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VAUXHALL Zafira 1.6 Design, 5 Doors, Manual, Estate, Petrol, 2003 03 Reg, 72500 miles, Metallic Ultra Blue, MOT-06-2013, 3 Owners. Yes, the Gran Coupe was the top-of-the-line Plymouth, unless you considered the sporty ‘cuda model more worthy.
The Gran Coupe added leather bucket seats in a special sew style (proto-Brougham?), a center console and other refinements. But the really cool feature of the Gran Coupe was its Flair Bird-like overhead console, which included low-fuel and door-ajar warning lights. I am surprised that leather was available in these, and again have never seen any Mopar of this era short of an Imperial with leather seats.
Agreed Brendan, the seats in the pictured subject car just don’t have the same rich appearance as the black leather shown in the advertisement. I like that font, the classic GS is always cool, but there is something cool about that 73 GS font. I love whitewall tires on pretty much anything old and will never understand the Whitewall Sux mentality. There is a local Grand Coupe that does the car show rounds down here, its a silvery green color, with the simulated alligator skin top! Jeeze, I hardly saw ANYTHING with power windows in the 60s, outside of Cadillacs, Lincolns, big Buicks, and the like. GM A-bodies before 1968 also had power windows, almost every GM car made had available power windows in the 60’s, with the exception of the Corvair, which never had them available ever.
In sixties Uk you had to by an American car or a Rolls to get power windows until the 1966 Vauxhall Viscount, the first mass produced British car to get them as standard.
The 1970 E-Bodies are interesting in that they are far more popular today as collectible automobiles than they ever were as new cars.
The 1967-69 Barracudas were very handsome cars, but the biggest V-8s didn’t fit into their engine bays. The amount of trim and engine options turned out to be overkill, especially when E-body sales collapsed for 1971.
It’s interesting how much hoopla accompanied the introduction of these cars in the fall of 1969, and how quickly their impact faded. One wonders how the cars would have fared after 1974, given that the Ford Mustang had morphed into the subcompact Mustang II, the Mercury Cougar had become a mini-Lincoln Continental Mark IV and the AMC Javelin died after that model year. The E-body is a perfect example of one of those cars that is much better in legend than reality.
Those buckets on the featured Charger SE & this Barracuda look like one would slide right off of them.
The other problem was that the seat back angle frequently wasn’t adjustable for rake. Obviously the fastback Barracuda had a great deal more utility, with the folding rear seat, but presumably Chrysler did some research (or not) and decided that feature wasn’t sufficiently popular to justify the expense of offering three body styles. Second, the E-body Barracuda and Challenger were definitely in the battleship class as far as pony cars went; both were (in a structural sense) basically cut-down B-body intermediates. If you wanted a Supercar, a Duster 340 was lighter, a lot less expensive (more than $200 cheaper than a six-cylinder Barracuda hardtop) and in good tune would give anything short of a 440 or Hemi E-body a run for its money. The thing that really killed the E-body was the much cheaper , more practical, and nearly as fast Duster 340. Of course, the point of the big-engine pony cars was not that they sold in huge numbers, but that they got the buff book editors and amateur street racers excited, earning ink and word of mouth that helped to sell 289s, 302s, and 327s (as appropriate).



