If you’re like me, one way in which you make sense of the world is by relating the things you see to cars. That’s what my series Car Connections is all about. I take three words from the Random Word Generator, which are often seemingly unrelated to automobiles, then find ways to link them to cars. This week’s words are legend, reluctance, and raw. How would you associate these words with cars? Tell us in the Comments section below.
Legend: “I Am Legend,” the 2007 movie in which Robert Neville (played by Will Smith) strives to find a cure to a virus that wiped out most of humanity (but also created mutant Darkseekers). It’s bleak, but at least there’s a cool car: an S197 Ford Mustang Shelby GT500, which Neville uses to zoom around a desolate, overgrown Manhattan with his dog Sam. Crank up the volume to get an earful of supercharger whine from the video below.
BMW X4 M40i (Photo courtesy of BMW PressClub USA)
Reluctance: Back in 2017, BMW sent me an X4 M40i to review. I must admit that I was reluctant to tolerate the “Sports Activity Coupe” before I even drove it. I saw it as the answer to a question that nobody asked. My week behind the wheel completely changed my mind. The twin-turbo 3.0-liter I-6 was powerful and responsive, the eight-speed automatic was always in the right gear, the second row had a surprising amount of headroom despite the swoopy roofline, and there was plenty of cargo space in the rear.
2021 Ram 1500 TRX (Photo courtesy of Stellantis)
Raw: As in raw meat. I’m not a scientist, but I know dinosaurs ate plenty of that because they didn’t cook. When Ram introduced the supercharged Hemi-powered 1500 TRX (aka T-Rex) for the 2021 model year, it called the 702-horsepower high-performance pickup “the apex predator of the truck world,” a not-so-subtle jab at the Ford F-150 Raptor, which only offered 450 horsepower via the EcoBoost V-6. That eventually led to Ford introducing the Raptor R, which currently has a 720-horsepower, supercharged 5.2-liter V-8. Ram recently announced the 2027 Ram 1500 SRT TRX, which is more potent than ever, cranking out 777 horsepower and 680 lb.-ft. of torque. In a way, dinosaurs still exist — and they’ve evolved (but they still can’t cook).
At SEMA, we met David Clark, who told us all about his 1974 Plymouth ’Cuda, aka “Hellfish.” This build dates back to 2017, when David bought two raffle tickets at the Mopar Heaven meet at the Texas Motor Speedway. After the event, David got a call saying he had won a Hellcat crate motor.
That kicked off a seven-year journey of planning, parts (which include a TREMEC five-speed manual, Wilwood brakes, and a Control Freak suspension), and setbacks. All of those ups and downs led to David accomplishing his goal: showing Hellfish in all its supercharged V8 glory at SEMA. Beating other Hellcats and a Hellcat Redeye at the drag strip was a nice bonus.
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“Living the dream.” Back when I worked for a marketing research firm in the 2010s, that was the response I got from my boss every time I asked him how he was doing. I was never sure if he was being sarcastic, or trying to fool me or even himself. Whatever the case was, I didn’t believe him, but I genuinely think Ryan Shaughnessy is living his dream — he’s the Ford Mustang Brand Manager.
I met up with Shaughnessy in the Ford area at WestWorld of Scottsdale during the Barrett-Jackson 2026 Scottsdale Auction. As people checked out the Mustang RTR and Mustang GTD models on display, we talked about Shaughnessy’s career path and the brand-new supercharged Dark Horse SC, which we told you all about last month. This particular one was VIN 001, which later crossed the block for $1.25 million, all of which benefited Breakthrough T1D, an organization dedicated to making “life-changing breakthroughs to cure, prevent, and treat Type 1 diabetes and its complications.” The new owner will get to spec their Dark Horse SC as they wish.
As a 2026-only Track Pack Special Edition, this Dark Horse SC was dressed in Shadow Black (the other available color is Oxford White) and equipped with the Carbon Exterior Package’s carbon fiber mirror caps and front and rear fascias, and Recaro Dinamica and leather seats with Solar Red accents, plus the 3D-printed titanium paddle shifters and shifter dial trim from the Mustang GTD. The Track Pack added carbon-fiber aero, Brembo carbon-ceramic brakes, and carbon-fiber wheels with Michelin Pilot Sport Cup 2 R track tires.
