1970 International Harvester 800A - Cowboy Cool

I love the timeless, utility-first, no-nonsense cowboy cool of old sport utility vehicles like this 1970 International Harvester Scout 800A. In the modern era, to me, the closest thing to it were the Land Rover Defender 90's from 1990 through 2016.  

If you're thinking this looks like an old, I mean old Jeep CJ, you're not alone and that was intentional. In a nutshell, in 1961, once vast and glorious International Harvester came out with what they called the Scout 80, to compete with Willy's (Kaiser after 1963) Jeep CJ. The Jeep CJ was the only thing of its kind in the market going back to 1945. 

"CJ" stands for "civilian jeep". Hats off to the executive at Willys-Overland who first realized that their war time general purpose or "GP", which the word "jeep" stems from, being as popular as it was with GI's, would be marketable after The War ended. 

Coincidentally or not, in 1966, IH introduced the larger Scout 800 just as Ford rolled out their original Jeep fighter, the Bronco. As they say, with Jeep and International, two was company, but with Ford in the bush, three was a crowd: the sports-utility-vehicle war had begun. Curiously, although GM introduced two full-size pickup truck-based SUV's in 1967, GM didn't introduce anything Jeep or Scout like until 1983. Chrysler never built a "Jeep" although they did acquire Jeep, whom they acquired as part of their purchase of American Motors, in 1987. 

IH updated the 800 with the better equipped 800A, like our '70 here, in 1968. The 800A had niceties like available six- and eight-cylinder engines, standard four-wheel-drive, stronger axles, a quieter transfer case and even offered two-tone paint schemes like this one has. You wouldn't think red and white would work on any vehicle that wasn't a '50's dinosaur made by Big Three, but it does here. Then again, love is blind.  

IH sold the 800A through 1970 replacing it with the lightly updated 800B for 1971. The Scout II replaced the 800B in 1972. 

Our '70 here popped up on Marketplace for sale somewhere up in Michigan west of Detroit. Poster of the ad, who apparently was desperate to "get it gone", recently dropped the price from $19,500 to $12,500. Looks like that price chop did the trick as I can't find it anymore. Bit rich for me, thank you. I love the look of these things, but I know this will beat the tar out of my lower back and kidneys if not slip a disc or two on me. This one was built to military specs too no doubt making the ride even harsher. 

For the same money, this ain't no ten-year old Cadillac Escalade. It is ten-times cooler, though. 

By 1985, International Harvester had sold off all of its various divisions, they had even gone into selling home appliances, but they held onto their truck division which was renamed Navistar International. 

1979 DiNapoli - Here Comes The Bride

When I was a kid, during late spring, summer and early fall weekends, wedding parties would use the park next to where I lived for their photos. Afterwards, they'd pile back into stretched Cadillacs and Lincolns, horns blaring, "Here Comes the Bride" and sometimes, part of the fleet would include a car like this 1979 DiNapoli Coupe. 

Back in the 1970's and '80s, "nostalgia cars" were "a thing" for a moment or two and it seemed whenever you saw one, a wedding wasn't far behind it or in front of it; you didn't see these every day. I don't remember if these were still popular when my wife and I got married in 1992, even if they were, there's no way she would have wanted one there. Not that I would have either, frankly. 

Their design inspiration, allegedly, came from the "classics" of the Great Gatsby era like the 1929 Rolls Royce Silver Phantom I Robert Redford drove in the 1974 movie adaptation of F. Scott Fitzgerald's 1925 masterpiece, "The Great Gatsby". Leonardo DeCaprio drove a replica of a 1929 Duesenberg Model J in the 2013 remake. In the novel, F. Scott describes what Gatsby drives but never tells us what it was exactly. 

All of the cars had a similar look to them and none of them seemed quite right, all looking more like cheap, flimsy kit cars.  That's because they were beholden to the chassis and body shell of the donor vehicles that were their foundations. 

These were anything but cheap, though. This car sold new in 1979 for approximately $70,000, that's like $310,000 today. No wonder only 6 or 7 of these were ever sold. They had plans for 100 or so. 

There were a number of manufacturers that built "nostalgia cars" using various chassis and running gear from Ford Fox-body Mustangs and Cougars, third- and fourth-generation Chevrolet Corvettes, third-gen Camaros, Nissan 280 and 300 ZX' and in the case of our DiNapoli here, of all things, a 1979 Buick Regal Sport Coupe. Turbocharged, 3.8-liter V-6 and all. Well, that's what it was sold with originally. 

