Cars in the 1960s: History, Pictures, Facts & More Cars in the 1960s Cars in the 1960s Cars in the 1960s In my humble opinion, cars from the 1960s are the best. Not too modern, not too old. Just right. Mustang. Camaro. Road Runner. The list goes on and on. Detroit stated 1964 models were designed with serious consideration for the needs & tastes of American women. Women represented over 1 million sales a year. 1965 was called the “the year of the stylist.” Engineering changes took a back seat to changes in overall appearance. The Ford Mustang dominated. 1966 models brought the first front-wheel drive car since 1937. People were shocked that someone would make a car that would pull by its front wheels! Continued improvements were made to electric cars in 1966. Ford showed off a lab model of a sodium-sulfur battery that was 15 times lighter than the average battery.

Share your love for Cars in the 1960s To read more about a specific year, click on the plus sign next to the corresponding year below. Cars in 1963 Ford Motor Company’s Ford Division spent an estimated $250-300 million to introduce its 1964 models according to Division President Lee A. Iacocca. The Ford ‘new look,’ generally followed the design of the Thunderbird. The popular Falcon, for example, had the look of the sporty Thunderbird. Cadillac continued to stress comfort and performance. The Cadillac fins, the last remaining fins in the industry, were lowered one-half inch, and the 1964 cars are 1/2 inch longer. Chrysler’s luxury Imperial line, completely redesigned, featured a cleaner, less bulky, sculptured look, resembling the competing Lincoln Continental. Detroit indicated that the 1964 cars were designed with serious consideration for the needs and tastes of American women. Executives acknowledged that women represented at least 1 million sales a year, which was the difference between a good year and a bad one. Auto manufacturers emphasized more horsepower per unit.

New engines ranged from 95 HP for the Chevrolet Corvair 500 to a big 360 HP for the Chrysler 300 K. Floor-mounted ‘stick’ transmissions were gaining in popularity. One hand-shifted transmission manufacturers justified the demand on the theory that ‘they make you feel like you are controlling the car.’ Still, Ward’s reported that automatic transmissions were installed on 76.4 % of the 1964 models. Buick featured a new ‘super-turbine’ transmission in some of its 1964 models. Edward D. Rollert, Buick general manager, hailed it as “The greatest advance we’ve made in the automatic transmission. The most important single development in the history of the torque converter.” Cadillac featured a new built-in, combination heating and air conditioning system. All auto makers continued their long warranty periods, with Chrysler’s 50,000-mile five-year warranty, introduced last year, the most generous offer. Twenty-four months or 24,000 miles is the extent of the average warranty in the industry.

Two accessories that excited the car buying public were a tiltable steering wheel, which could be adjusted to seven different positions, and a ‘swing-aside’ steering wheel. Seat-belt sales continued to increase and after January 1, 1964, became standard equipment on all cars. Air conditioning units were being installed in an increasing number of cars. They were factory-installed in 17.9% of the 1963 models. Prices of the 1964 models ranged from $1,953 for the Rambler American 220 to $6,434 for the Imperial LeBaron by Chrysler. A special case was Chrysler’s 20-foot Crown Imperial limousine, selling for $18,500. E. M. Estes, Pontiac general manager, said, “There is positive proof that a majority of the buyers today want bigger, more comfortable, more luxuriously appointed cars.’ To illustrate, he cited the 1964 Pontiac Tempest (introduced in 1960 as a compact), which was lengthened to 203 inches, 8.7 inches longer than the 1963 model.

Cars in 1964 The US Auto industry was hampered by strikes and parts shortages in 1964 but finished the calendar year with near-record production and sales figures. According to final, unofficial tabulations by Automotive News, 7,746,000 passenger cars rolled off the lines. General Motors was hit by a nationwide strike on September 25, 1964. Ten days later, terms were reached on a settlement. Similar local strikes later plagued Ford. It wasn’t until November 23 that the industry’s main labor troubles ended. While domestic car makers had their troubles, imports fared well. The 1965 line in general was described as “the year of the stylist.” In the minds of the motoring public, engineering changes were subordinated to changes in overall appearance of the cars. Engines got a bit more power, but car warranties went unchanged. US auto makers offered buyers a choice of 343 new models. GM cars presented softer, curving lines and a racy look; Ford featured sharp, crisp shapes; Chrysler and American Motors added a bit more sweep and roundness to their cars’ contours. Most models grew in length.

If any new model deserved a “Car of the Year” award it was Ford’s Mustang. From the day of its off-season introduction on April 17 until year’s end, Ford had turned out 303,275 of those bad boys! Plymouth was well received with its Barracuda. Chrysler, which already controlled Simca in France, bought a $35M minority interest in Rootes Motors, of England, in June. Chrysler said it would not increase its 30% stake in the British firm. GM and Ford also continued their overseas expansions. A “Poor Man’s Rolls” was offered during the summer, the result of a bit of British industrial teamwork. Rolls-Royce supplied the aluminum, six-cylinder engine, and British Motor Corp. built the body. They called it the Vanden Plas Princess R. Its selling price was a shade under $5,600 — against the $15,400 for a Rolls Silver Cloud III. The Princess R was about the size of a Benz, with a top speed of 112 mph.

Cars in 1965 The US auto industry had its biggest year ever in 1965, with production, sales, employment and profits soaring to all-time highs. Another all-time high was reached: traffic deaths. Style-conscious Detroit was forced by government action to pay more attention to the good health of the people. Cars in California were equipped, for the first time, with a $45 device that reduced carbon monoxide gases. Lyndon B. Johnson signed the Clean Air Act authorizing the government to create standards to limit air pollution. For its 1966 cars, the industry created a “safety package”, which included backup lights, multiple windshield wipers, padded dashboard, rear seat belts and windshield washer fluid. The price of these items averaged about $50. For the US industry as a whole, there were few style changes in the 1966 models. The four major auto companies offered 364 body styles. Options were popular too. The first front-wheel drive since 1937 was released in the Oldsmobile Toronado. People were shocked that someone would make a car that would pull by its front wheels instead of push from the back!

New innovations included the station wagon dual-action tailgate and stereo tape players with FOUR speakers. Also new were Pontiac’s overhead cam, six-cylinder engine, Chrysler’s unique safety door handles and American Motors’ self adjusting clutch. Cars in 1966 Safety was the primary concern in 1966 as the industry chalked up it second best sales year ever, topped only by 1965. But with a nationwide death toll of about 1,000 road deaths per week, everyone’s focus was on safety. And 1966 was an unparalleled year for safety requirements for car manufacturers. Here’s a long list of just some of the new standards for automobiles that were required in 1966 (in no particular order): Auto manufacturers had to notify car buyers of any safety defects or recalls Anchorages for shoulder belts and seats Recessed control knobs Safety door latches and hinges Four-way flashers Safety standards for tires and rims Turn signals visible from the side Rear window defoggers Non-rupturing fuel tanks and pipes US companies offered 367 basic 1967 models. Most had options. Two major sales themes were sportiness and safety.

