If you’re a GM or Chevy fan…then the Old Chevy Car Show at John Elway Chevrolet is for you!
For the past five years, John Elway Chevrolet on South Broadway in Englewood, CO, has played show host to an amazing group of amazing Chevrolet vehicles ranging from vintage, classic, muscle to the most modern Corvette's and Camaro's. This special event that is scheduled to take place on Sunday, August 20, 2017, is presented by the proud Chevrolet Owners of the Littleton Cruise, is the largest organized all-Chevy auto show in Colorado. Participant line-up begins at 8 am. Gates open to the public at 10 am and run until 3 pm. Browse the incredible display of vintage and classic Chevrolet's while enjoying music provided the Silver City DJ, Ron Forbes. Admission, food and refreshments are all free of charge. A perfect event for the whole family! For more information or to register, click on the link posted below, or call Harold Schultes at (303) 918-5294. We look forward to seeing you there! Register For The 5th Annual Old Chevy Car Show by clicking here.
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Back around 1980, the now-legendary, much-coveted and VERY BIG BUCKS muscle cars of the 1960s and early 1970s were just tired old cars; common sights at seedy used car lots – and still well-within the budget of speed-hungry teenagers. I know because I lived it. A friend of mine bought a ’71 GTX 440 – a running, “all-there” car – for $2,200. Other friends had early Camaros, SS Chevelles, big block Mustangs. These were owned by high school kids working french fry jobs on the weekends who were far more lucky than most ever realized.
Fast-forward to 2017. Cars like these have become Rich Old Men’s toys – $30,000 and up in most cases, with especially rare and desirable models such as 289 Hi-Po or Shelby Mustangs (GT350 and GT500s), early GTOs, big block SS 396 and 454-equipped Chevy Chevelles, the ’73-’74 SD-455 Pontiac Trans-Am, LT-1 Corvettes and ‘440 Six Pak ‘Cudas and Hemi Challengers that have either been meticulously stored or restored correctly selling for six figures. Or even more. Those who were smart (or just stupid lucky) bought when these amazing cars were still someone else’s second-hand gas pigs or redneck lawn decor – not today’s high-dollar “investments.” Lesson: Learn from the past! The early and mid-1980s were another period when the domestic automakers began making some neat cars again – after almost a decade of absolute shit cars that any of us who were there to experience try hard to forget. But by the time RR was saddling up for his re-election bid things were beginning to look better. Style – and increasingly, performance – was making comeback. Examples include the mid-engined, composite-bodied Pontiac Fiero that was built from 1984 to 1988 (the ’84 Indy Pace car replicas are especially desirable; ditto the later V-6 equipped GT and Formula models). Also the turbo 2.3 liter ’84-’85 Ford SVO Mustang – a four cylinder brain smasher that was one of the very first American cars to approach the performance question with sophistication rather than brute force – and also one of the first U.S.-badged vehicles to wear huge-for-the time 16×7-inch alloy rims shod with 50-series VR speed-rated (130-plus) “Gatorback” ultra-performance tires. Its distinguishing characteristics included an off-center hood scoop and dual rear spoiler, plus a front end different from other Mustangs, including the more conventional, V-8 equipped Mustang GT. The SVO Mustang was a good performer, too – with 205-hp in its second year of production – about as much as the GT’s 5-liter V-8 as making at the same time. Both the Fiero and SVO Mustang were unusual, almost experimental cars for their respective automakers – and that (plus the fact that they’re just cool cars) ought to assure that they become valuable collectibles in the years to come. The mid ’80s also were the era of the very successful 1983-1988 SS Monte Carlo – Chevrolet’s last V-8 powered, mid-sized, full-frame V-8 coupe. The SS Monte had the muscular look of a Winston Cup stock car and featured the final appearance of a carbureted V-8 (Chevy’s L69 5-liter “HO” engine) in a GM passenger car before fuel ijection took over (for emissions and fuel economy reasons). Extra-rare “aerocoupes” were built for just two years (1986-1987) that featured specially contoured, wind-cheating back glass designed to give the cars an aerodynamic advantage at high speed. Around the same time, in 1983, Oldsmobile offered the very last V-8 equipped, rear-drive Cutlass-based 442 (and also the similar Hurst Olds in 1984). These cars were also among the final run of rear-drive GM vehicles to be powered by a non-Chevrolet V-8 (in this case, Oldsmobile’s 307 cubic-inch/5-liter V-8). The Hurst Olds featured a fearsome-looking (if awkward to use) “Lightning Rod” Hurst shifter that was its defining characteristic – plus a bulging hood scoop, decklid spoiler and special paint and stripes. Like the similar SS Monte Carlo, the Hurst Olds and 442 Cutlass were big, powerful American coupes of a type that will never be made again. Hence, their historic value is