Our DiNapoli was designed by Nicholas DiNapoli, a former General Motors designer who was commissioned by Minicars Inc. to design it and was built Minicars subsidiary Pacific Coachworks of Southern California; not be confused with the present-day Pacific Coachworks that builds RV's. 

DiNapoli, for whom the car is named, was enamored of the 1978 Buick Regal's formal rear roofline and designed "his car" around it. The similarities to the Regal aren't readily apparent but once they're pointed out, it's hard not to see them. 

The wheelbase of the Regal was extended some three-and-a-half feet to give the DiNapoli its Great Gatsby long hood, most of the bodywork made from fiberglass or aluminum. Being the impetus for the design inspiration, the rear roof line from the Regal was used along with the exterior door panels and A-pillar's that house the windshield. 

Underneath, she's all 1978-1987 GM A-body, after 1981 they were known as "G-bodies". That means this will ride and handle like one although the Regal Sport Coupe for 1979 did come with heavier duty shocks and sway bars. The performance of the turbocharged V-6 no doubt hampered by the DiNapoli's added weight. That engine huffed out all of 165-horsepower, I shudder like this thing probably did to imagine how slow it would be if had Buick's non-turbo V-6. 

This wedding favor is for sale on Facebook Marketplace up in Montrose, Michigan, about ninety-minutes northwest of Detroit. Asking price is $5,800 and that seems like a lot for any domestic, non-running car from the late '70's. The seller bought this out of California about three years ago and I figure they thought better of it. Bonus, there's little to no rust on it. 

Scariest thing to me is the interior, especially the dash. On the right is what it would have looked like new. Good luck finding the plans for the original wooden dash or a carpenter who'd custom make it for you. If you do, you're going to pay through the hood ornament for it. Looks like the interior door panels, or "door cards" are included and you could, in theory, refurbish them. A Regal or any 1978-1988 A/G-body dash should bolt right in there. I'd pull the cards off the donor car you'd use for the dash instead. 

It's funny with things like this, odd houses too that you might fall in love with, you have to keep in mind how resalable this would be. Initial cost is one thing, but to sort this out might right you nearly twenty-grand if you don't do most of the work yourself. There's no market for these cars so, if you'd be buying this to flip it, buyer\investor beware. 

These days, Stebel sells a "Wedding March Musical Car Horn" horn for $49.99. Wish I had known about this when my son got married last October but just as well. 

 From the Marketplace ad: 1979 Buick regal rare dinapoli kit car needs complete restoration. Purchased 3 years ago from California. Minimal rust. But needs complete overhaul, non running would need a trailer, would make a bad ass hot rod for someone mechanically inclined. Asking $5,800 or best offer

 

1967 Dodge Polara - Smoldering Hot, Mid-Century Design

The Chrysler Corporation had some "out there" designs in the 1960's, some tapped down, bland ones too. This 1967 Dodge Polara hard top coupe appears to be a little of both. 

She's all business up front...

All party out back and a rager at that. That's some smoldering hot, midcentury design and I like it. You either get it or you don't. 

The rear side profile gets a little wonky. Through my goggles it's fussy, overly complicated and unfinished looking. Send that flying buttress to General Motors finishing school. 

This popped up on Facebook Marketplace recently down in bucolic Greenville, Ohio about forty-five minutes north of Dayton in the southwest part of the state. Asking price is $7,000. Say that slowly into this massive trunk so it echos back on you. Seven, seven. Thousand, thousand. Dollars, dollars. 

For your seven-grand you get a "318" car that has a new carburetor, fuel pump, fuel sending unit and alternator. 

There's no air conditioning and the brakes aren't boosted but at least you get a two-pot master cylinder. She does have power steering although you should note that the dip-stick top for the reservoir is missing.  

Interior is amazingly tight except for what appears to be a little wear on the driver's seat back. Looks repairable, though. I'd get that taken care of ASAP as it's only going to get worse. 

The big "owie", of course, is the paint finish or lack of one. I know a lot of people in the "Tri-Sate", Ohio-Kentucky-Indiana region love the rough patina look but it's not my cup of coolant. All I see is body work that to do it right, will run you at least what you paid for the car. 

Which negates any value proposition for me, not that I really saw any in the first place. If the engine was hot-rodded or if this was a 383 car, I might think a little differently but seven-grand, for this, friend-oh, seems quite steep. 

1986 Cadillac Sedan deVille - Toughskins

Sears "Toughskins". The scourge of my adolescent wardrobe. 

Like those times my mother would return from a Sears shopping spree with fresh, bell bottom, plaid "Toughskins" for me, my heart sank the first time I saw one of Cadillac's new for 1985 deVille's. 