Ford, with the hugely popular Mustang carrying the load for a couple years, was finally getting some real challengers. One came from within: the Lincoln-Mercury Cougar. Chevrolet released the Camaro and Chrysler-Plymouth beefed up its Barracuda line. Prices ranged from $2,000 for a Rambler to $10,000 for a Cadillac Seventy-Five limo. The design trend was toward a long hood, a short deck and low, sleek profiles. For the first time, all four major auto manufacturers guaranteed the power train for 5 years/50,000 miles. The electric car emerged on the scene in 1966. Ford showed off a lab model of a sodium-sulfur battery that was 15 times lighter than the average lead battery. At the time, company engineers said they need at least TWO MORE YEARS to develop a prototype car. In October, GM showed off two experimental vehicles: a Corvair and a small truck. Both could drive about 40 to 150 miles.

1960s Sports Cars & Muscle Cars (in chronological order) 1960s Luxury Cars (in chronological order) 1960s Family Cars, Station Wagons & Sedans (in chronological order) 1960s Compact Cars, Trucks & Concept Cars (in chronological order) Advertisement Popular Convertible Cars of the Fifties, Sixties and Seventies - CarsDirect Popular Convertible Cars of the Fifties, Sixties and Seventies January 27, 2012 The open road and a convertible car is a common dream and common theme, and the convertible cars of the 60s and 70s can help you live that dream. Different car collectors are attracted to different cars, and even different eras of cars, but there are a good number of interesting convertibles that were manufactured in those decades. Buick Electra Coming from the Roadmaster (Electra) and Limited (Electra 225) models, 1961 was the final model year for the Electra. The Electra 225 continued beyond 1961, though.

The Electra 225 was given that name because it had an overall length of 225 inches. That also earned it the nickname "deuce and a quarter." Buick Wildcat While Buick had used the name "Wildcat" for several cars over the years, they introduced the Wildcat in 1962 as style of their Invicta model. The 1963 version, though, was its own model line. Cadillac DeVille 1965 was the first year that a Cadillac DeVille convertible was offered. That makes it especially interesting to collectors. Of course, the Cadillac name plate has an appeal all its own, too. There are those who are really attached to Cadillacs and this, then is an especially important and appealing specimen. Falling near the front end of the DeVille's 4th generation, the vehicle represented the luxury car. Convertible versions added a "top down cruising" sense of freedom. The 1969 DeVille was a 225.0 inch long convertible which featured a 472 cu. inch V8 engine with 375 hp and 3-speed transmission.

It had a wheelbase of 129.5 inches and sharp angled lines. It also complied to the new federal safety and emission legislation. The 1970 DeVille was a very popular convertible model. With its 3-speed automatic transmission and an 8.0 Liter V8 engine power packed with 340 hp, it found many admirers and remained a pillar-less hard topped car until 1973. This is also a very popular classic car and is often seen at exhibitions and road shows. Cadillac Eldorado With a stylish exterior that was an improved version of its previous model and other changes made to comply with the then newly laid federal safety norms, the 1970 Eldorado introduced the 8.2 Liter V8 engine, power packed with 400 hp. The handling of this vehicle was praiseworthy. This was the most popular convertible in its time and the model remained in vogue until 1975. The instrument cluster starting with the 1974 model had a modern redesign. The ultimate in American personal luxury car at the time, the Eldorado convertible combined that luxury sort of aesthetic and mindset with the freedom of top down driving.

Chevrolet Impala SS This convertible had a 427 V8 engine, 390 bhp at 5,400 rpm, 460 lbs-ft at 3,600 rpm, and new pontoon bulge fender lines. In 1969, 2,455 copies were produced by Chevrolet. Chevrolet Camaro 1967 was the first year that the Camaro was available, and that makes the 1967 Camaro convertible even more collectible than a lot of others. The 1968 Camaro convertible was still in the first generation of Camaros, making it more appealing for a lot of collectors. The 1969 Camaro was a 2-door, rear wheel drive, front engine convertible which inspired the design of the fifth generation Camaro. The grille had deeply set headlights that gave the car an aggressive look. The 1975 Camaro convertible was based on the 1970 redesign of the Camaro. Considered the second generation of the vehicle it was this design that persisted into the first part of the 1980s.

Chevrolet Chevelle 1966 saw a totally redesigned Chevelle. As is generally the case, first year models of a new style on a popular car have more lasting popularity than some of the other years, making this a definite collector's item. While the 1967 Chevelle had only minor redesign changes from the previous year, it had the benefit of a number of new safety features. That makes it a popular model for collectors. While the 1971 Chevelle—like all General Motors cars at the time—had lower compression than the earlier models (and therefore lower horsepower) to meet tightening emission requirements, the Chevelle SS convertible was still a popular model and remains popular with collectors today. Chevrolet Corvair Despite a campaign that was launched to label the Corvair as unsafe, enthusiasts still love the Corvair. It stands alone as a rear engine vehicle from a major American manufacturer. Many are still enraptured by the charms of the vehicle and it remains quite collectible. Chevrolet Corvette It doesn't really seem possible to separate the Corvette from the American consciousness or the concept of collectible cars. For that reason, no matter what the year, if there was a Corvette in production, it should make the list.

The 1961 Corvette had a fully redesigned tail half. Redesign debut years of any car are generally more popular with collectors. If you can find a 1966 convertible with the big block engine, you've got a real gem. That 427 cubic inch engine was introduced with the 1966 model, making this a collectible among collectibles. 1968 saw the introduction of the third design of Corvettes. Whenever you talk about the first year or the last year of a specific design, you know it will be more collectible than other years. The 1967 model was the last year in the second style of Corvette. That makes this one even more attractive than some of the others. The 1975 Corvette convertible is especially interesting because it was the last year they made a convertible model until the latter half of the 1980s. For any year, Corvettes remain sought after collectors' items—and the convertibles in many ways are even more so. Chevrolet Impala Another car that had a full redesign with the 1961 model year, the Impala has always been popular with collectors.