assured. Shop "Like" Products This brings us to maybe the most famous muscle car of the ’80s – the Buick Regal T-Type and the sinister-looking Regal Grand National. Of all the Reagan-era muscle coupes, these are the meanest. Grand Nationals were painted all black (with the exception of the introductory year 1982 models, which were offered in silver and charcoal), and powered by ever-more-potent versions of Buick’s 3.8 liter turbocharged V-6. By 1986, these ferocious rides packed an advertised (but notoriously under-rated) 235 hp, and could blast to 60-mph in under 6 seconds – amazing performance for a coupe the size of most of today’s “full-size” sedans. The last year of production – 1987 – went out with a serious bang. Before Buick – along with the rest of General Motors – switched over to front-wheel-drive (for fuel economy reasons) a final run of GN’s and T-Types left the factory – including 547 GNX models. Regular Grand Nationals were shipped from the Assembly line to ASC/McLaren – a specialty tuner shop – and fitted with a larger turbocharger that featured a low-drag impeller, plus a new Garrett intercooler and revised low-backpressure exhaust system – all of which helped goose the output of the 3.8 liter engine to a rated 270-hp and 360-lbs.-ft. of torque. Since these big, heavy cars ran the quarter mile in the mid-to-low-13s at more than 100-mph (as quick as a 350 advertised hp 2003 Corvette), the official advertised horsepower rating of 270 was about as honest as GW Bush’s claims about weapons of mass destruction in Iraq. GNX models are distinguised by their fender flares, meaty wheels and tires, fender vents and “GNX” badging. They’re arguably the last true American muscle cars – in the tradition of the old GTOs and SS Chevelles. The mid-1980s were also a great time for bread-and-butter performance machines such as the “5.0” liter V-8 Mustang GT (and the more discrete 5 liter LX, which had the GT’s engine, but not its body cladding and trim) that were manufactured from 1982 until the early 1990s in more or less the same basic form. Featuring Ford’s 302 cubic inch/5-liter V-8 – the same basic engine that was used in the very first Mustangs in the mid-1960s – these cars offered affordable performance, were easy to work on – and benefited from a vast support network of aftermarket parts suppliers and speed shops that specialized in the traditional Ford small-block V-8. Ford made so many “Five Oh” ‘Stangs that it is still a simple matter to locate a nice used one today for less than $5,000. Since Ford retired the 302 V-8 shortly after restyling the Mustang in 1994, the older 5.0 cars are destined to become interesting collectibles in the coming years. Limited production models such as the Cobra especially so. Also of interest are the ’80s-era Chevy IROC-Z Camaro Also of interest are the ’80s-era Chevy IROC-Z Camaro and its Pontiac cousins, the Trans-Am GTA and Formula Firebird. The later (post 1985) models featured GM’s “Tuned Port Injection” (TPI) V-8s – in either 5-liter or 5.7 liter forms – and racy bodystyles that were immensely popular at the time. These “third generation” Camaros and Firebirds far outsold the Batmobile-styled ’93-up “fourth generation” cars that were cancelled by General Motors in 2002 – and there were a variety of low-production/special edition models that will command a lot of money in the years to come. These include the all-white 15th Anniversary cars built in 1984 – and the 20th Anniversary 1989 Trans-Am featuring the first-ever use of a V-6 engine instead of a V-8 in a Trans-Am. Pontiac fitted these cars with the same basic 3.8 liter turbocharged V-6 as used in the deceased Buick Regal Grand Nationals – and this powerplant had the beans to whup its V-8 powered competitors every time. As the ’80s ended and ’90s began, GM also produced the impressive (and very low production) GMC Typhoon and later the Syclone – in 1991 and 1992, respectively – which featured a 280-hp turbocharged 4.3 liter V-6 bolted to a full-time all-wheel-drive system. Capable of sub-5-second to 60-mph times, these monsters were among the quickest and fastest vehicles available then or now – and their low production and phenomenal performance capability assures their future collectibility. Many of these future classics are still just old cars – cheap cars – today. Just like the classic muscle cars of the ’60s and ’70s once were. You can find decent drivers in the classified ads for not much more than you’d pay for a well-worn Corolla – exceptions being the Grand National, the GNX and the GMC Typhoon and Syclone, which are already unaffordable and have been for years. The thing to know is that the rest of them are going to follow suit. As interest in ’80s-era muscle grows – and attrition decreases the supply of survivors – they’ll become increasingly harder to find. And more expensive, too. So, don’t wait too long to make a move – or you might be waiting a long time to get behind the wheel of a late-model classic! The myth, the muscle, the legend, the one and only 1967 Ford Mustang Shelby GT500, and today's Littleton Cruise featured ride for Fastback Friday.
