend that Cadillac started in 1915, one that a slew of automakers were copying.

The 1917 Chevrolet Series D had good power, but its high price led
to low sales.

Chevrolet chief "Billy" Durant temporarily put aside his quest for success in the low-price arena and ordered that a new V-8 Chevrolet go on sale -- nearly four decades before Chevy's famed 1955 small-block V-8 would appear.

Advanced in design, the 1917 V-8 had a central camshaft operating vertical overhead valves in each bank, a counterweighted crankshaft, and detachable crossflow cylinder heads. Displacing 288 cubic inches and breathing through a Zenith two-barrel carburetor, it developed 55 horsepower at 2,700 rpm, running on 4.75:1 compression.

Billed as "A New and Greater Chevrolet," the mid-priced V-8 cost $1,385 (more than a Buick) and failed to attract a sizable crop of customers. Riding a 120-inch wheelbase, the touring car weighed 3,200 pounds.

Not only was the V-8 Chevrolet's most powerful engine yet, but years would pass before another could beat it inhorsepower. Its new chassis heralded the forthcoming light-car trend, featuring quarter-elliptic cantilever springs at the rear.

Meanwhile, a Series F roadster and touring replaced the Series H models, and the economy-minded 490 model got some improvements -- along with a new sedan. All models had an electric starter. Issuing about 111,000 U.S.-built cars in 1917, Chevy stood fourth behind Ford, Willys-Overland, and Buick.

                                              The 1917 V-8's 55 horsepower would be
                                                     the most for a Chevy until 1932

1917 Chevrolet Series D V-8 Facts

Model : Series D

Weight range (lbs.) :  3,150-3,200

Price (new) : $1,385

Number built : 511

More about → 1917 Chevrolet Series D V-8