In 1963 the Impala was Chevrolet's top of the line car. The most popular version of the Impala with collectors is the '63, but the 1964 Impala convertible is similar to that year's design, but has some cosmetic alterations here and there. The 1965 model of Chevy Impala was a fully redesigned car. It also, to this day, holds an industry wide record of selling more units than any other. Of course, of that number, even fewer were convertibles—meaning that although this is a popular car it is still quite collectible. The 1966 Impala was the last year before the new "Coke bottle styling" redesign, making it a more collectible version than some of the others. The Chevrolet Impala was still GM's best selling car in 1967. The convertible was the second best selling one in the United States (just behind the Mustang). The 1969 two-door convertible Impala SS was available only as a Z24 package, with a 427 cu. inch 7.0 L inline V8 engine. It's a collector's item and very rare to find.

It had standard front wheel disc brakes and 15-inch wheels and was mechanically better than previous models. Chrysler 300 The 1969 300 convertible had a 440Cl-350HP V8 engine, power steering, brakes and door locks, air conditioning, a power convertible top and 3-speed transmission. Only 1,933 such convertibles were produced by Chrysler. Dodge Challenger The Challenger (Dodge's answer to the Mustang and Camaro) was only offered as a convertible for two years—1970 and 1971—making these cars sought after collectibles. Dodge Dart Convertible The Dart was Dodge's compact vehicle. It had seen a redesign in 1963 and the 1964 version (like its predecessor) was available as a convertible. Ford Falcon Convertible The Ford Falcon was the predecessor of the Mustang and, in fact, the Mustang was designed on this car. It was a popular car in its day and while it didn't hold up in terms of sales compared the Mustang, it is still a prized find.

1964 saw a redesigned Ford Falcon, a style that was meant to be more modern, but it was quickly overshadowed by the Mustang. Ford Mustang The Ford Mustang is nearly as iconic as the Corvette. Technically, there is no 1964 Ford Mustang. First introduced with the 1964 ½ model year, the Ford Mustang had some minor changes in its first full year of production. It still shared a lot with both the Falcon and the Fairlane. These early Mustangs are some of the most highly sought. For many collectors, it is the only "real" Mustang. By 1966 the Ford Mustang convertible had become the best selling convertible in the United States. These cars are still very collectible. The 1968 Ford Mustang was still within the prized first generation of Mustangs, making it stand taller than many. The 1971 Mustang represented a redesign. It was definitely heavier than earlier models, a bone of contention for some Mustang fans, but it was still a popular car. The convertible was (and still is) perhaps even more popular than the hard top.

The new redesign of the Ford Mustang in 1974 had seen a return to a smaller version of the car, but new emission standards and a desire for fuel efficiency also brought a loss in power. Still, the 1975 convertible (the same design) is popular with collectors as all Mustangs are. Ford Thunderbird The first year to feature the new, bullet-like look, the 1961 Thunderbird also featured a 390 cubic inch eight-cylinder engine standard. By 1963, the Thunderbird was at the end of its third generation, having been redesigned in 1961. All Thunderbirds have an appeal to classic car collectors—the convertible from the '63 model year being no exception. The 1966 Thunderbird saw some fairly drastic design changes. These two things combine to lend more appeal to collectors. Ford Torino GT The Torino GT was one of the late comers in the convertible market in 1970, but went on to become one of the very popular convertible cars. These vehicles were sleek, spacious and provided a very comfortable drive.

With a stylish linear style speedometer, the two door convertibles had the luxury of a "DirectAire" ventilation system. Bucket seats with high backs were a standard feature for all cars. The V8 models were also equipped with a ribbon style tachometer. Mercury Comet The Mercury Comet was originally planned as an Edsel and while that line had gone extinct, the Comet came out as a Mercury in 1960. Still, it didn't actually bear a Mercury name plate until 1962. 1963 was the first year in which they offered a convertible version, lending definite appeal for collectors. MG MGB A British car, the MGB was a roadster. The 1975 version, like the rest of the line has its fans and followers. It was definitely one of the smaller cars on US roads at the time. When you consider that there was a move underway at the time towards smaller cars that says a lot. Oldsmobile 442 This muscle car made its debut in 1964. That makes the 1964 convertible one of the more collectible versions of the Oldsmobile 442.

Originally an option package on two of Oldsmobile's popular vehicles, 1968 was the debut of the car as its own model. As always, first years of something new have a higher appeal to collectors. Plymouth Barracuda While the Barracuda was cut from the same cloth as the Ford Mustang (and actually predated it by a bit), it was never as popular as either that Ford or the Camaro. It had its share of aficionados and still does, though. The high performance model was called the 'Cuda and the convertible version of that one is probably the most popular of the barracudas. In 1969, this two-door convertible had a 383 cu. inch B V8 engine capable of producing 330 hp and a Mod Top that was a vinyl roof covering with a floral motif. The seat and door panel inserts also had the same motif. In addition, it had rectangular side-marker reflectors without lights, to comply by Federal auto safety standards. Other features included wider wheel openings, and revised front and rear end styling.

The 1970-1971 Barracuda Convertibles are rare cars and are hence very valuable today if you're looking for classics and collectible vehicles. These cars were quite short lived and offered for only two years. They were the Plymouth Company's third generation of the ponycar line but were never popular and short lived. This was because there was a noticeable decrease in the Barracuda's performance, as the block engines had to be discontinued to meet up with the federal safety norms and emission standards. Plymouth Fury 1964 was the final year for the second generation of Plymouth's Fury. First and last years of a specific design are often more collectible than the middle years. Plymouth GTX The Plymouth GTX debuted in 1967 as the "Belvedere GTX." It was billed as a "gentleman's muscle car." The GTX was the top of the line Plymouth upon its introduction. Pontiac Firebird The Pontiac Firebird shared a lot of parts and designs with the Camaro. It was always a popular vehicle, too. Debut years are nearly always popular with car collectors, and 1967 was the first year that the Pontiac Firebird was available.

Pontiac GTO At first the GTO nameplate was an option package for the LeMans. Such was the case for the 1964 Pontiac convertible known as "GTO." It was the first year for that distinction, making it especially collectible. Part of the Tempest line, the GTO had some design revisions for the 1965 model year. GTO's (or "goats" as they are affectionately called) have always been popular with collectors. The 1966 Pontiac GTO was redesigned from the previous year to bring in that "Coke bottle" look. That makes this a more collectible car than a lot of others. The 1967 version of the GTO had several design changes from the previous year's model. That, and the fact that there were only about 10,000 convertibles manufactured, makes it a good choice for collectors. Always a favorite among car enthusiasts, the 1968 GTO represented a design change from the previous year. As such the car (and especially the convertible version) is quite collectible.