I don’t want to single out Chrysler too much on that, since Ford made pretty much the same error with the 1971-73 Mustang. It really is amazing, how the utterly dull 1967-69 Valiant short-wheelbase slant-6 two-door sedan gave way to the Duster, which (despite the Valiant front end) was both better-looking and more practical while providing a more suitable home for the larger engines. Not to dis Martin, but he was also a notorious patent-infringement litigator (what some would call a patent troll these days), the main reason behind the huge gaps in between his cars.
Anyone else think of arboreously rebodying a Smart car when they first saw the Martin Stationette? The Smart Car does not have a CVT – it has a 5spd manual with automated paddle shifting ! This and the other Lane Motor Museum cars are going to make Keeneland Concours d’Elegance the place to be July 18. While I might give a slight edge to the Challenger (I especially love the full-width taillights of the ’70), the Barracuda is equally good looking. Like its similarly-equipped Challenger Special Edition (SE) sibling,  it was likely a response to the Ford Mustang Grande (CC here) and Cougar XR7: a plush ponycar for those buyers so inclined. Unlike the overhead console on my mother’s 1992 Grand Caravan ES, there was no digital clock or compass, sad to say. Come 1972, only a base Barracuda and defanged ‘cuda were available (with 318 and 340 V8s only) with no convertible in sight.
At first blush it appeared to be a Plum Crazy ‘cuda, but my Brougham radar spotted the cool Gran Coupe badges a split-second later. To me, it looks like the seats have been redone in vinyl but closely matching the original pattern.
Total Dodge Challenger and Plymouth Barracuda sales that year were about 130,000 units, and Chrysler apparently expected that much volume out of the Barracuda or Challenger alone. The 1970 models were designed to easily accommodate anything from the slant six to the Hemi V-8. Chrysler began quickly paring back the engine options and eliminated the convertible body style for 1972.
They were pretty much unloved and unmourned when Chrysler pulled the plug in the spring of 1974. Perhaps a lightly facelifted Challenger and Barracuda could have shared in the sales bonanza enjoyed by the Chevrolet Camaro and Pontiac Firebird later in the decade.
In fact, the E-body was so bad, was so expensive to produce, and sold so poorly when new, that it has the potential to actually be a considered as a candidate for Deadly Sin status. Ergonomics was way down on the list of design priorities after styling, production economy and (from 1968 on) federal motor vehicle safety standards.
They were big and fairly heavy, although they had tiny trunks and almost no back seat room. The big-engine E-bodies that everybody wants today would run you more than $4,500 and if you were under 25 would cost as much to insure as the monthly payment on a 36-month loan for a new Duster. Chrysler undoubtedly saw this and, as usual, planned the next generation Barracuda (and the variant that the Dodge dealers had been screaming for) accordingly, figuring by the time they got their Camaro SS396 clones to market, there’d still be plenty of buyers.
The pony car market was always more heavily skewed toward base V-8s than any of the performance engines in actual sales volume. In retrospect those sportier Dusters don’t attract much attention, perhaps, but they clearly made a difference at the time. I just saw this at the Lane Museum a couple of weeks ago and it’s even wackier in person.


I imagine if he had the funding he would have more vigorously sued the aeronautic industry rather than invest his time and efforts into automobile production. Finding one today is not especially easy, as only 8,183 coupes and a mere 596 convertibles were built. And though I knew about the rarely selected power window option, it’s still amazing to actually see it. Little known fact is that could also get a 4-way power seat on Cougars beginning in ’71.
If you just wanted a sporty-looking coupe with a six or a 318, the Duster was a lot more practical and a bunch cheaper. Then there was the matter of feeding and maintaining a Hemi or 440, which wasn’t cheap, especially if you had to put some of your income toward baby food and diapers.
The problem was that although the Duster sold great, the profit margin wasn’t nearly as large as the E-body. Given the upward trend in price and insurance rates, it shouldn’t have taken a lot of prognostication to realize the big-engine cars were in danger of pricing themselves out of the market and that designing the cars around the big block engines might not be the best idea.
Because I knew that car intimately, I’d be interested to learn more about how the Duster emerged from it. Over the course of four decades, he made no fewer than four attempts to build cars and market his automobile inventions, each successively more unconventional and, ultimately, unsuccessful. If he had gotten the support and funding, no telling what we would have seen come to fruition from Mr.
Despite the white interior of his car (Hemi Orange and white top, non-original 340 Billboard decals on the outside), it was VERY hot in there while sitting at a light since the fresh air vents were not powered. I drove it many times, and could never get over the sit-on-the-floor driving stance and doors that came above your shoulders. Hey, the Rallye wheels look great, but this Broughamiest Barracuda shouldn’t try so hard to blend in with the rest of the ‘cuda herd!
Martin became interested in flying not long after the turn of the century and went on to record a number of aviation-related firsts—first man to fly over London, first to fly over Alaska—on his way to building an extensive aeronautical resume.
And though he went into business designing and manufacturing airplanes in the Teens and Twenties, he seemed to believe his inventions and patents intended for planes would find greater acceptance if he also applied them to automobiles. A tiny car—roughly the size of an American Austin—it still had the upright, brick-in-the-wind, two-box appearance of most sedans of the Twenties. Underneath, though, it used a Cleveland air-cooled four-cylinder engine for power and boasted four-wheel independent suspension, thanks to Martin’s aviator-cord suspension that used inexpensive rubber cords at each wheel and that theoretically negated the heavy chassis and suspension components of typical cars.
By 1930, Martin had found an investor and promoter, a manufacturer, and even a gimmicky pitch—the crate the car shipped in could double as its garage—but little success with the car. The three-wheeler, in fact, looked much like a flat-faced Isetta and even featured a front-mounted door. The two, which he called the Martin Aerodynamic and the Martin Autoette, still used the aviator-cord suspension, but shared little else with the Dart. Though Martin put auto development aside for the remainder of the Thirties and World War II to pursue other inventions and lawsuits related to his other inventions, in 1948 he did try again to promote another of his inventions—a Tweel-like airless tire—using the Autoette, another three-wheeler along the lines of the Martinette.




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