Like many car enthusiasts, Shaughnessy became interested in the Mustang when he was a teenager. A kid in his neighborhood bought an S197 Mustang GT convertible, which led to Shaughnessy driving a Mustang of some sort whenever he could. He scored many more opportunities when he joined Ford in 2020. As the Mustang Product Marketing Manager, Shaughnessy worked with the design, engineering, and color and material teams as well as other departments on the Mustang Dark Horse SC, Mustang RTR, and every other future Mustang through 2031.
Shaughnessy also had a long-range vision for his career: His goal from the start was to become the Mustang Brand Manager. Several months ago, he went through an intense interview process for the position. One day, while he was vacation at the beach, his boss called to say, “I want to congratulate you. You did outstanding in the interview and you got the job.” Shaughnessy immediately pumped his fist in the air in celebration. The excitement hasn’t faded since then; he told me, “This is my dream job. I’m just grateful that I have the opportunity. Every morning, I wake up excited.”
Given that the Chevrolet Camaro is dead and there is currently no V-8 option for the Dodge Charger, I told Shaughnessy that it seems the Mustang is competing with itself. He looks at it differently. “I’d say that we’re upping our game and elevating our competition and taking it to Europe’s elite sports car competitors: Porsche, Mercedes-AMG GT — that’s who we’re going up against with the Dark Horse SC.”
With those rivals in mind, putting the Predator supercharged 5.2-liter V-8 — which you may remember from the S550 Shelby GT500 — under the hood of the Dark Horse SC was the logical choice. Official output figures and acceleration and track times aren’t out yet, but expect them to slot in between those of the 500-horsepower, Coyote V-8-powered Dark Horse and the GTD, which uses an 815-horse version of the SC’s engine.
Model lineups are interesting, but I was curious to know the SC’s position in the Mustang family. “This is like the ‘Bad Boy,’” Shaughnessy said, likening it to a rebellious brother. With the Dark Horse SC Track Pack Special Edition, “The goal was to make the most sinister, badass Dark Horse that we could,” which inspired the red calipers for the Brembo carbon-ceramic brakes, fender badging, painted hood stripes, Solar Red seat accents, and red-outlined Dark Horse deck lid badging. The Predator engine definitely fits the image. According to Shaughnessy, “There’s something that happens when you hear this engine. It’s this sort of primal, visceral response that you get. It makes you want to get in the car and drive.”
The Dark Horse SC took countless hours of research, coordination, planning, configuring, and testing, but it was worth the effort. When it was finally a complete car with all of it gaps tightened and its badges on, Shaughnessy was stunned — but not speechless. “Literally, my jaw dropped and I said, ‘Holy ess’” (as a gentleman and a professional, he didn’t use the actual word. That’s okay because I knew exactly what he meant).
Judging by the constant flow of people around the SC, it was obvious that people were interested in it. Shaughnessy had already seen much more activity than I did, so I asked him for the most common response to the car. It isn’t a statement — it’s a question: “What is this?” Of course, many of the people at the auction recognized the SC and knew the available facts about it. But they and all the rest of us outside of Ford HQ don’t know what it’s like to drive. Shaughnessy told me that once people are able to get behind the wheel, they’ll be surprised by the SC’s driving characteristics, the quick shifting of its seven-speed dual-clutch automatic, the calibration of its MagneRide dampers, and the way it handles compared to previous high-performance Mustangs.
The 2026 Mustang Dark Horse SC will be in Ford showrooms this summer. If Shaughnessy gets one of his own, it’ll be in about a year and a half. First, he has to pay for a wedding and a house. In the meantime, he’ll enjoy his Race Red 2024 Mustang GT Premium Fastback. The job he always wanted, true love, a home, and a Mustang? Shaughnessy really is “living the dream.”