1967 marked the first significant redesign of the Ford Mustang. Overall, the redesign was a success and the 1967 Mustang was widely considered to be an improvement over the previous years. In recent years the 67 fastback Mustang has gained fame after being featured in the Nicholas Cage remake of Gone in 60 Seconds. The 1967 Mustang Shelby GT500 referred to as "Eleanor" was the achilles' heel of Nic's character, car thief Memphis Raines. Chevrolet was rolling out the new Chevy Camaro, and Ford felt the pressure to perform. Thus, the 67 Mustang was redesigned to reflect a more muscular look and fit a more powerful engine. The suspension system was also improved. Though the wheel base remained the same, the length and the front suspension track of the new 67 Mustangs were increased 2 inches in length and 2.5 inches in width to accommodate the Mustang's first big block engine, an impressive 390 cubic inch 6.4L V-8 320hp. The standard equipment was also changed to accommodate the new look. The side scoops, which were previously chrome, were painted the same color as the car in order to closely resemble real intakes. The gills that were placed next to the headlights on previous models were now gone. The grill still featured a galloping horse, but it now had bars that extended from the horse in various directions and was much larger in size. The rear tail lights were more inset and the rear in general was much bulkier than the 1965 and 1966 Mustangs. The 67 Mustang fastback could be ordered with a ribbed rear panel instead of the chrome bezels and a hood with dual recesses. In the past, if you wanted a convertible Mustang you would have settled for soft plastic rear windows. Starting with the 67 Mustang model the convertible option featured glass panes. If you showed an interest in the Mustang fastback model, you would notice that the roof line now ran to the trunk. A few things were kept the same, but were changed the following year in 1968. For example, the FORD block letters on the hood and the now iconic early Mustangs wheel style. ENGINE AND HORSEPOWER OPTIONS Ford offered a choice of five engine configurations for the 67 Mustang. They are as follows: Ford Code U 200 cubic inch I-6 120hp Ford Code C 289 cubic inch V-8 200hp Ford Code A 289 cubic inch V-8 225hp Ford Code K 289 cubic inch V-8 271hp Ford Code S 390 cubic inch V-8 320hp Special Edition 1967 Mustangs 1967 MUSTANG GT The GT option was also available on the Ford Mustang 67 models. However, the upgrades were more cosmetic in nature than in previous year models. With the new Ford S Code option, Ford saw less of a reason to amplify horsepower with additional Shelby upgrades. A GT350 package on a 1967 Mustang would include a K Code engine with a Cobra aluminum hi-rise and the GT 500 option was equipped with the 428 "Police Interceptor". As previously, driving lamps, side stripes and dual exhausts were part of the package. The large engine option was the Thunderbird's 390cid, 320 hp big-block engine. It had cast-iron intake and exhaust manifolds, and a single 600 ccm Holley four-barrel carburetor. This option always included dual-exhausts. RARE COLLECTIBLE 1967 MUSTANGS 1967 was the last year for the 289 Hi-Po engine option. Only 472 cars were equipped with this engine, making it an extremely rare find! 1967 Mustang ShelbysFord did their first significant redesign on 67 Mustangs, so there were naturally quite a few changes to the Shelby Mustangs as well. One of the most recognizable differences from the 66 Mustang version were the scoops. Fully functional scoops were located on the sides, the sides of the roof and the hood. The GT badging became more prominent with side striping, an extended grille with a Mustang GT350 or Mustang GT500 emblem, hood pins and a Shelby snake gas cap. The GTs were also lowered in price, making them more affordable for the average consumer and Ford sold twice as many of these as the previous Shelby Mustang GTs. GT350 The Mustang Shelby GT 350 was fitted with a 289cid Hi Po engine that was modified by Shelby to 306hp. This was the same setup as the 66 Mustangs. GT500 The Mustang Shelby GT 500 contained Ford's massive 428cid big-block engine. The 67 Mustang body style was modified to account for the bigger engines. The GT500 however, was the only Mustang at the time to contain this much larger engine. The engine was then modified by Shelby to give it even more horsepower, making it a popular buy in '67. Ford sold even more of these pricier Mustang models than the '67 GT350s. The design and flow of the body defined the term muscle car. Everything about this Mustang Shelby told you it was powerful. The GT500s came with two scoops on each side, one on the roof and one on the side panel. There was also a scoop on the hood as well as hood pins. The 1967 Mustang Shelby was the biggest and highest performance engine installed in Mustangs for that year, however 1968 is another story. For those of you who are fans of the remake of Gone in 60 Seconds with Nicholas Cage, this car would be referred to in the movie as "Eleanor" the achilles heel of car thief Memphis Raines. |
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