The 1969 GTO Convertible was a powerhouse with a 400 cid OHV 16-Valve V8 engine, which generated 350 hp with automatic transmission. Other features included hideaway headlights, 4 speed gearbox, front power disc brakes and dual exhausts. Pontiac also introduced the "Judge" model in the same year. The Judge had a 400 cid RAM Air V8 engine, hood mounted tach, and black textured grills. Although the 1971 GTO, like the rest of General Motors' offerings that year, had a lower compression (and therefore lower horse power), they made only a small number of GTO's. That makes it quite rare (especially the convertible) and quite collectible. Pontiac LeMans For the 1961 and 1962 model years, LeMans was the top of the line version of the Pontiac Tempest model. With the 1963 edition it became a model all its own. That, in a way, makes the '63 edition its debut outing. For that reason it generates quite a bit of interest for enthusiasts.

Pontiac Tempest Perhaps not the high profile vehicle that the Firebird and GTO are, the Tempest has been a popular one with collectors, nonetheless. 1968 was a redesign year for the Tempest, bringing an added charm for enthusiasts. Shelby Convertible The 1961 Shelby Convertible is an extremely collectible car from the period. Also known as the "AC Cobra" or the "Shelby Cobra," the 1961 model was the first year this British sports car used an engine built using Chrysler engines. Shelby Mustang GT500 Shelby after having terminated his contract with Ford, made an extensive modification in the years 1968 through '70 to manufacture the GT350 and the GT500 trim series. The GT500 convertibles had a longer body with a 7 Liter V8 engine and a 3-speed automatic or 4-speed manual transmission packed with 335 hp. The colors offered were pleasing to the consumers, white being the most popular.

The '69 was powered by a Super Cobra jet V8 engine capable of producing 335 bhp at 3,200 rpm and a torque of 440 lbs-ft at 3,400 rpm, this convertible could go from 0 to 62 mph in 6 seconds and had a fuel economy of 12 mpg. Volkswagen Beetle While the name "Beetle" wasn't actually used by Volkswagen until the 1967 model, it had already become popular by 1961. The company referred to it simply as "Type 1," but also as "Käfer" which is the German word for "beetle." The Beetle would see some fairly extensive redesigns by the late 1960s, but this version was a transition from the 1950s versions of the car. Volkswagen Karmann Ghia With its Italian styling on top of German engineering, the Karmann Ghia was Volkswagen's sports car, and the 1964 version was a popular one.

The German manufacturer had been producing this Italian styled sports car since the 1950s and, while not nearly as popular as their Beetles, the Karmann Ghia definitely had made a lot of fans over the years. Related Articles Used Car Buying - August 11, 2016 Sell Your Car We can help you sell your car for FREE. 100+ major city zones near you Up to 16 color pictures And More Motoring in the 60s Motoring in the 60s The big event in motoring in the sixties was motorways. The first stretch of motorway in Britain was not the M1, but the Preston By-pass, now part of the M6, which was opened in 1958. It was in fact closed only a few weeks later when frost broke up the surface! The first stretch of the M1 was built between March 1958 and November 1959 at a cost of 18,000,000. Fittingly as the fifties ended and the sixties began, a new age in motoring dawned.

The impact of motorways on driving is difficult to appreciate in today's congested times - but it halved journey times. It ushered in a new era of fast and powerful cars. The Jaguar MkII was actually launched in 1959, in time for the M1. A new type of fast touring car - the GT - was being built to cope with the new conditions. It is no coincidence that MG illustrated the brochure for the new MGB GT with a picture of the car on a motorway - a beautifully clear motorway at that! Launched in 1965, the MGB GT was a closed-in version of the MGB, which was first seen in 1962. BMC had taken three years to produce the GT, leaving motorists less than two years to appreciate its top speed of in excess of 105mph before speed limits were introduced on motorways. My own memories of motorways are, as a child, on my way to the seaside. They were fast, generally empty roads. Spotting the derelict houses that were dotted along the route provided a break from the boredom.

Motorways were built in the era prior to "public enquiries" and concern for the environment did not exist. My parents were simply happy to wave goodbye to the traffic jams of the past. The Mini The car that most people associate with the sixties, the Mini, was actually a product of the late fifties. BMC Chairman, Leonard Lord was disgusted by the appearance of bubble cars on British roads as a result of petrol rationing following the Suez Crisis in 1957. He asked top designer, Alec Issigonis, to design a car that was smaller than the Morris Minor, but nevertheless could seat four people in comfort. Unlike the bubble cars, it was to be in every way a "proper"car. Issigonis' design was revolutionary. Instead of mounting the engine North-South (front-back) and driving the rear wheels, the Mini's engine was to be mounted across the car - East-West, and the Mini was to be front-wheel drive. This arrangement meant that the new car would be at least as spacious as conventional small cars of a larger size - such as the Austin A35 or Ford Anglia. The Mini was launched in August 1959.

It was initially available as an Austin Seven (or Se7en in Austin's advertising copy of the time) or a Morris Mini Minor. Neither of these names caught on and the car became known to the public as just the "Mini". The first Minis were basic by today's standards. They had sliding windows. Wind-up windows did not come until 1969. Rubber mats covered the floor of the basic model, although carpets were available on the deluxe variant. There was no dashboard as such, just a centrally mounted speedometer separated two parcel shelves either side. There was no heater on the basic version. A heater was standard on the deluxe version. However, at the time it was not uncommon for much larger and expensive cars to come without a heater or full carpeting. The Mini took a year or two to really catch on with the public, but when it did, it sold extremely well throughout the decade. It was soon joined by the more sporting Mini Cooper and Cooper S - which won the Monte Carlo rally three times. There was also a Mini van and an estate car available with or without Morris Traveller style wooden framing, and two upmarket versions, the Riley Elf and Wolseley Hornet. These had wooden trim and leather seats.

They also lost the Mini's distinctive external door hinges and were the first of the Mini range to have wind-up windows and the 998cc engine. The Mini had a much broader appeal than BMC anticipated. Its small size made it ideal for parking in London. It was taken up by the rich and famous, as well as the ordinary. Coach builders, Harold Radford, took a basic Mini, usually a Cooper, and retrimmed the cars to incredible standards of luxury. Deep pile carpets, well-padded leather seats, wooden facia and cappings and special paint jobs made the Radford Minis stand out from the crowd. Pop stars and celebrities bought them. The ultimate Mini of the era was a Downton-tuned, Radford Mini Cooper - luxury and speed combined. Cortina and 1100 Although the Mini undoubtedly was the car of the sixties, the real competition for the mass market was between BMC's 1100 series and Ford's Cortina. The 1100 was Issigonis' next car after the Mini.