This 1937 Ford Five-Window coupe is a steel-bodied street rod that won the 1994 Ridler Award at the Detroit Autorama. Dubbed “AeroCoupe,” the car was built by Fred Warren and Tim Novick of Warren Motorsports in Ohio using a Hot Rods by Boyd chassis and an all-aluminum 406ci Hawk V8 built by John Buttera and Mr. Gasket. Central headlights are mounted behind the grille, and the body was modified with a chopped roof, an extended hood, rear-hinged doors, and recessed vertical taillights. Inside, beige leather upholstery is complemented by billet hardware and digital gauges, and other highlights of the build include a TH350 three-speed automatic transmission, a limited-slip differential, an independent coilover suspension, rack-and-pinion steering, four-wheel disc brakes, and a stainless-steel dual exhaust system. The car graced the cover of Street Rodder magazine in September 1994 and received the Al Slonaker Memorial Award at the 1997 Grand National Roadster Show. Triple Holley Demon carburetors were added more recently in addition to Budnik 18” and 20” wheels. Work performed since the selling dealer’s acquisition in 2023 has involved overhauling the window regulators, installing front turn signal indicators, repairing the upholstery, and mounting new tires. This AeroCoupe is now offered at no reserve with its Ridler Award trophy, an Inglese eight-stack fuel injection system, recent service records, and an Ohio title.
Computer-aided design software was used to develop alterations of the factory steel bodywork. The roof was chopped and lengthened, the hood was extended, and the rear section was shortened, while removable engine side panels were fabricated along with a smoothed firewall. Vertical taillights with aluminum bezels are mounted in recesses along either side of the trunk lid. Shaved doors with electric poppers pivot on concealed rear hinges, and custom tinted glass was installed.
The body is finished in Electric Blue along with the chassis, which was fabricated at Hot Rods by Boyd. The car rides on an independent suspension with a 120” wheelbase, rack-and-pinion steering, tubular front control arms, a Jaguar-style multi-link rear setup, billet uprights, and adjustable coilovers all around.
A clyclopean headlight assembly is tucked behind the custom aluminum grille. Front indicators were added in preparation for the sale.
Budnik Gasser-G 18” front and 20” rear wheels were added in 2022, and 225/40 and 295/40 Nitto NT555 G2 tires were installed by the selling dealer. Braking is handled by four-wheel discs that are inboard-mounted out back. The booster is attached to a polished master cylinder below the floor.
The cabin is trimmed in beige leather, and bound square-weave carpets line the floors. The adjustable and reclining bucket seats have perforated inserts, and the billet steering wheel is complemented by the column, hardware, and pedal pads. Various controls are concealed behind a removable panel on the center console. Portions of the upholstery were repaired in preparation for the sale, and the power window regulators were cleaned, lubricated, and adjusted.
A two-spoke steering wheel was machined from billet aluminum. A digital instrument cluster above the windshield displays readouts for fuel level, voltage, speed, rpm, coolant temperature, and oil pressure. The car does not have an odometer.
A fire extinguisher is mounted in the trunk, which is trimmed to complement the cabin.
The 406ci Hawk V8 was built by John Buttera in collaboration with Mr. Gasket and features aluminum construction, a Callies crankshaft, and Brodix cylinder heads. A bead-rolled aluminum panel added to the underside of the hood channels intake air from ahead of the radiator, which is equipped with an electric cooling fan.
A trio of Holley Demon carburetors top the engine, and ceramic-coated short-tube headers flow into a stainless-steel dual exhaust system.
The TH350 three-speed automatic transmission is paired with a limited-slip differential. The polished sump pans have body-color accents.
The Ridler Award trophy will accompany the car.
A color-keyed Inglese eight-stack fuel injection system is also included in the sale.
The vehicle is titled as 1937 Ford 5-Window Coupe using the VIN 183846886, which is consistent with a 1937 Ford Model 78. The Ohio title carries a “Non-Actual Warning: Odometer Discrepancy” brand.
It’s hard to believe, but the Fast and Furious franchise is 25 years old. The original 2001 film about an undercover cop infiltrating the street racing scene to nail a ring of truck hijackers led to nine increasingly over-the-top sequels as well as a spin-off, all of which grossed more than $7 billion. To celebrate this milestone, the Petersen Automotive Museum, in collaboration with Universal Pictures, is opening a new exhibit called “A Fast & Furious Legacy” on March 14.
