Tag: Diego Rosenberg

Diego’s Friday AutoHunter Picks – Diego Rosenberg @ClassicCars.com


A random assortment of collectibles through the decades

1969 Dodge Super Bee

Today’s Friday, which means it’s time to pick several cars on AutoHunter to highlight for your reading enjoyment. No particular theme here except that they each have something that has piqued my interest. Do any of them pique yours? Let’s hope you’re entertained!

1939 Mercury
Nineteen thirty-nine marked the first model year for Ford’s new medium-priced brand. Featuring a family resemblance to Ford, Lincoln Zephyr and senior Lincolns, the Mercury utilized a flathead V8 with more cubes than the Ford, better trim and interior appointments, and a longer wheelbase.

The similar 1940 used regulation sealed-beam headlights, but I’ve always fancied the way the earlier ones looked with their lantern-like teardrop lenses. This one is a two-door coupe — sportier than your usual sedan — that also features Offenhauser aluminum heads and intake, dual Stromberg 97 carburetors, modern 12-volt electrical system and electronic ignition. Sign me up!

1969 Dodge Super Bee
Truth be told, I much prefer the Coronet R/T for the taillights, but none are currently on AutoHunter, so why not this Super Bee? The front styling is the same, and they both have that slightly mean look without the ugliness that came the following year (admission: I like the 1970s too). Though I never was a fan of the standard power-bulge hood — the Ramcharger hood is cooler — “Y2” Yellow is a hue that I’ve always been partial to even though many seem to feel otherwise.

This Super Bee is a Coupe, which means it has a B-pillar and pop-out rear side window. This is more in keeping with the econo-muscle car formula a la Plymouth Road Runner. Look inside and you’ll find that formula continues with the bench seat with column-shifted 727 TorqueFlite harnessing the standard 335-horsepower 383 Magnum. While I wasn’t alive in 1969, I’d bet this is a typical example of the many Super Bees that were prowling the street back in the day

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Pick of the Day: 1950 Mercury Monarch six-passenger coupe – Diego Rosenberg @ClassicCars.com


Ford of Canada brands a Mercury mutant

A few days ago, our Pick of the Day was a Pontiac Parisienne, a Poncho unique to the Canadian market. This time, the Pick of the Day is another unique Canadian, a Monarch six-passenger coupe listed for sale on ClassicCars.com by a private seller in Pasadena, California. (Click the link to view the listing) 

As mentioned in the story of the Parisienne, Canada had tariffs on cars imported from the U.S., so several interesting vehicles developed that were only available to Canadians. Additionally, in the case of Monarch, Ford of Canada started a unique brand to give Ford dealerships more breadth of models, especially in a different price class. To you Yankees out there, Canada may seem an equivalent country today but, in the not-too-distant past, Canada was not as well developed as the U.S., and having one dealership with several brands was the norm because it could be miles and miles to the next dealership.

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V-8 pairs that share displacements but not manufacturers – Diego Rosenberg @Hagerty


If you’re an AMC owner and get tired of questions like “Why did they install a Chevy engine in an AMC?”, this story is for you. Ditto Studebaker folks who must deal with people asking about the Ford 289 in their Lark.

It wasn’t only Independents who used engines that shared displacements with a mill from another manufacturer, of course. General Motors had several 350- and 455-cubic-inch blocks over the years, though they didn’t always measure exactly as advertised, as we recently laid out in this article. Here are sixengines that shared similar dimensions yet hailed from different manufacturers. We even tossed in a special Mopar example that has long confused enthusiasts.


Chevrolet’s 327, which powered the most pedestrian and the most sporting of Bow Ties, is legendary. However, the Chevy was preceded by Rambler’s 327, which debuted in 1957 in the celebrated Rebel. In the Rebel, the 327 put out 255 hp with mechanical lifters, a Carter four-barrel carburetor, and 9.5:1 compression. (A Bendix-developed electronic fuel-injected unit upped the rating to 288 horses but never reached production.)

The Rambler 327 also was available in swan-song Nash and Hudson models but, though it still made 255 hp, featured hydraulic lifters and slightly lower (a half-point less) compression. Alas, the limited-edition Rebel lasted but one year, though the 327 would continue to play the role of AMC’s big gun, powering American Motors’ senior Ambassador models through 1966; for 1965–66, the 327 was also available in mid-size Classic and Marlin models. Kaiser-Jeep also adopted it for several years. Peak horsepower during this era was 270 thanks to a Holley four-barrel and 9.7:1 compression.

In contrast to its Rambler counterpart, Chevrolet’s 327 was a solid middle-of-the-road offering for most of the decade. Debuting for the 1962 model year in full-size and Corvette models, the 327 evolved from the 283 and, in Chevy’s engine hierarchy, sat just below the big-blocks. It came in 250- and 300-horse variants, both of which used four-barrel carbs. In its final appearance in 1969, the 327 was only available in 235-horse, two-barrel guise.

The 327 truly shone in the Corvette. In addition to the 250- and 300-horse pair, Chevrolet also offered 340- or 360-hp versions, the latter sporting fuel injection. Horsepower peaked in 1965 with the 375-horse Fuelie, but the 1965–68 L79 with 350 horses was a popular compromise between horsepower and drivability.

The L79 was also available in the 1965–68 Chevelle (strangely skipping the ’66 model year) and the 1966–68 Chevy II, though the lesser, four-barrel versions were available too

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5 famous V-8s whose displacements stretched the truth – Diego Rosenberg @Hagerty


We know that the 1960s were full of horsepower hijinks, but did you know that manufacturers sometimes fibbed about the size of their engines? Indeed, that burbling V-8 in your beloved classic may actually not measure up to its promised displacement. We rooted out five of the worst offenders.

Ford/Mercury 427

Available from mid-1963 to mid-1968, the 427 was Ford’s crowning achievement in the 1960s, carrying the torch during Ford’s “Total Performance” reign of global competition. However, to American enthusiasts, the 427 is best known for powering Fords and Mercurys to success on the drag strip and in NASCAR. The FE-series engine was introduced at the same time as Ford’s semi-fastback roofline for the Galaxie 500 and Galaxie 500/XL (as well as Mercury’s Marauder sub-series), and the silhouette’s aerodynamic advantages helped maximize the engine’s performance on the banked ovals. The street 427 was available with either a single or pair of four-barrel carburetors for 410 or 425 horsepower, respectively. Several thousand 427s were built through 1964, with popularity falling drastically in 1965, the last year of big Mercury; in its swan-song year of 1967, the 427 was installed in 89 full-size Fords.

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