He took the transverse front wheel drive concept one stage further and designed a car of just over 12' long with a cabin as spacious as those of contemporary cars of 14' or more. The styling of Issigonis' initial concept was sharpened up by Farina. The result was a very neat and crisp design. The Morris 1100 was launched in August of 1962. The Austin version appeared a full year later in September 1963. The 1100 was considerably better equipped than the Mini. Standard and deluxe versions were available priced at 675 and 695 respectively. Interior features included trimmed doors and better quality seats. Deluxe features included such luxuries as a passenger's sun visor, front door pockets and padded rear quarter panels. A heater was still an option in both versions. Appearing in September 1962, the Ford Cortina competed head to head on price with the Morris 1100. It was priced at 639 for the standard version and 666 for the deluxe. Although these prices were for two door Cortinas.

The four door models appeared at the end of 1962 and after purchase tax revisions in the budget of that year, they were priced at 591 standard and 615 deluxe. Morris 1100s, which were always four door, were then selling for 592 and 611 for standard and deluxe. In spite of the similarity in price, the cars were very different in character. Ford advertising called the Cortina "The small car with a big difference". The Cortina was a conventional, rear-wheel drive saloon car. It's really revolutionary feature, though, was the price. Never before had a family saloon of this size offered such value for money. Ford did not cut corners with the design. The Cortina was very stylish and up to the minute. The overall look was well balanced and neat. It's circular rear lamps finished the design off beautifully.

The Cortina Mk1 was used by Hattie Jacques' "Glam Cabs" in the film "Carry On Cabby" as sleek modern transport, driven by glamorous lady cabbies - to compete against husband Sid James' fleet of, by then, out-dated Austin Taxis built to a pre-war design. The Cortina was 2ft longer than the 1100, but offered similar interior space. Ford had tried hard to keep the weight down and both cars weighed 16cwt. The Morris's 1098cc engine produced 48bhp at 5100rpm whilst the Cortina's 1198cc engine managed 48.5bhp at 4800 rpm. The Cortina's top speed was 77mph and it took 22.5 seconds to reach 60mph from rest. The Morris 1100 was a fraction quicker managing 78mph and a little more economical 32.7 mpg as against 30.2 mpg - but I am splitting hairs here. It was really down to personal preference. Both cars had strong followings throughout the sixties.

Initially the 1100 was ahead in sales, but lost out by the end of the decade to the Cortina. In October 1966 the Cortina became the Mk2. The new Cortina was, according to Ford's sales literature, "more Cortina". They were trading on an already established name and made it better. Stylistically, the Cortina had moved on. It had much straighter and squarer lines than the original Cortina, fitting in with the fashion of the time. It looked a far more modern car. In comparison with the outgoing model, the new Cortina was the same length, 14 ft, but 2.5 inches wider. Overall it was roomier, and better finished and equipped. However, it did lack some of the original car's undoubted style. Ford had positioned the new model slightly higher up the in the saloon car market. In 1967, the new Cortina sold for 749 in four door deluxe form. Its original rival, the Morris 1100 was now selling for 689 for the four door deluxe.

In Autumn 1967, a facelift was applied to the Austin/Morris 1100 range. The cars received cropped tail fins. Fins by this time were becoming unfashionable. However, when the Austin 1800 was revamped a year later, it was given fins for the first time! Both cars (Morris and Austin) had a new grill and were available as 1300s as well. Both were available as deluxe, or super deluxe, there were no basic models. The deluxe version featured a central speedometer with parcel shelves either side, whereas the super deluxe had a much better equipped dashboard with a strip speedometer. The interior of the deluxe was actually quite plain. The super deluxe car had two-tone door trims, which were, to my eyes, more attractive. Although mechanically similar, the new cars looked considerably more modern than the cars they replaced and continued to sell well. Other family saloons Although the Cortina and 1100 offered most of the requirements of a five seater family saloon of the sixties, most of the major manufacturers produced a slightly bigger and better equipped car along traditional lines throughout the decade.

BMC offered the Farina styled Morris Oxford and Austin Cambridge saloons throughout the decade. These were extremely popular with more conservative buyers and no sixties street scene would be complete without one of these cars. Originally launched in 1959 as the Morris Oxford Series V and Austin A55 Mk 2 Cambridge - the A55 Mk1 was styled completely differently, although had similar engine and running gear. These cars were rather long and narrow looking with large tail fins. Originally they were fitted with a 1489cc engine and managed a top speed of 78mph. Inside, the Austin was quite plain. The Morris was slightly more glamorous. It looked like a restrained American fifties saloon (very restrained that is, but the impression is there, nonetheless). They were extremely roomy inside - much more so than the equivalent modern car. Both cars were given a facelift in 1961. The models became the Morris Oxford Series VI and the Austin A60 Cambridge. Improvements included a larger engine, 1622cc, a longer wheelbase and wider track. The overall result was a much better car. The wider track significantly improved road holding.

Both cars could now reach 80mph and accelerated from 0 to 60mph in 21.4 seconds. Not spectacular, but respectable for the time. Externally both models had new grills and less prominent fins. The Austin Cambridge often featured a flash along the bodywork of contrasting colour to the paintwork. It was also given a wood effect dashboard, which was a significant improvement over the plain, painted metal affair of the earlier car. In this form both cars remained unchanged for the remainder of the decade. The Austin was withdrawn in 1969 and the Morris in 1971 - to be replaced by the Marina. Alongside these cars were more sporting and luxurious versions produced under other BMC badges. The Wolseley 15/60 and 16/60 were mechanically similar to the Austin A55 and A60. They were distinguished by the make's famous illuminated badge and traditional grill and a rather striking two-tone paint job, when specified. Inside, the Wolseley was luxuriously trimmed with a full wood veneered facia and door cappings, high quality leather seats and deep pile carpeting.

Selling in 1967 for 868, as opposed to 804 for the deluxe version of the Cambridge, it was good value for money. For the more sporting driver BMC offered a choice between the MG Magnette Mk IV at 916 and the Riley 4/72 at 916. These cars had a twin carburettor version of the 1622cc engine and could reach a maximum speed of 86mph. Additionally, the cars were trimmed to a very high standard - hence the premium over the Wolseley in price. Both were face lifted versions of a previous incarnation based on the original Farina saloons - the MG Magnette Mk III and Riley 4/68. The MG in particular was not well received by MG fans. The car replaced the Magnette ZB which handled well and was well liked. The Farina versions were far less sporty in their handling characteristics and were not really a proper sports saloon. Having said this, they were popular with the general public and outsold the original Magnette. Both were stylish and upmarket family saloons.