Toyota Supra from “The Fast and the Furious” (Photo courtesy of the Petersen Automotive Museum)
If you can be in Los Angeles the day the exhibit opens, you and your fellow enthusiasts (or to put it in Dominic Toretto terms, your “family”) will start off in the Petersen Parking Garage, which will be “transformed into a Fast & Furious–style car show featuring enthusiast builds, iconic rides, and unforgettable machines across the 2nd, 3rd, and 4th floors.”
Photo courtesy of IMDb
Are you more of a fan of “The Fast and the Furious: Tokyo Drift”? Check out the 2nd floor to get your JDM fix (no word on if attendees will have to walk on the left side of the aisles).
Inside the museum, you’ll find a showcase of cars from the movie franchise, hear from special guests and panelists, and “connect with the automotive family that lives life a quarter mile at a time.” You can even win an award if you display your car at the event (having a Spoon engine or NOS couldn’t hurt your chances). Petersen VIPs get access to the Penthouse, an exclusive swag bag, food options (perhaps something more gourmet than BBQ chicken and Coronas?), and other perks.
Photo courtesy of IMDb
Opening day General Admission tickets are $30 ($8 for Members) and include museum entry, an event poster, event badge, and bagels and coffee. For the full pricing breakdown, click here.
On a recent weekend, I saw a second-generation Plymouth Barracuda down the street. The owners were outside, so I was able to approach them and ask, “1967?” Indeed it was, but they did not know how to tell the other years. After reading this, you’ll have a better idea.
My friend Bob Harnsberger had a 1968 Barracuda in high school, and since then, it’s been my favorite of the three years. Sure, having experiences with a car helps rub in the preference, but it also forced me to learn the nuances among the model years. Let’s start with the 1967.
Notice the floating eggcrate grille with the prominent perimeter frame. That’s specifically a 1967 thing. Ditto the stripe that goes from the nose to the tail. It was available in white, black, red, blue, or copper.
Here’s the rear end. You may think the taillights for all three years look the same, but it is difficult to start describing the ‘67’s taillights without comparing them to subsequent years so, for now, just take note of how the horizontal panel bleeds into the taillights.
Let’s move on to 1968. The grille appears to share the same framing, but the texture is a series of fine vertical bars, almost looking like an electric shaver. For the taillights, notice how the rear no longer has a panel bleeding into the lenses. Also note how the brake lights are in the center, surrounded by a white lens that appears to wrap around the perimeter. If you can remember the lenses are white, then you’ll be fine identifying a ’68.
Nineteen sixty-eight was the year that the federal government required side-marker lights, and the Chrysler Corporation embraced them in style. In the case of the Barracuda, you’ll find round side-markers. In addition, the optional stripes appeared longitudinally between the wheels. They were available in white, black, red, “ledger” green, and light blue.
Ad for 1969 ‘Cuda
When it comes to available equipment, 1969 is the high-water mark for the Barracuda, but we’re focused on identifying traits. The grille experienced the biggest change among the three years — in fact, you may not have even realized the nose changed too. Whereas for 1967-1968 the grille looks like it forms an arrow as it moves to the center, the 1969’s cavity is reshaped in the center portion and no longer forms a proper point. The texture returned to an eggcrate affair that eschewed a frame, instead filling the cavity.
The taillights resemble the ‘67’s, but the center insert barely bleeds into the taillights. In fact, if you can imagine a 1969 Road Runner’s taillights (below), you can see how there’s a slight theme between the two. Additionally, red trim helps create a full-width taillight look for the Barracuda.
The mandated side-markers were now rectangular, almost seeming generic in comparison to the 1968’s. Optional, full-length sport stripes showed no engine displacement unless the car was equipped with the Formula S package (340 or 383) or the stand-alone 340 sans the Formula S. These decals were available in white, black, or red.
1969 Barracuda Formula S
Thanks to the success of the Road Runner, Plymouth applied the same low trim level persona to a new performance package called ‘Cuda. Unique to the package were black nonfunctional hood scoops, black hood stripes, and black lower-body longitudinal stripes.
Below is your key to comparing the 1967-1969 grilles and taillights (in ascending order). Click on each image to be taken to its respective ad on ClassicCars.com.