Cadillac shared the front-wheel drive GM "C-body" with the Buick Electra and Oldsmobile 98

We, and by ""we" I'm referring to us car nerds, first heard about Cadillac's dramatically downsized deVille in the fall of 1983. The new "big" Caddies were to lose two feet of length, four-inches of width, shed six-hundred pounds, somehow be as roomy inside as ever and feature front-wheel drive. There was some minor consolation in that they'd be powered by a V-8 engine, albeit it was Cadillac's dubious, 4.1-liter V-8 making 125-horsepower and 190 foot-pounds. 

Hoping against hope, although considering Cadillac's recent transgressions like the bustle butt 1980 Seville, V8-6-4. the Cimarron and the "HT4100" (engine), it was like holding onto the side of a building with our pinkie finger, maybe Cadillac would pull something out of their hat or smaller trunk akin to a second coming of the 1976 Seville. Spoiler alert. They didn't. They came with these things. 

Somewhat remarkably, the Coupe deVille looked dorkier than the Sedan deVille. 

It wasn't for a lack of trying but somehow and someway, Cadillac got everything wrong with these cars. Anything that had made Cadillac what it was up until that point, without question much of it bullshit, went out the proverbial moonroof. 

Cadillac, like Buick and Oldsmobile, Lincoln too, was at a crossroads in the mid-'80's. Their cars were very dated and affluent buyers, young and old, looked to German makes and models for vehicles that would impress the Joneses. GM's answer, almost inexplicably, was "full-size" front-wheel drivers. "FWD" which had been the bastion of economy boxes prior. 

Even my father, born in 1923 and was no "car guy" like his middle son, said these were "no Cadillac". 

However, it wasn't that the cars were so much smaller or were front-wheel drive, although it didn't help, but the biggest problem it was their exterior aesthetic. Or lack thereof. 

At least the interiors looked "Cadillac". For the most part. 

Their interiors were actually very nice, lavish in fact with acres of leg, hip and head room. 

There may have been a familial if not vestigial resemblance to what they replaced, and that was important to their core buyers, but these were no "Cadillac's" in the traditional or even neo-traditional sense like the 1976 Seville was or even the 1979 Eldorado. 

The damn chrome trunk straps and fake spare tire "kits" often times were installed by dealers

Not only did they not appeal ultimately to their core buyers, but Yuppies also wouldn't be caught dead in them. The after-market "Continental kit" on this car does it not favors either other than to make it harder to park. These sold well at first, but sales declined through 1988. 

Better but still not a Cadillac in the traditional or even neo-traditional sense like the 1976 Cadillac Seville was. 

For 1989, Cadillac added a whopping 11 inches fore and aft to these things and pushed the wheelbase out three inches to appease traditional buyers. The reboot did nothing for monied younger buyers, though. The dye had been cast. Not that it wasn't before, but the 1980's defined "Cadillac" as an old person's brand. 

This 1986, all but identical to an '85, popped up on Facebook Marketplace and the seller, best I can tell, is having a devil of a time selling Grandpa's old sled. Price has been slashed more than $3,000 and yet it still sits out there for sale. 

Most likely because it's aged as poorly as those bell bottom, plaid Sears "Toughskins" my mother insisted I wear. 

 

1951 Willy's-Overland "Jeepster"- What In Tarnation is That?

Oh, dear. What in tarnation is this thing? From the deepest recess of Facebook Marketplace comes this very, very original, 1951 Willys-Overland "Jeepster". You don't see these every day, even at Jeep-centric shows, and you didn't see many when new either as only about 20,000 were sold from 1948 through 1950; 1951 models were actually left over 1950 models. 

The Willys-Overland Corporation built more than 300,000 government issue Jeeps during World War II but like many G.I,'s, struggled to adapt to civilian life after hostilities ended. They did have some success building utilitarian wagons, trucks and "CJ's" or "civilian jeeps", but they struggled to find buyers for their, umm, "car", they called "Jeepster". 

There were several problems with the Jeepster aside from its love it or run from it screaming design. First off, available only as a convertible, they were more expensive and not as well as equipped as convertibles from Ford and Chevrolet. 

Although they were built on Willys-Overland station wagon chassis, which was available with all-wheel-drive, Jeepsters only came with rear-wheel-drive. Jeepster's primitive and weak four- and six-cylinder engines didn't provide much in the way of performance either. Our Marketplace find here has the 134-CID , "Go Devil", 63-horsepower, inline-4. 

While technically the world's first crossover utility, since the virtues of everything put into it were compromised, there wasn't much the Jeepster could actually do. 

Then, again, there's the matter of the Jeepster's, "styling". 