BMC made a clean break with the past in their medium sized saloon cars in 1964 when they introduced the Austin 1800. This was another Issigonis design - front wheel drive, transverse engine. Originally it had been intended as a replacement for the A60, but with the availability of the 1800cc B-series engine designed for the new MGB sports car, it just grew whilst on the drawing board. The result was a very spacious and comfortable saloon. It was fast too, with a top speed of 90mph. Unfortunately, the styling was not to everyone's taste. It lacked the crisp neatness of the 1100 series. Inside it was rather plain, although the deluxe version has leather seats. The 1800 did not sell as well as expected. The A60 range still appealed to conservative buyers. The 1800 possibly did not have quite the right image. With better styling and interior, it could have done much better. It offered more space than most 3 litre saloons of the era. Vauxhall offered the Victor saloon in various guises throughout the sixties.

At the beginning of the decade, Vauxhall were still selling a restrained version of the Victor of the late 1950s. This car was a scaled-down version of General Motors products in the US. In its original form, the Victor sported large amounts of chrome and had more than a passing resemblance to a 1956 Chevrolet. The styling was not to everyone's tastes and on top of that, the car had a reputation for rust, which the Company found hard to live down. In 1961, this ageing and by now unfashionable model, was replaced by the restyled FB series. These cars were much more restrained in style and bore no resemblance to the outgoing model. Vauxhall were keen to lose their reputation for rust and these new Victors were undersealed from new and the sills were injected with wax. These cars were available as standard, super and deluxe. In Vauxhall's hierarchy deluxe was top of the range. In Ford's super was - the Cortina super was top of the range. The deluxe Victor offered a touch of luxury with a walnut facia and leather seats.

In February of 1962, the Victor range was topped by a high performance version the VX 4/90. This car had a top speed of 88mph and could reach 60mph from rest in 16.9 seconds. Externally it was identified with a contrasting side flash. Inside the car was well trimmed with leather seats and walnut facia and cappings. The VX 4/90 was in direct competition with BMCs Riley 4/68 and MG Magnette. Vauxhall replaced the FB four years later, in 1965, with the FC Victor. These cars were of a squarer profile and very much the fashion of the mid-sixties. The square profile was relieved by gently curving doors and side windows, which gave considerably more interior space over the previous Victor. The VX 4/90 was also carried over into the new models. Once again, it was stylish and well equipped and carried over the characteristic side flash. Rootes Group (Hillman, Singer, Sunbeam and Humber) offered cars in this class as well. Most notable was the Hillman Super Minx.

This car, which was a development of the more basic Hillman Minx, was launched in 1961. It had unusual outward sloping fins at the back and oval tail lights. Rootes, like BMC, were keen on badge engineering and produced two luxury versions of the Super-Minx - the Humber Sceptre and the Singer Vogue. The Singer Vogue was a better trimmed version of the Super-Minx. The Humber Sceptre was quite special. It was meant to be a proper luxury saloon in the Humber tradition, but of compact size. Inside it was well trimmed. Although wood and leather did not feature, it was of high quality and stylish design. Externally it had a different roof line, but the main difference was under the bonnet. The Sceptre had a high compression version of the 1592cc engine fitted to the two lesser cars with a light alloy head as used in the Sunbeam Rapier sports saloon. This meant the Sceptre was a genuine 90mph car. The Sceptre was quite expensive, selling for 1029 in 1965.

Alongside the Super Minx, Ro's mainstay in the 1950s. It was given a restyle for the new decade and continued to sell well. Glamour, style and luxury - the big cars Most of the major manufacturers produced a "big" car to top their range throughout the sixties. BMC made the Austin Westminster and Wolseley 6/99 and 6/1l0. These cars were larger version of the Farina styled A60 derivatives. They were conservative cars, but had a presence and elegance not associated with smaller saloons. The Westminster began the decade as the A99. It had BMC's 6 cylinder C series engine of 2912cc. Using twin carburettors, this engine developed 103bhp. It could propel the car to a speed of just under 100mph and reached 60mph from rest in 14.4 seconds - quite fast actually. These cars were surprisingly quite plainly finished inside, with only a painted metal dashboard. Along with the small Farina styled cars, the A99 was face lifted in 1961.

It became the A110 with a 120bhp engine and a top speed of 102mph. A wood effect dashboard was also added at this time. Later in the decade, a super-deluxe version had full walnut facia and cappings and picnic tables for the rear passengers. The Wolseley followed the same pattern, becoming the 6/110 in 1961 with the same facelift. Externally the car had Wolseley's famous illuminated radiator badge and traditional grille. Inside it was trimmed to sumptuous standards, featuring walnut facia and door cappings and deep pile carpeting. Ford's Zephyr range was of similar size and performance. They started the decade with the Teddy Boys' favourite - the Zephyr MkII. Introduced originally in 1956, they belonged to the previous rock and roll era - fins and chrome. In 1962, Ford revamped the range and they became the Zephyr MkIII. The Consul name, which had been used to denote the 4-cylinder version of the earlier cars, was now dropped. Strangely enough, the Cortina was now the Consul Cortina.

The new Zephyr still had fins, but a lot less chrome. Where the Austin represented solid conservative values, the Ford was flash, up to the minute and stylish. It was also a bit cheaper - by about 100. Ford's original line up had been Zephyr 4 (4 cylinders), Zephyr 6, and the glamorous Zodiac model. In 1965, they went one stage further in luxury and introduced the executive. These cars had a wonderfully stylish interior featuring deeply padded leather seats finished with leather buttons, as seen in many lounge bars of the era! The Executive sold for 1335 on its introduction - considerably more expensive than BMC's Wolseley 6/110 and indeed the basic Zodiac at 1048. Vauxhall also competed in this area with the Velox and Cresta range. Sports cars There were essentially three types of sports cars in the sixties. The cheap and cheerful and fun cars like the Triumph Spitfire and MG Midget, the mid-range cars such as the MGB and Triumph TR4, and the very expensive and exotic cars such as the E-Type Jaguar and Aston Martin DB series.