A remarkably preserved 1979 Pontiac Trans Am survivor is now being offered as the grand prize in a limited 60-day giveaway presented by Dream Giveaway, giving one lucky winner the chance to bring home an ultra-low-mile icon from the days of Pontiac excitement.
Showing just 10,000 documented original miles, this Solar Gold Trans Am stands as an authentic, unrestored time capsule from the height of the model’s popularity — and it could soon be parked in your garage. Click here to enter now.
Unlike restored or modified examples commonly seen today, this Trans Am remains exceptionally original and carefully preserved — a key factor fueling strong collector demand for survivor-grade vehicles.
Finished in its factory Solar Gold paint with a Camel Tan interior, this Trans Am reflects the unmistakable styling that defined Pontiac performance in the late 1970s. From its aggressive stance to its iconic T-Tops and Screamin’ Chicken hood decal, the car captures the era when the Trans Am was America’s most recognizable cruising machine.
According to the original window sticker, this Trans Am was delivered with a full complement of factory equipment, including:
6.6-liter V8 engine
Automatic transmission
Factory air conditioning
Limited-slip differential
Rally gauges with clock and tach
Power windows and door locks
Tilt steering wheel
Removable hatch roof panels
Rear deck spoiler
Cast aluminum wheels
Delco AM/FM 8-track stereo
With an original MSRP exceeding $9,000, the car represented a top-tier Trans Am when new — and remains highly desirable today. And the exciting news is that you can win this Trans Am and have it in your garage before summer cruising season even starts. Click here to enter now.
Limited Entry Window — Don’t Miss Out!
Low-mile survivor vehicles continue to gain momentum among collectors, and late-1970s Trans Ams — icons of American culture — remain especially sought after.
This giveaway presents a rare chance to own a preserved example that captures the spirit of Pontiac’s Smokey and the Bandit era.
The Trans Am Dream Giveaway runs now through April 9, 2026, with the winner scheduled to be drawn on April 22, 2026.
Enter nowfor your chance to win — and help support veterans’ and children’s charities with your entry. And for the lucky winner, there’s more good news: $15,000 toward federal prize taxes will be provided, making the win even sweeter.
Right now on AutoHunter, you can find this 1957 Chevrolet 3600 big-window pickup, which is powered by a rebuilt 235ci inline-six mated to a four-speed manual transmission. Finished in gray over a black vinyl interior, this 3/4-ton “Task-Force” truck is now offered by the selling dealer in Oregon with a clear title.
As part of a partial body-on restoration completed in 2016, the exterior was refinished in gray. Features include chrome bumpers, dual “Peep” mirrors, cab-mounted fuel cap, wrap-around rear window, wood bed stakes and floor planks, padded tailgate chains, and dual exhaust outlets.
A set of gray 17-inch Ion alloy wheels with polished lips and 215/60 Continental TrueContact radials make this 3600 stand out from other vintage Chevy trucks.
The cabin is simple and straightforward with a black vinyl bench seat and floor-mounted manual shifter, but there is also an aftermarket retro-style AM/FM radio with Bluetooth connectivity.
Instrumentation consists of a 100-mph speedometer and gauges for the temperature, amps, oil pressure, and fuel level. The odometer shows 20,450 miles, but this truck is mileage-exempt anyway, according to its title.
Under the hood is a rebuilt 235ci I6 that’s equipped with an aftermarket intake manifold and dual two-barrel carburetors. It sends power to the 10-bolt rear end through a four-speed manual gearbox. Manual drum brakes are in place to help keep this classic on the road — and off an accident report.
If you like this 1957 Chevrolet 3600‘s mix of updates and modern touches, you can enjoy them every day by becoming the next owner. You can only do that by bidding before the auction ends on Tuesday, March 3, 2026, at 12:00 p.m. (MST).
When it comes to oldMustangs, there can be little doubt that everyone knows the hardtop was the most popular body style of the three that were available. However, have you ever compared the production numbers of the hardtop and fastback? Our Pick of the Day shows that the gap between the two began to get small by the end of the decade. This 1969 Ford Mustang hardtop is listed for sale on ClassicCars.com by a dealership in Bristol, Pennsylvania.