Willys-Overland lacked the tooling to make proper car bodies so body panels of all their vehicles were made by metal fabricators. The simple, industrial, some would say ruggedly charming design of Jeeps may have worked well on more practical applications but when it came to automobiles, where design whimsy is so important, the grass roots-ness aesthetic didn't work. 

Willys-Overland, by the way, Willys is pronounced "Willis", was swallowed up by the Kaiser corporation in 1953; the company was renamed Kaiser-Jeep in 1963. Kasier, in turn, became part of American Motors in 1970, AMC was bought out in 1987 by Chrysler who tossed their cars and held onto the Jeep brand. 

From 1966-1973, Kaiser-Jeep and then AMC built a Jeepster-Commando (1971 above) that had many of the design elements (quirks) of the original. Big difference was those quirks were designed in rather than by necessity. To me, at least, it makes for a less authentic whatever it was the Jeepster was originally intended to be. Then again, I'm not a truck or Jeep gal so take my two-cent opinion for what it's worth. 

Poster of the ad is asking $1,500 which seems refreshingly fair. 

 

1972 Ford Galaxie 500 - Lost In Space

I happened on an estate sale and after passing on the avocado and brown kitchen appliances, stereo-phonic sound system that can play 78's and fifty-year-old Sears bought furniture in the living room, the kindly widow tells me about her late husband's dusty '69 SS350 Chevrolet Camaro that's buried out in the garage. She's willing to let it go for next to nothing to someone who would really appreciate it too. I fumble for my check book and then the cat jumps on the bed waking me up. Thanks, Ichabod. You just ruined a great dream. 

In reality, that only happens in staged YouTube videos where a couple of car chasers find not only a painfully cool car in a garage or barn. Chances are that "Barn Find" is going to be something like this melting, woe-be-gotten, 1972 Ford Galaxie 500 for sale in the Detroit, Michigan area. Well, at least it's a two-door hardtop. 

Cost of admission is $1,800 and I guess that's about right for what we call a "basket case" these days. Still seems like a ton. Without getting my hands on it this would appear to be $500 car, when I was a kid, this was a $50 car. Poster of the ad claims it runs and moves. I wonder if the air blows cold? 

I like to think there's room in my garage for any cool old bomb, but you have to draw the line somewhere. Despite being a two-door, and a big Ford this GM girl likes a lot, I simply could do not do this. Even at $500 you're setting yourself up for a literal boat or land yacht load of pain. Body work alone might run you ten-grand (to do it right), interior five, retrofitting the air conditioning a good four thousand (on the high end). Tires, rims, suspension, brakes, three thousand. For those keeping score at home we're at $22,000. 

1972 Galaxie 500's in decent shape are auctioning these days for around $10,500. 

Sure, you could rat-rod it on the cheap and "rattle can" the exterior, but the interior is so bad you'd never want to drive it. Uncomfortable, wobbly, fast old cars are overrated; the novelty gets old literally fast. You want cheap, fast thrills? Head to Coney Island and ride the Cyclone. 

More so than Chrysler or General Motors, with cars like the Galaxie, Mercury Comet and Meteor, Ford glommed onto "space names" as interest in the space race reached a fevered pitch in the late '50's through the '60's. Then, we land on the moon and just like that, check please. Even the near disaster that was Apollo 13 couldn't wrangle up enough long-term interest to keep the program going.  

I always thought "Galaxie" a cool name for a car; that they deliberately spelled it wrong masked that it was space age related. At least for me anyway. 

Ford first misspelled Galaxy in 1959 and through 1974, the nameplate festooned a number of different and massive automobiles. Attempting to figure out where in the Ford lineup the Galaxie was, was always tricky, especially after the introduction of the "XL" in 1962 and LTD in 1965 trim packages. For most of its time on earth, the Galaxie was, warning, incoming pun, "Lost in Space" in the Ford lineup. 

Again, GM die-hard I am, I've always thought these '72 big Ford two-door hardtops handsome, the '71's are all but the same. Somehow the "Bunkie Beak" front end works, amazing how Edsel like it is, the subtle coke bottle styling or fluting works well too. In my opinion, Ford's 1973 reboot to accommodate the five-mile-per-hour safety bumpers sent the design to cornfield. Ford let the Galaxie drift into oblivion after 1974 with all full-size Ford's becoming "LTD's" in various guises through 1982.

So, what happens to big old sleds like this? Some yokel will probably chew the seller down and haul it home only to quickly realize what they've gotten themselves into and it will either sit some more, get sold again or someone will have the good sense to call in a flatbed and send it to the shredder.