To give you an idea of how much these cars cost, these are the 1965 prices MG Midget Classic Car models and prices for cars from the Fifties Saratoga with 180HP engine 125 inch wheelbase power steering in this 6 passenger sedan 1950 --- Ignition Key Starter switches replace former pushbuttons 1951 ----- The complicated Hemi V8 engine is the most powerful engine on sale 1957 ----- V8's engines gain in power and Horsepower 1958 ----- Automatic speed control offered on Chrysler 1959 ----- Chrysler Windsor Sedans top selling model Desoto 1952 Desoto 52 Fire Dome Eight 4 door sedan with power steering power brakes and no shift driving Desoto 1955 The car with power you can boss around a V8 that does all you ask and more and wherever you go people will just admire your car Desoto 1956 Desoto Station Wagon for the ladies with automatic power steering and room for all the children and shopping and power and style 1951 Desoto Prices for cars range from $1,844 to $2,489

 Studebaker Golden Hawk with up to 275 Horsepower option 1950 --- New Bullet nose is introduced 1956 ----- Studebaker Chairman looks for buyer to keep the company afloat 1959 ----- Most models fitted with 4 headlights Willys Jeep 1956 Tough jobs demand a 4 wheel drive universal Jeep from Willys and it is more rugged more roomier and more comfortable than you could ever expect Willys 1952 Quiet Smooth Air Borne Ride in the Aero Willys for 52 and up to 35 mpg and up to 6 adults ride in comfort on the 5ft wide seats Willys 1954 < The Ace 4 door sedan with powered by the 115HP super hurricane engine with a double barreled carburetor 1950's Cars Information Some of the type of advertising for cars available in the 1950's Willys Woody Car for comfort and economy Studebaker is a sleek and fleet look with Roadhugging Surefootedness Buick the beautiful buy just for you Ford cars worth more when you buy it worth more when you sell it Dodge 54 from any

 point of view a lot more for your money Chrysler between thought and action with instant power response Pontiac 1955 with 180HP V8 and twin streak styling American Motors Rambler from Nash and Hudson Distinction in Driving Cadillac Elegance is the word that expresses it The 1950s was one of the most memorable eras in automotive history.

The average new car cost about 1,750 dollars and a gallon of gas went for 27. cents a gallon. This was the first time teenagers had the chance to own and drive their own cars. The 50's also brought Ford into the 50s style of design , until then they had been remodeling the same 1942 style car. Fords new slogan was" 50 new improvements for the "50s. Some of improvements were: Push-button handles on exterior doors. An assembly plant designation was used in the serial numbers for the first time. The Ford Thunderbird was one of the 1950s super cars. The stylish new sports car with a new 102in. wheelbase chassis frame, and a smart new body style , barrel sides, and straight through wing lines from head lamp to tail-lamp cluster,and a fully wrapped-round windscreen with a pronounced dog-leg pillar. Chevrolet offered the 1950 styleline deluxe sedan with affordable automatic transmission. Mean while in the UK BMC was offering the 1959 mini minor one of the first compact cars that offered full 4 pass anger seating .

In the 50s Chryslers advertising not only pictured elegance in automotive design, it also highlighted advancements in engineering. Hydraglide,the industries first power steering unit, was introduced in 1951, and reduced steering effort by up to 80 percent. Following on the heels of Hydraglide were two other innovations-air cooled brakes, and Hemi-head V8 engine. Eventually a 300-horsepower Hemi-head engine found its way into the Chryslers brand's most notable achievements- the 1955 Chrysler C300. As the most powerful full sized car in the world,it found its way into the NASCAR circuit, winning 20 out of 40 races held in 1955. When NASCAR officials realized the power of the 300C engine the decision to ban it from sanctioned racing. Oddly enough the negative publicity, made the Chrysler C300 even more popular, and led up to a similar "super car" in 1956. In 1956 Chrysler teamed up with CBS to offer the " Highway HI-FI" a compact phonograph mounted under the dashboard that played specially-made records.

In 1957 the now famous torsion-bar suspension which provided superior handling and allowed for much lower body styles . At the end of the decade in 1958, Chrysler created a much more efficient and dependable alternative to the carburetor with the development of the electronic fuel injection. In 1954 Jaguar produced the racing D-Types, initially as a racing car, and from 1955 as a limited production machine for worldwide sale. More of these cars were built than could be sold, and at the end of 1956 these D-Types would be reworked and sold as "road-going " cars renamed the XKSS. One of the most famous Mercedes of all time was the, was the gull -wing 300SL..The engine was so heavy the rest of the car had to be as light as possible, to which the competition department designed a stressed multi-tubular space frame, that weighted a little more then 110 lb (50)kg.This car would reach 60mph in under 7.5 sec. and 100mph (160kph) in less than 15 sec.

At the end of the 1950s decade a average car cost around 2,200 dollars, and a gallon of fuel was about 30. cents. The 1950s produced so of the most famous, and most collectable cars of our time. Some of the new innovations and safety features found in cars from the 1950's Seatbelts vacuum-operated wipers replaced with electric Automatic Gearboxes Information on Cars from the 60's | eHow Information on Cars from the 60's  Email Save The 1960s were a time when American made cars ruled the industry. Detroit dominated the automobile market in America and held its own overseas. The 60s became a time for increased speed and performance. Safety features such as seatbelts, power steering and brakes made their way into manufacturing, too. Things were to change for the American automobile dynasty as the world entered the 1970s and foreign manufacturers became fierce competition. American Car Manufacturers The 1960s heralded the rise of the “Big Three” in American car manufacturing: General Motors, Ford and Chrysler.

American Motors Corporation was also a major competitor during this era. According to Anything About Cars’ website, in 1960, 93 percent of the cars sold in America were American-made and 48 percent of all cars sold in the world were from US manufacturers. Economy Cars In the 50s, several foreign manufacturers such as Volkswagen and Fiat produced smaller, more compact cars. By the 1960s, the Big Three and AMC began to produce American “compact” cars that saved gas and were economical. GM came out with the Corvair, which featured a six-cylinder rear engine. Ford developed the Falcon; and Chrysler, the Valiant. The Rambler, AMC’s economy car, came out in the 50s, ahead of the Big Three. It was the first car to offer seatbelts as an option. By 1962, the Big Three’s economy models took a large share of AMC’s customer base, eventually leading to the demise of the Rambler in 1968. Muscle Cars The 1960s became a time when American consumers wanted faster cars. Out of this demand, the muscle car evolved.

Muscle cars are typically mid-sized cars with large, powerful V-8 engines. Pontiac’s GTO became the first to set off the muscle car craze in 1964. After that, a number of manufacturers began turning out their own versions of muscle cars. Ford introduced the Mustang; GM, the Camaro; and Dodge, the Charger, just to name a few. These cars offered speed and performance at a modest price. Rising gas prices and sterner emissions regulation led to the eventual decline of the Muscle Car Era by the late 70s. Foreign Cars Foreign manufacturers such as Volkswagon, Fiat, Datsun and Toyota made their way into the American market in the mid-50s. These cars were smaller and cheaper than American cars and forced American manufacturers to take notice and build cars to compete. BMW and Mercedes represented foreign luxury brands that began to take root in America during the 1960s. BMW began developing smaller, sportier vehicles to compete against Mercedes-Benz in the American market. They introduced their “New Class” sedan in 1961, which became so popular BMW could not produce them fast enough.