Glancing at Ford Mustang numbers in the 1960s, you’ll notice that hardtop production dwarfed fastback production. Take 1967 as an example: Ford built 356,324 hardtops but only 71,062 fastbacks. The following model year, 249,448 hardtops were built, compared to 42,579 fastbacks. However, with the redesigned 1969 Mustang, things changed — the fastback came very close to hardtop production. Now christened SportsRoof, 134,440 were built, which is surprisingly close to the 150,637 hardtops built. What changed?
The introduction of the Mach I SportsRoof. Along with the mid-size, Fairlane-based Cobra, the Mach I was Ford’s “image car” for the performance set. While the standard engine was a 351 two-barrel — hardly a performance engine — it was the image that sold the Mach I to the masses that were clamoring for bright colors, stripes, and other go-fast flaunts. Mach Is accounted for 72,458 units of SportsRoof production, effectively being the most popular incarnation of the SportsRoof (the GT package also continued to be available, though only 4,084 GT SportsRoofs were built).
Engine options bring imbalance to the equation. It would be logical to assume that the most popular body style would also find peak popularity of all available engines, but that would not necessarily be true. The reason for that is dependent on the image of the body style: the sportiest body style would logically have a greater percentage (if not number) of high-performance engine installations. That was true for earlier years, and it continued to be true for the 1969 Mustang SportsRoof. Add the Mach I to the mix and you would be correct in assuming that most high-performance engines were installed in that model, especially compared to base SportsRoofs.
However, a smart drag racer would gravitate towards the hardtop. Historically, it has been the cheapest Mustang (though by the spring of 1969 they were equal), and it most certainly has been the lightest, with the SportsRoof weighing 24 pounds more (add another 156 pounds for the Mach I, believe it or not). We like to think racers dominated the scene, but the truth is that most people preferred image over anything else.
Hence, it’s also easy to assume that the person who originally ordered this Royal Maroon 1969 Ford Mustang hardtop wanted to go drag racing, but check out its option list and you instead may wish to be forgiven. Under the hood is the 428 Cobra Jet engine, which was a hauler that (finally) changed Ford’s reputation on the street. There were two version of this engine: the “Q-code” without ram air and the “R-code” with a functional Shaker hood scoop, with this particular car being the former but now featuring a retrofitted Shaker (a nice update). However, check out the gears: 3.00 standard, which was due to the original owner opting for air conditioning. Given this car was originally ordered near Pasadena, it makes sense. A top-end machine for heading to Joshua Tree? Perhaps. Other features include C6 Cruise-O-Matic transmission with console, Competition Suspension (very rare on a hardtop), power steering and front disc brakes, AM radio, tinted windows, Deluxe seat belts, and vinyl top.
Ford built an impressive 13,261 Mustangs with the 428 Cobra Jet in 1969. Of those, 243 were hardtops, with 68 being Q-code cars. Thirty-four of those were automatics (the reason you see 62 in the Marti Report is because that also includes the luxurious Grande). For $97,999, you get rarity and top-end speed rarely seen together in a muscle car.
For many Americanmodels, add the name “Brougham” and it’s a sign that it’s a gussied-up version of a familiar model. But from where did this distinction come? And did you know that there have been several models over the years called “Brougham”? It’s an interesting story with several models of which you either were not aware or may not have remembered.
The original Brougham (Image courtesy of Wikipedia)
Like many automotive names, “Brougham” came from the carriage trade. In 1838, a British statesman named Lord Brougham commissioned a carriage built to his specifications by the coachbuilder Robinson & Cook. Features specific to the Brougham included:
Removal of the perch (a connector between the front and rear axles).
Spring hangers mounted on the body structure, lowering the floor for ease of entry (especially for Victorian ladies).
One outside step.
Low weight, requiring only one horse.
Squared-off roof in the rear.
Forward-thrusting curve at the base of the cabin.
1964 Pontiac Bonneville Brougham
As you may know, early automobile design was derived from carriage design. The first automotive broughams were town cars, with the chauffeur ahead of the cabin. American broughams began to eschew the chauffeur (and his accommodations) for a formal two-door coupe. Then, in 1916, Cadillac pioneered the use of the Brougham name for a fancy version of its five-passenger sedan, continuing mostly uninterrupted through 1937 with fancier models and body styles. Cadillac brought back the name for the ultra-expensive 1957-60 Eldorado Brougham, but the proliferation of the same appears to have begun with the 1964 Bonneville when Pontiac introduced a fancier Brougham interior package, which ended up having other brands follow in its coattails well into the 1970s and beyond.
We have found three models among several brands throughout the years that were simply called “Brougham.”
Cadillac Cadillac returned to the Brougham fold with an interior package for the 1965 Sixty Special. The Fleetwood Brougham replaced the Sixty Special in 1977; this car would be produced through 1986.
1987 Cadillac Brougham
For 1987, the Brougham succeeded the Fleetwood Brougham in name, though the vehicle was the same. This was the era of front-wheel-drive Cadillacs, with the Brougham maintaining the classic rear-wheel-drive body. This car was produced through 1992; when the redesigned full-size Cadillac was introduced for 1993, it reverted back to the familiar Fleetwood, with a Brougham package available just like in the past.
1967 Mercury Brougham Four-Door Sedan. Note the subtle Breezeway backlite.
Mercury Mercury had multiple personalities in the 1960s. For some reason, the brand moved down-market in 1961, dropping the Park Lane and Montclair. Then, for 1964, Mercury recovered its position by bringing back the two dropped models.
Image courtesy of Dennis Pierachini
Starting in 1967, Mercury introduced the Brougham, a Park Lane-based model that was “formal in manner, luxuriously appointed, powered and equipped to perform beautifully.” Available as a four-door sedan and hardtop, the Brougham’s forte was a fancy interior consisting of elegant Chalons or Versailles fabric seat upholstery combined with “fine vinyl” with contour-molded foam front seat cushions, deep-loop nylon-rayon carpeting, and door assist handles. Other standard features included a standard 330-horsepower 410 (an FE-series engine that combined the 390 block with the 428’s crankshaft), Select-Shift Merc-O-Matic or four-speed manual, Flow-Thru Ventilation (hardtop) or Breezeway Ventilation (sedan), power front disc brakes, wood-grain steering wheel and interior trim, automatic parking brake release, “luxury level” body insulation, unique exterior and interior ornamentation, electric clock, vanity mirror, courtesy light group, rear-seat center armrest, wheel-cut moldings, and tailored spare tire cover. The cars carried Park Lane badges on the rear fenders, but the model was marketed as “Brougham.” “In total the Brougham has an aura of accomplishment with all the hallmarks of good taste and refinement,” claimed the brochure.
Mid-year 1968 Mercury Brougham Two-Door Hardtop
The Brougham returned slightly decontented (410 discontinued, replaced by a 315-horsepower 390, and Breezeway Ventilation was optional) for 1968, but it was still a super Park Lane of sorts. Again, what distinguished the Brougham from the latter was its cabin, now “the ultimate in interior comfort and luxurious appointments” thanks to the new “Twin-Comfort Lounge Seats.” These were individually adjustable with center armrests for each passenger, perhaps something you’d expect in a fancier Lincoln (and available as an option for the Park Lane and Marquis). Mid-year, a Brougham two-door hardtop (with a fastback roofline) was introduced, but only 114 were built.
When Mercury’s full-size lineup was completely redesigned for 1969, the Park Lane was replaced by the Marquis, which had been a personal luxury coupe for the previous two years but now was expanded to a full-line series; at the top of the series was (wait for it!) the Marquis Brougham.
HG Holden Brougham
Holden General Motors’ Australian brand may be foreign to many North American enthusiasts, but the DNA can often be seen as many of the themes familiar to Americans and Canadians are evident. This was especially true with the Holden HK series that was introduced in the spring of 1968 (cars from Oz tend to go by series and not model year).
The mainstream four-door models were called Belmont, Kingswood, and Premiere, with the latter featuring four headlights to distinguish it from lesser trim levels. In the summer of 1968, the Monaro coupe was introduced, as well as a Premiere-based Brougham four-door. The Brougham featured an extended trunk and standard Chevrolet 307 V-8 among other distinctions. Facelifted HT and HG Brougham models were produced through 1971, then the model was discontinued, to be replaced by the Statesman — ironic, considering the statesman that inspired the Brougham name.