This “New Class” design became the model for most of BMW’s cars until the 1990s. A History of 1960s Cars 1960s cars In the 1960's the average new car costs about $2,752, and a gallon of gas was around 31 cents. The 1960's were a time of change: the Civil Rights movement as led by Martin Luther King Jr., the Women's Movement with its demand for equal rights, Russia beat the US into outer space, Elvis hits the UK, the Beatles hit world big time, the advent of the counterculture when hair grew longer and beards became common and reaching its zenith in August 1969 at Woodstock, and later in the decade, man set foot on the moon. Man on the Moon 1969 The 1960's automobiles belonged to a distinct decade of automobile history with the advent of economy , muscle and pony cars. Economy Cars The 1960's saw the American automobile industry consolidating into the Big Three: ( General Motors , Ford , and Chrysler ) and American Motors.

These firms not only dominated the domestic market with the sales of the 1960s cars, but the global market as well. In 1960 American companies built 93 percent of the autos sold in the United States and 48 percent of world sales . In the mid 1950s, however,led by Volkswagen and soon followed by Fiat , Renault , Datsun ( Nissan ), and Hillman, imports began to nibble their way into the rich American market. The growing presence of imports disturbed Detroit, and the Big Three responded with their own small 1960s cars. GM produced the Corvair, Ford the Falcon, and Chrysler the Valiant. GM introduced three new smaller cars in the U.S. as 1961 models: the Buick Special, Oldsmobile F-85 and Pontiac Tempest. Oldsmobile F-85 was a compact sedan, coupe and station wagon powered which had a V8 engine from 1961 to 1963. In 1964 the F-85 was upgraded to an intermediate sized car.

The Cutlass was initially the top model of the F-85 line but became a separate model by 1964 with the F-85 nameplate continued only on the lowest priced models through the 1972 model year. Subsequently, all Oldsmobile intermediate 1960s cars were Cutlasses. 1964 OldsmobileF-85 DeLuxe Chevrolet introduced the radical Corvair which featured an aluminum 6 cylinder rear engine layout. The 1960 Chevrolet Corvair 500 Deluxe came with a Basic Corvair Engine , one-barrel carburetor, and three-speed manual transmission Chevy may not have "copied" the VW 1960s cars but many of the basics of the air cooled rear engine, compact transaxle and suspension were similar with the main difference that the Corvair was larger, inside and outside and was an "American size compact". The Corvair would represent several production firsts for Chevy including: their first (only) rear air cooled engine, first unitized body, first production car turbo, and fully independent suspension for each wheel-front and rear.

1963 Chevrolet Corvair Testudo Early in the year of 1960 a "sporty" Monza model was offered with bucket seats, full wheel covers and full vinyl interior. This sporty 1960s cars were to really "drive" Corvair sales and attract the interest of enthusiasts in the coming years. Even during this early period the Corvair was developing a following and was considered one of the "sportier" compacts, sometimes being referred to as a "poor man's Porsche". As part of the 1962 model year, Chevrolet introduced a new line of 1960s, the Chevy II. The initial Corvair had been positioned as an economy car, but it was much more successful with the plusher trim and sportier image of the Monza model which sold well in 1961. More 1960's Cars: To buy really cheap used cars , Click here : Ford responded with the Falcon, 1960s cars that were its entrance into the compact car race. The Falcon was an uncomplicated little car that was available in two-door or four-door sedans, and station wagons.

The styling gave hint that they were Ford products, but was remarkably simple and attractive. Ford said it was “the world’s most successful new car.” Its sales took off for the stratosphere from the first day. Ford’s little Falcon was a true success story of 1960s cars in the annals of automotive corporate history . 1960 Ford Falcon Chrysler had its Valiant. It was conventional in layout, but actually was extraordinary in its new features. The Valiant was sold as separate brand in the first year, but subsequently displayed Plymouth logos. The first generation was launched in 1960 and lasted until 1962. It consisted of a unibody car. It was restyled in 1963 then totally redesigned in a style reminding of European cars of the time. From 1963, Dodge used the Valiant as a base for its Dart models. Only survivor of the Detroit compacts, the Valiant lived up to 1976 when it was replaced by the Volare and its Dodge clone the Aspen.

From its creation the Valiant and its various immitations had found a market, but although profitable, did not suffice to stop Plymouth from its of 1960s cars. In fact, the paradox is that the success of the Valiant led Plymouth to make another costly mistake. Assuming the mood for smaller 1960s cars, it downsized its whole fleet. Unfortunately, the majority of customers still wanted larger cars, and Plymouth lost more market shares. 1960 Valiant The Mercury Comet was the everything car for Mercury. Introduced in 1960 on a stretched Falcon frame, the Comet had to be Mercury's compact, intermediate, and pony car entry at the same time. The planned 1961 Edsel Comet compact car was relabeled the Mercury Comet and sold more cars in its first year than all models of Edsel ever produced. The Comet was developed as a compact car for the Edsel line. But with the Edsel brand eliminated before the 1960 model year, Ford released the Comet as a separate model, that was sold by Lincoln-Mercury dealers.

1962 Mercury Comet Fewer than 6,000 Edsels survive and today they are considered collectors’ items, with convertibles sometimes selling for over US$20,000 if in good condition. Rambler - An interesting But Sad Story Cheap and easy to repair, the new Rambler was a hit in the recession-racked year of 1958, when American Motors was the only domestic car manufacturer to show a profit. In 1960, Rambler produced over 450,000 cars, and became number three in sales among domestic brands. Ramblers were the first cars to use Unibody construction throughout their model lineup. The primary advantage of this technology was a stronger structure without the need for a separate chassis. With less squeaks and rattles, the overwhelming majority of contemporary automobiles, with the exception of trucks and some SUV’s, owe their design to some form of this 1960s cars' original unitized body construction innovation.

1964 Rambler Classic 770 In another safety milestone, Rambler was the first to offer seat belts as an option in 1950, and the first to provide them as standard equipment by the end of the decade. By 1962, the introduction of compact cars by the big three automakers had decreased Rambler’s market share. Rambler introduced some of the most attractive designs of any manufacturer during the mid 1960's. AMC Rambler Limited Edition Extra puts added emphasis on this period with tests of the again redesigned Classic and Ambassador series for 1966, and the introduction of the Classic-based Marlin for 1965. The unsophisticated Marlin was an attempt to capture a piece of the “personal car” market dominated by the Ford Thunderbird, and Buick Riviera. Unfortunately, Rambler’s attempt to compete with the “Big Three” met with limited success. Their 1960s cars were not selling well. The Rambler name was falling out of favor in a market dominated by flashiness and horsepower.

A new image was in the works, and by 1968 the Rambler name, for years a symbol of economy, was shown the door - ending a saga of 1960s cars known for gas saving.

Question: Which car manufacturer made the Popular in the fifties and sixties
Answer: Ford